5637 STEAM


Lubrication Systems and their Requirements


 It is the responsibility of the rostered duty Driver to ensure that all the lubrication systems are full and functioning.
Any defects are to be reported to the 5637 SLG immediately. If in doubt ASK.  To allow the maximum amount of oiling to take place in a degree of comfort, the locomotive should be stopped with the side rods left hand pins in the 9 o`clock position.

 There are two basic systems on the locomotive:-

 (1)       Drip feed oil to the bearings, axleboxes, running machinery and slidebars.

 (2)       Pressure fed oil to the regulator and valves/cylinders.

 Water Ingress

Rain water and condensate collects in all the oil pots, driving and trailing axleboxes. It can be measured in pints and therefore must be removed before oiling commences as any water in the sumps will give an erroneous full indication.

The front and rear main driving axlebox sumps (QTY 4 ) are fitted with 1/2” BSP drain plugs, they must be removed to allow any water to run away prior to filling the relevant oil boxes.

To drain water from the centre driving axleboxes (QTY 2) a drainage device has been fitted at the bottom of the outer side rear of the axlebox, it sits between the wheel and the frames. It is a spring loaded device, held closed by the spring. To drain, push the centre plunger upwards using a thin piece of steel. Warning; the driving wheel balance weights will block access to one or the other of these drainage points and the driver will have to wait until steam is raised to move the engine or the services of another locomotive used.

Rear trailing pony truck axleboxes. Remove the cork located at the bottom rear outside of the axlebox and siphon out any water.

A variety of oil pots are situated on the reversing mechanism, the slide bars and to lubricate the valve/piston rods. Provided they are kept covered by tin cans no water should enter them but if it is suspected that water contamination is present then it must be siphoned out.

Big ends, eccentrics, side rods and valve gear. These oiling points are always sealed with corks but if water ingress is suspected then it must be siphoned out.

 Gravity/Drip Feed Lubrication

Lubricant:- Locomotive Bearing Oil

External Points

Rear Trailing Pony Truck

Qty 2 axleboxes; filled from two points on top of each axlebox, sealed by corks.

A small quantity of oil is to be poured down the pony truck horn guides at the four corners.

Rear Driving Axle

Two four feed oil boxes, left and right hand, are secured to the rear of the water tanks in the cab. All four wells must be filled in each box. Each well to possess a wick trimming.

Photo: Paul Lockley
Rear Driving Axle Oil Box

Front Driving  Axle

Two four feed oil boxes are secured to the front left and right hand splashers. All four wells in each box must be full and each well to possess a wick trimming.

Photo: Paul Lockley
Front Driving Axle Oil Box

Centre Driving Axle

These oiling points are located on top of the left and right hand axleboxes between the frames and the driving wheel. Oil is poured down a stack pipe. Caution, do not force corks down the pipe to act as a blank. They are difficult to remove. Warning; The driving wheel balance weights can block access to the oiling stack pipes, the driver must move the locomotive at some point to gain access to one or the other. The driver must therefore remember to ensure that the unfilled oiling point is filled before the engine commences work. It is at this time that the water can be drained from the axle sump.

Side Rods

There are six oiling points, one per driving wheel. No wick trimmings are used. A splash of oil on the inner and outer faces of the bearings 

Photo: Paul Lockley
Side Rod Oiling Point with Cork in Place

Brake Rigging

Each brake block hanger (QTY 6) requires a splash of oil on the top and bottom pins, plus a splash at the brake block attachment point.

Photo: Paul Lockley
 Brake Block Pins.

A splash of oil to be applied to the various pins that secure the brake rigging under the engine.

The brake cross shaft under the vacuum brake cylinder has two oiling points at each outer end.

Spring hangers

A splash of oil onto the spring hanger pins. Total 16 for all axles.

Centre Axle Box Horn Guides

Two lubricating boxes, one each on the top centre of each water tank. These only supply oil to the hornguides, not the main bearings.

Photo: Paul Lockley
 Central Axle Hornguides Oil Box.

Reversing Lever

A splash of oil is to be applied to all the movement pins on the Reversing Lever in the cab.

Hand Brake

Oil is to be applied to the hand brake upper support and the lower screw thread plus associated pins and bearings.

Injector Water Handles

A splash of oil on each upper support bearing.

Sanding Mechanism

Two sets, operated from the cab. Right hand system operates the front sanding boxes. The left hand system operates the rear sanding boxes. All pins and bearings from front to rear to be oiled.

Vacuum Pump Pot

This is located on the front of the right hand water tank. To prevent the vacuum pump swiftly sucking all the oil out, the pot is filled with woollen waste, this absorbs the oil and the pump when working, then extracts an oil mist. 

Photo: Paul Lockley
 Vacuum Pump Oil Pot.

Between the Frames

Big Ends

Left and right hand located on the centre driving axle. No oil feed trimmings fitted. Blanked off by corks.

Photo: Paul Lockley
 Big End Oiling Point.


Qty 4; located in the centre of the centre driving axle between the two big ends. No oil feed trimmings fitted and blanked off by corks.

Photo: Paul Lockley
 Eccentrics Oiling Points.

Reversing Mechanism & Links

Qty 10 points, blanked by small corks with oil feed trimmings. The faces of the expansion links to be well oiled as are all the various hinge and supporting pins. The reversing cross shaft has two oil pots at either end. The reversing reach rod is supported in the centre of its travel by a radius slot, this to be oiled, plus the pin where it is secured to the reversing cross shaft requires oiling.

Photos: Paul Lockley
 Reversing Mechanism Oiling Points & Cross Shaft Oiling Pot.

Vacuum Pump

            Splash oil onto the pump piston rod.

Piston Valve Rods

Two pots with wick trimmings, one per rod. Also splash oil on rod and into the felt pads at the gland packing.

Photo: Paul Lockley
 Piston Valve Rod Oil Pot.

Slide Bars

Three oil pots per set of slide bars located on the upper centre bar, each pot has a wick trimming. The front pot lubricates the main piston rod. The centre pot supplies oil to the sides of the slide bars and the rear pot, oil to the underneath centre of the top bar and therefore top centre of the crosshead. Splash oil onto the lower slide bars.

Photo: Paul Lockley
 Slide Bars Oil Pots.


Each crosshead has five oiling wells. The wells at the front and rear supply oil onto the top of the two lower slide bars. The single centre well supplies oil into the little end pin. Splash oil down the sides of the cross heads.

Main Piston Rods

Apply a liberal coating of oil onto each piston rod and into the felt pads at the gland packing.

Pressure Fed Oil.

 Lubricant:- Superheat Steam Oil

 Warning. This oil is fed to the regulator, piston valves and cylinders under steam pressure supplied directly from the boiler and therefore the system must be considered hazardous with a high risk to the footplate crew if handled incorrectly.

 To operate this system, direct boiler steam is supplied via two “J” cocks from the Manifold, both are to be selected “ON” in normal use. Steam goes straight to the Jockey Valve below the regulator. The water used to force feed the oil into the engine is derived from a condenser coil bolted to the roof. This coil receives its steam from a “3-Way Y” valve on the top of the Manifold. This valve is to have both legs open to boiler steam. The water enters the Hydrostatic Lubricator body via a “3-Way” valve. Selected in the centre, the valve is CLOSED and no water passes. The handle can be moved either left or right to OPEN a port and allow water at boiler pressure into the lubricator. It is therefore important to ensure that this valve handle is centred before removing the filler cap.

Superheat steam oil is very thick and must be warmed up before it will pour easily.

Photo: Paul Lockley
Hydrostatic Lubricator

To fill the Hydrostatic Lubricator

This is best carried out when there is no pressure in the boiler. Place lubricator “3-Way” Valve in CENTRE CLOSED position. If pressure exists, then ensure that the lubricator is isolated from the supply of high pressure steam and water. To check if the lubricator is under pressure, gently crack open the filler cap by two threads, if pressure exists then its presence will soon be noted. To cut off any source of pressure, close both the Manifold “J” cocks and the “3-Way Y” valve. Allow the pressure to dissipate to zero.

Open the Lubricator lower water drain valve, allow all the water to run to waste. Close valve.

Remove filler cap and pour in the lubricating oil till full. Refit filler cap and tighten into place.

If the Manifold “J” cocks and “3-Way Y” valve have been closed, now reopen slowly.

Operating the system

Just before moving off.

Place the Lubricator “3-Way” valve into one of the OPEN positions

OPEN the oil delivery valve on the Lubricator lower distribution manifold.

OPEN half a turn the three supply valves on the bottom of the lower distribution manifold.  One to the regulator, two to the valves and cylinders.

Regulate all three oil flows at four (4) drops per minute. Do not allow the flow to exceed this as the system may become choked with oil. To be constantly monitored by the driver.

Oil blockages

Ensure no pressure is present in the Lubricator body as described earlier.

Slowly remove the gauge glass upper steel blanking plug. Using a thin piece of wood with a strip of cloth attached, soak up the surplus oil. When gauge glass clean, refit steel plug and retighten. Reapply pressure and proceed.







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