I don't agree on the speed. Watch the very start of the movie, say about 20 seconds in. See that guy's arm flailing around like a fan blade. That looks speed up to me.

Also, old film was hand cranked at about 16 fps (varied widely though). If we assume it's shot at 16 and shown at 24, you have a 50% increase in speed which seems about right to me. Even then, she would still have been moving downhill at a pace that was pretty terrifying considering the track and braking systems.

Apparently unlike "most" photos of Class A Climaxes which show the Boiler Water Feed Line running up to the roof af the Cab and forward to the boiler, on A-313 the Boiler Water Feed Line ran under the floor on the right side of the engine.

Where Feedwater Line terminated and how is yet to be determined. See illustration.

Found all the parts of the Sandbox operating system on A-313 (except so far the rooftop anchor for the Engineer's Sander Lever Shaft).

Crude but effective. Based on partial measurements and the Boiler Fulcrum is with the Boilermaker to insure it is installed correctly on the new Boiler so a placeholder based on a photo and without the 90° twist in a "flat" piece of steel which is a pain in 3D CADD pending having to redo it when the part is returned to Corry.

The Pin on the end of the "Operater" inserts loosely into a hole in a lever on the side of the base of the Sandbox to operate the Sandbox.

To determine how A-313 was constructed, I have gotten way ahead of the actual reconstruction of A-313 to find out the things we do not know and reveal issues which will have to be resolved. One of which is illustrated in the following jpg.

At the present time the lever at the top of the engineer's sander lever which actuates the sander valve extends into the roof arches and is blocked. As the 3D CADD model is created from the measurements of a number of persons (including Keith Christenson) an error or accumulation of errors may have created this issue. It will have to be resolved when the Cab is recreated (the roof arches still exist and may be used) and the roof may - may have to be raised by making longer side stakes.

It will be "fun" finding out.

A-313 used various sized bolts and truss rods to tie the frame together. A drawing with hidden lines and notes illustrates the various bolts & truss rods used. Please note that the indicated dimensions are from actual measurements and educated guess work based upon the size of the existing holes in the very badly deteriorated wood frame members and should be viewed with caution - they may not be correct in some cases.

Two screenshots of A-313 Steam Brake System Setup. The lines to the front and rear trucks appear to be 3/4" I.D. above the Tee and 1/2" I.D. from the Tee and Shutoff Valves. They are tight to the inside of the Left Side Sill based upon a photograph taken during disassembly. The connections to the Trucks is not now known.

A clearer screenshot of the Steam Brake Valve on A-313 as mounted to the Engine. Should have included it with last post for clarity. Alignment of the Handle is arbitrary as it is missing and will have to be recreated and the valve refurbished to determine the correct position of the handle when open and engaged.

Drawing of the Manway Grab Irons on A-313 & A-804. A-313 was missing its grab irons, but A-804 retained its. The 27" dimension between the two stanchions is correct for A-313 & A-804, and the center of the bottom stanchion is 12" above the Stake Pocket on A-313 & A-804. I have observed the chamfer of the Side Stakes and included it in my drawing but have not yet put a ruler to the remaining Side Stakes to determine its accurate dimensions. Other priorities.

Research indicates that Class A 18 Ton Climaxes and Class B 20 Ton Climaxes used one (1) Number 6 Injector (3/4") and one (1) Number 8 Injector (1"). As an aside I have a drawing of a 1921 Union Iron Works, Erie, Pennsylvania boiler designed for a 15 Ton Class A Climax indicates that the boiler is 16 HP. One Horsepower equals 34.5 pounds of water into steam in one hour at a temperature of 212 degrees Fahrenheit or for the Climax boiler 552 pounds per hour. One horsepower also translates to 33,475 British Thermal Units per hour.

A screenshot of the piping of the Injectors on A-313. Two Penberthy #6 shown, but a second type unknown and not found was used on A-313 at the end of its operation. The two Penberthy Injectors are mirrow images of each other for clarity. The parts shown are typical based upon limited photos and should only be considered a tentative assembly diagram to illustrate what is known - not what was with certainty but more than was known.

I always enjoy your 3D modelling. High tech approach to a low tech locomotive.

Just for clarification, the injector manufacturer is Penberthy.

Roger

Corrected in Text and Graphic. Spelling which is not my forte.

The only "high tech" item on a Climax is the Bevel Skew Gears. A Climax drawing of the gears in my possession for Shop Number 1551, a 70 Ton Class C, have dimensions to a 1/64" on a 31" diameter ring gear.

The "missing" Injector has apparently been found among the miscellaneous parts which were collected in Alaska. The photos and inquiries and questions jogged a memory and a search among the unknown parts (Keith Christensen collected a miscellaneous collection of railroad parts and the recovery crew brought back everything that may have been on A-313 although some parts are still missing - the Cab Gangway Grab Irons).

Anyone have any info on this Injector? It is a #8 which corresponds with the documentation that an 18 Ton Class A used one (1) #6 (a Penberthy #6 found) and this one (1) a #8.

Found this with a Google search. Now we need an expert to refurbish the one CORRY RAILS has.

There is a 3/4" Leader Inspirator which in pictures stamped # 5 presently on Ebay.
That make injector is not very common with very little information about rebuilding standards.