On our Latest News page we announced that longserving mechanical services fitter Ron Williams had retired afer 23 years service to SteamRanger, Throughout that period Ron had worked very closely with previous Loco Manager Ian Johnston and here are some insights into Ron and his career that Ian has compiled, to which we have added a few photos taken over the years.

In May 1981, Victorian steam locomotive K190 hauled a special enthusiasts' train from Melbourne to Adelaide, which in itself was truly a remarkable feat at a time when most steam facilities had disappeared. A lot of credit was due to the Victorians who along with SteamRanger's Dean Harvey, undertook a lot of intricate organising and planning to make the trip the great success that it was. K190 and its consist were based at SteamRanger's recently opened depot at Dry Creek and it was here that it was noted one of the younger Victorians was always busy servicing and literally "mothering" the K. This was my first encounter with this busy chap - Ron Williams, and we soon found we had many common threads in all things to do with steam locomotives. One interesting facet I found out was that Ron was the last steam apprentice trained in Victoria which meant he was a pretty rare breed. We had an instant rapport and I was intrigued by his application of their "red oil" to just about everything that moved on the K - it seemed to be given the status of an elixir from the Gods. History tells us that the visit of the K to Adelaide and subsequent visits by Steamrail R class locomotives were extraordinarily successful, in particular the many trips the Victorian locomotives hauled to various parts of SA. To say I was impressed by the work ethics of Ron and his attention to detail would be spot on.

In 1985 it was becoming very apparent that to maintain Dean's busy Tours Program, SteamRanger could no longer rely on volunteers working part time, mostly on weekends, to keep up with the servicing and maintenance required on locomotives and carriages. I suggested to Dean that we needed someone at the depot on a full time basis to attend to the more time consuming mechanical maintenance tasks. Routine servicing would in the main still be undertaken by the Saturday volunteers. This was a major proposal at the time because it involved considerable funds for wages and additional amenities and equipment at the depot to support a full time employee. It took some time to firstly convince Dean and then secondly to come up with a budget to support such a move. I also told Dean of my ideal candidate in Ron, which Dean supported from the start. After some toing and froing, Ron liked the idea of giving up being a diesel locomotive maintainer in Victoria to essentially work full time on steam with SteamRanger so in August of 1986, Ron moved to Adelaide and so began his long association with SteamRanger.

Ron's value was soon demonstrated with his deeper knowledge and expertise on steam plus his ability to relate to everyone within SteamRanger, including all budding volunteers. As would be expected, it took some months for Ron to learn about the many little differences between Victorian and SAR rollingstock. He did have early difficulties with the absolute lack of workshop equipment, even a simple item such as an angle grinder. Gradually many items were scrounged, borrowed and even purchased and these became the beginnings of the now well equipped workshop at Mt Barker. During the early days, Ron was well supported by an energetic group of retirees affectionately known as Dad's Army including regulars in Roy Stanley, Carl Sappiatzer, Max Biggins, Rusty Stanway, Tony Collins and Dean Smith.

Photo opposite: Ron and his jazz combo at a "Steam Up" festival at Mt Barker

Over the years, Ron has supervised literally thousands of different and complex tasks with some of the more major being; rebuilding 207's, 224's and 621's axleboxes; repairs to the main frames of 207, 224 and 251; retyring 520's leading drivers; rebuilding pony/ trailing trucks and tender bogies on 207, 520 and 621; rebuilding the motion on 207 (twice) and 520; new crankpin bushes for all locos; many new main piston and valve rings/liners for all locos; numerous boiler repair tasks including sections of boiler plates, stays, fusible plug holes, regulators, elements, boiler fittings and mountings; fitting of the new superheater header to 621. These are just a few examples of Ron's ability to work through tasks and fabricate parts and support equipment as work proceeded.

Ron's passion for steam was one of the main driving forces behind his dedication and nothing was impossible, it just may have taken a bit more time and funds to work through. He had an innate ability to size up a looming problem, consider the big picture, think sideways if necessary then come up with a solution which could be managed by SteamRanger's often limited resources.

   
Ron on his lathe machining a bogie centre Feb 2006 and measuring 621's smokebox tubeplate Jan 2009 - Photos: Ian Johnston

Ron spent time studying to successfully become proficient in both Air Brake fitting work and pressure vessel welding, as well as applying his talents to his trade of fitting and turning. He has been responsible for the efficient use of volunteer tradesmen, particularly in the machine shop, and for the training of volunteers to be valuable "trades assistants" to support him in his work. Ron made everyone feel at ease with his friendly nature and nothing was too much trouble in explaining what was required to be done. The work and results Ron has achieved over the 23 years has been a result of his tenacity and being fastidious in everything he undertook. A good example, is that after 50000 kms of running since Rx 207's driving axleboxes were rebuilt by Ron prior to 2000, when pulled down as part of the retyring work in 2008, the axleboxes were found to still be in almost perfect condition and good for another 50000 kms.

Ron was quite a discerning chap and during the Dry Creek days he took a strong fancy to the very pleasant lass running SteamRanger's office when it was located in the city. Ron and Lorraine subsequently married and were blessed with a son in young Ryan and they have found their niche living in the Adelaide Hills. While Ron may have departed SteamRanger, he will still be handy to provide advice when requested.

   
Ron and Lorraine (621 trip to Melbourne May 1994) & Ron and Ryan at Mt Barker Depot(both photos Roger Currie)

During the past few years Ron has taken a liking to performing remedial massage and undertook some studies so as he could take up such work part time, particularly for his local footy club. At the same time Ron could feel that the many years of hard and heavy work, often cramped in fireboxes and smokeboxes, had taken its toll on his body and he now and then needed someone to give him a good remedial massage. This was part of the reasoning as to why he decided that the end of the 2008 financial year was a good time for a major change and to put more effort into establishing his massage business.

On Tuesday 30th June 2009, Ron's co-workers at Mt Barker depot held a sausage sizzle to farewell Ron and for depot volunteers to take time to express their appreciation and best wishes to Ron and reminisce about former times. As a memento from the depot chaps, a pensioned off Rx class steam pressure gauge was brought back to its gleaming brass glory, mounted on a wooden base and with a suitably inscribed brass plaque, presented to Ron. In response Ron thanked the many people he had worked with and said he was delighted with the gauge as it represented what he had striven for over many years - good steam pressure!

   
Co-workers at Mt Barker for Ron's farewell (Ian Johnston)

• Tender wheels have returned to MB depot - cleaned for crack testing of axles
• Tender bogies cleaned and identified a number of loose rivets under bogie centres
• Bogies centres removed and crack tested
• Bogie centre transoms cleaned and cracked tested
• Loose rivets blown out by oxy for replacing with fitted bolts
  
  
• Tender springs and springs hanger links removed for inspection of pins and bushes All pins and bushes have suffered excessive wear requiring all new link bushes to be machined and installed, all spring eyelets to be machined, all new link hanger tapered bushes to be machined. Most of these components were either renewed or refurbished in the 2000 overhaul.
• All link and engine frame bush holes being reamed to standardise bush size.
  
  
• 3 worn engine axle box horn guides have been repaired by welding up and face grinding.
• Rear engine spring compensating beam bushes being renewed
• Worn compensating beam ends being welded and ground
• Engine spring/axle box hanger holes being welded to remove ovality and rebored - all engine spring pin work being performed by Lindsay Research and Development Engineering.
• Pony truck axle box fitting is currently underway with many hours being spent hand scraping the rebuild bearing shells.
  
  
• A new ash pan damper door has been made to replace the badly wasted door
• Severely wasted sections of the ash pan have been removed and new sections welded in
• Blow down valve removed for inspection of the mounting studs - studs to be renewed due to poor condition
• All firebox corner wash out plug hole threads have been inspected with one plug hole requiring tapping and fitting of a larger plug if possible
• All firebox corner wash out holes radius boiler plates and blow down hole have been cleaned for crack testing
• All driving wheel and pony wheel sets axles have been polished for crack testing
• Upon return of all springs, pins and links to MB depot reassembly of the loco's running gear can commence

     

Our photos show volunteer David Groves welding repairs to Rx207's axle box horn guides
and the locos retyred driving wheels waiting for fitting of axle boxes and springs.

• Extensive crack testing of the tender axles revealed a number of longitudinal cracks of which have been ground out and re-tested satisfactory results. All tender bogie springs and links have been returned to MB depot with refurbished spring eye holes, new mounting pins, spring link bushes renewed and new link mounting pins. All new pins have now been manufactured incorporating modifications to allow for grease lubrication of all moving components. Previously some of these pins were oil lubricated however soon ran dry once the oil holes became blocked thus resulting in the extensive wear of all spring mounting components.
  
  
• Likewise the same modification is being implemented to all engine spring mounting links and pins as they are manufactured to provide grease lubrication to components that previously ran dry or relied upon excess oil dripping from axle boxes to provide lubrication. Lubrication modifications should ensure these badly worn components provide a much longer service life than before as most were refurbished or renewed in the 2000 overhaul.
  
  
• With fitting work on the pony truck axle boxes complete, trial fitting of the pony truck swing centre was carried out with all refurbished links, bushes and pins providing smooth operation of the swing centre throughout its travel. The pony truck frame is currently at HeavyMech for line boring of the centre spring supports and renewal of worn bushes. The spring support cross beam will be build up and machined to suit. Trial fitting of the pony truck springs and cradles identified excessive clearances between spring mounting links and pins contributed by excessive wear in all pins, links and spring cradle bushes. All have been shipped to LRD Engineering with new pins being machined, new links being fabricated and installation of bushes and renewal of bushes in the spring mounting cradles.
  
  
• Engine underframe and wheels have all been painted in readiness for fitting. Boiler firebox front and rear wash out holes have been successfully tapped out and inspected by the boiler inspector

Updated to 10 June 2010

Separate work has been performed throughout the firebox with extensive thickness testing being carried out of all surfaces showing up some areas requiring minor repairs to the side plates. A not so good area is the lower radius section of the firebox combustion chamber showing thickness has reached it condemning level. Repairs will require a reasonably large section of the combustion chamber to be cut out and renewed also requiring the replacement of somewhere near 100 flexible ball stays. This task is not beyond the capabilities of our own volunteers and is not expected to delay the project as this repair can be carried out concurrently with other boiler work.

On 24th April, Ian Johnston who is now working as part of a team concentrating on major projects such as 621's repair, provided the following update of 621's status.

• An important series of firebox thickness measurements has just been completed and the results are not quite what we wanted. These measurements were started last year but did not progress very far due to the loco being "mothballed", then the 15 year old borrowed thickness meter went on the blink which resulted in a 3 month repair job including new parts having to be sourced from the UK. Prior to this the meter did perform faultlessly measuring the thicknesses of both of 621's tubeplates. After the repair work the meter was "borrowed back" and was used on the firebox of the paddlesteamer "Marion" and from all accounts they obtained satisfactory results. However shortly after when we again restarted work on 621, the meter would calibrate OK but would stay locked on that reading and not take any measurements so it is now back with the repairer. It would be nice to have our own meter, and one day perhaps we should, but they are not cheap at a couple of thousand $s a piece. Not wanting to lose another 3 months, last week we were fortunate to be able to borrow another more modern meter. Ultra sonic meters such as these depend on clean, polished and flat test spots and none of these normally exist in a firebox. This meant almost 500 spots had to be prepared using a polishing disc - a tedious, dirty and time consuming task, more so when there is a fair degree of surface pitting. Some of these prepared spots can be seen in Ian's photo.
  
  
• Earlier measurements along the firebox side plates indicated some expected wastage in the plate thicknesses but not enough to be an issue. However measurements taken in late April in the combustion chamber (CC) indicated the plate thickness along the bottom of the CC (at 6 o'clock) was down to condemning level. The CC forms the forward section of the firebox and can be seen in the photos as the chalked section just behind the tubeplate. The chalk lines indicate the welded plates of the CC but it is only the lower one third of the CC which is in question (roughly corresponding to the hatched section). Whether we replace the whole chalked section or only part of it has yet to be decided with our boiler inspector. We need to determine whether we need to replace the hatched section of the inner throatplate which also has some wastage. The brick arch is normally located at the edge of the hatched section back towards the camera.
  
  
• While we have replated fireboxes in the past, notably Rx 207's, we have not carried a repair of this size. The cutting, rolling and welding of new plates is fairly routine but the lining up, drilling and tapping of around 100 stay holes will be a challenge. With the current lead time on the acquisition of new tubes and flues, unless some more unknown nasties pop up, it is not expected that this repair work will seriously delay overall progress on 621.
  
  
• Why is it then that only the bottom of the CC is currently a problem and the rest of the firebox, based on the measurements taken, is acceptable? Probably a couple of reasons. The first is found in the boiler's records which show 621's boiler was overhauled in 1941, 1948 and 1959. In the first two overhauls a number of repairs and patches were applied to all firebox plates except the CC which appears to have survived without giving much trouble (being protected by the brick arch from spiky thermal stresses, cold air etc would be one reason). In 1959 both the tubeplate and crown sheet were completely renewed so the records suggest that the CC is original from 1936 - not bad going. The second reason is that it is a well known fact that the underside surfaces of any part of a boiler, including tubes and flues, suffer from more corrosion due to many friendly bubbles of air being trapped on those surfaces, particularly when a boiler cools down and what is worse, the bubbles can stay there. So the combined presence of steel, air bubbles and water is a great scenario for corrosion.

Updated to 10th June 2010

Car 60 has been regularly operating well patronised Cockle Trains with either baggage car no. 82 or a centre-loader. It is also operated a number of charters and trips to Strathalbyn.

Ivan Marchant's photo of the car was taken near Gemmells on a crew training run on the 1st October 2007.

Diesel Electric loco 507, the mainstay of our more heavily loaded Cockle Train services whilst DE958 and the steam locos are out of service was returned to Mt Barker Depot in mid Febraury with both braking and traction motor control problems. The following information from Mt Barker Depot foreman Ian Johnston describes rectification actions being pursued.

9th February

First lot of trouble was with 507 when I noticed on train 1552 that it was very reluctant to pull away from VH with an impression that some brakes were dragging. At G after cutting off we spent some time listening to and feeling brake blocks and observing if all blocks retracted from the wheels. Blocks on R1 and R2 were the hottest but with loco brakes released, L3's were still firmly on the wheels. Without being able to prove much there and then, the best assumptions were; R1 and R2 possibly have stiction in the rigging and are dragging a bit but not a lot. L3's stick on but gradually release themselves as the loco moves off. This is the second time L3s have played up like this - last time we found binding in the lower rigging pins. To further add to problems moving away, a bit later on I noted that the amp meter was very slow in responding to increased movements in the throttle handle - up to 10 seconds just to get a response. Does not sound long but it is when you are waiting for things to happen. Suspect the load regulator is sticking at the lower settings

11th February

As is the usual thing with 507, it hardly played up today but still at least twice it was not in the mood to move away when it should have. This indicates there is still an issue with something not being right between the control stand and the traction motors - and there are a lot of things in between. However the main suspects are still the governor assembly or load regulator and the Manual indicates that there are a number of parts which can play up when worn or not adjusted correctly. The brake rigging on L3 still sticks thereby keeping the brakes on.. As far as R1 and R2 go, it would appear that with released brakes, the brake hangers are not hanging completely symmetrically resulting in the weight of the rigging holding one brake block onto each wheel rather than all blocks swinging in the breeze. 507 transferred from GD to MB today without any further hic cups

15th February

one problem has been found which would not have been helping with the operation of the load regulator. Whether it is the total reason, only time will tell. Part of the governing assembly relies on three governor operated cam switches which tell the electric motor driving the load regulator which way to turn to either increase or decrease power, depending on what the driver is doing with the throttle. The switches are mounted on an insulated block so electrically there is no contact between them. However between two of the relevant poles for the switches, the insulation material had burnt away, leaving a gaping hole, this being due to unwanted and continued electrical arcing between the poles. This would probably have been going on for some time until it reached a stage where the load regulator would have been receiving mixed messages as the arcing occurred and the motor on the regulator would not have known which way to turn the regulator's rheostat. Hence the system's indecision when the driver kept prodding the loco to move away.

One possible reason for this fault being intermittent is that its affects would have been more pronounced on more humid days due to dampness in the air. Very fortunately we had a spare cam and switch assembly to swap with the crookie. Just puts another task on the long list - to machine another insulated mounting board. This incident again reinforces the fact that both 507 and 958 are overdue for full electrical checks and servicing - something we don't know a lot about and something that will take some weeks to work through. However for the sake of loco reliability and for the long term welfare of the locos, it is an issue which will need to leap frog some other tasks. The good news so far is that we now believe the response of 507 to throttle movements is back to where it used to be some time ago - again only time will tell. Although we freed up the L3 brake rigging Saturday, it did not last. 507 came back with those brakes again a bit tight so more work required there

The following photos show the underside and top of the switch assembly and the burnt hole is clearly visible.

   

21st March

Further work on 507 was delayed a bit due to new nozzles being required on its fuel injectors - the existing ones were quite worn after 25000 miles of service. Plus the flexible bearings in the fan clutch have failed for the second time and the best cure now is to order specially made bearings with a heavy duty rubber insert. These will take at least 4 weeks to be made and delivered so a third set of the existing variety will be fitted so 507 can be kept operational during that time.


DE 958's New Radiator

Over recent months we have been reporting on the need to construct and refit a new radiator to DE958 and we advised readers that the new $16,000 assembly had finally been delivered to Mt Barker.

Work required on wheel sets for car 71 and periodic maintenance on DE 507 initially delayed actual refitting to the loco, but by Saturday 20th March we were able to report that a small band of volunteers were able to successfully get the task done. Thankfully the fitting went to plan with no major hic cups, and we hope to be able to feature the loco on Cockle Train services over the April school holidays.run .

958 was subsequently absolutely spoilt with an engine oil change including 5 filters - a $5800 exercise - $4200 for 270 gals of oil and the rest for 5 large filters. The existing oil and filters are original from when we acquired the loco in 1992 and must now be viewed with some suspicion. Interestingly, the new oil has been sourced from the UK (Morris Lubricants who provide all our steam oils) and imported to Mt Barker at 2/3 the cost of purchasing any local brand of oil in Adelaide.

Ian Johnston's first photo below shows the radiator on our now strengthened support frame prior to lowering a bit and sliding the radiator into the loco and lining up with all its fittings - sounds and looks easy but it still took some time and suitable words and the second photo shows Brenton and Mathew Job busy pumping the old coolant back into 958 to check for leaks. A number of internal panels then needed to be refitted once all leaks were dealt with.

Updated to March 21st 2010

Not currently used as an operational locomotive

Boiler Condition

• The loco's boiler certificate has now expired. Our boiler inspector reconsidered the condition of the firebox tubeplate and noted that the tubeplate has a record of cracking after each 300km of running.
  
  
• The loco was last certificated in 1995, when over 140 cracks were repaired. At that time it was approved for only five years of further operation.

Problem detected with Wheel Flanges

• Early in 2007 it was noted that the flanges on two of F 251's driving wheels were below condemning level and also that wheel #R5 was a borderline case. The flanges were last routinely measured in early 2000 and at that time it was noted both flanges were very thin. Since then, F 251 travelled 3400 miles up to the end of that year when Rx 207 was recommissioned. This indicates that the distance was sufficient to tip the flange from being very thin to being condemned.
  
  
• From the thickness remaining on the tyres and because the flange is so badly worn, it is doubtful if there is sufficient to allow for a full reprofile of all wheels. Accordingly F 251 is not available for any service until all wheels have been either reprofiled or retyred, which ever may be the case.

520's tender was routinely drained and inspected in December 1998 after the normal running season. This confirmed previous evidence of corrosion and wastage of the underframe, where the tender had been extended down to increase water carrying capacity. Calculations based on the static and dynamic loads on the underframe indicated that the tender frame had reached its design life, having been subjected to over 55 years of ongoing corrosion and to rectify this will require substantial strengthening and long term anti-corrosion coating.

Mechanically, the loco is in good condition, but the boiler and smokebox need attention. In 1994 the loco was converted back to a coal fired boiler by superficially covering over the oil burning apertures in the boiler backplate. This approach is not now acceptable to our boiler inspectors and initial work involving stripping fittings in the cab was commenced prior to discovering the tender corrosion problems, but has not been further progressed. A full rebuild is required to address wasting of material in the smokebox. This will require reproducing a complicated smokebox profile.

The unfortunate outcome of these inspections is that 520 will require over $200,000 of work to put it back in reliable condition. Steam hauled "Southern Encounter" trains will therefore utilise either double headed Rxs or 621 for the foreseeable future