FUNTIME ARTICLES
Here are a 7 articles on Railroading by Jack Herris, all articles are copy-write protected and not to be copied or altered in anyway without written permission by author
Fun Time
Having fun not only makes you happy, it makes you healthier
too. For your health, longevity, and enjoyment, it is better to retire
to something rather
than just retire from something.
Even better, you don’t need to wait until retirement to find a fun hobby; I
didn’t. In fact, I may have too many hobbies. But let’s talk about some things
you may find interesting.
Like many men of the Boomer generation, as a child I got a train set for
Christmas and had a lot of fun with it before work, college, family, and other
interests took my time and attention. A few years ago, while searching for a
train set as a Christmas present for someone else, my dormant train interest was
revived and I got back into it in a much bigger and more focused way.
Why Trains?
But first, why would one be interested in trains? Railroads changed the world
and have had a dramatic impact on our national history and culture. It is not
much of an exaggeration to say that trains built this country, especially the
West; the basic shape and location of our towns and cities was once determined
by where the railroads ran. For decades railroads were America’s glamour
industry and employed millions of people over the years. So the cultural,
economic, and historic impact of railroads was dramatic. But most of all,
exploring the railroads in different ways is fun, and that is the real reason to
do it. So what are the possibilities?
There are many different activities for people interested
in trains. For some, museum visits are great fun, and the California State
Railroad Museum (www.csrmf.org)
in Sacramento is one of the very best. Others want to work and play with
full-size trains, and the Pacific Locomotive Association (www.ncry.org)
does so in Niles Canyon, near Fremont, CA,
where you can ride these historic trains. Or you can get your own railcar and
tour the rails with the Pacific Railcar Operators (www.pro-online.org)
based in San Jose, CA.
Various railroad-oriented tours are also available,
and I personally enjoyed a wonderful tour put on by Trains Unlimited Tours, LLC
(www.trainsunlimitedtours.com).
Those with a serious historical interest have a tremendous number of
railroad-related books and videos available. Finally, and perhaps most
well-known, one can model trains. Railroad enthusiasts in Silicon Valley are
especially fortunate to have The Train Shop, near Valley Fair (1829 Pruneridge
Ave., Santa Clara, CA, 408-296-1050) as a resource. The Train Shop has a huge
railroad book section as well as model railroading supplies for all scales, and
they sell most products at a discount.
So, if any aspect of railroading is of interest, you
have many local resources to explore to help you determine if you want to pursue
this interest further.
Next time we will discuss the model railroading
aspect in more depth.
With some justification model railroading is billed as “the world’s greatest
hobby.” So how do you get started?
First, there are a number of different sizes, or scales, of model trains to
choose from depending on your goals and the amount of room you have. And real
railroads have different gauges, or distances between the rails.
Real railroads have been made to different gauges, but standard gauge in North
America and Europe is 4 feet 8.5 inches between the rails. Amazingly, this
distance appears to be traceable back to the distance between the wheels of
Roman war chariots! There are also several different narrower gauges, with
3-foot gauge perhaps the most commonly used in America. Narrow gauge is cheaper
to build than standard gauge and is used primarily for remote mountain railroads
and specialized logging and mining operations where tighter turns and clearances
dictate smaller equipment, and where cost is especially important.
Model trains are made in different sizes, or scales, for
different purposes. Here we need to distinguish between the scale, or proportion
of model size to actual size, and the gauge, or distance between rails. For most
common scales this is somewhat academic because there is one scale corresponding
to one gauge, so we can use the words
scale
or gauge
interchangeably, except for the difference between modeling standard gauge or
narrow gauge railroads. The one exception is the first gauge we will discuss, G.
The largest common gauge, G, which many think of as garden
scale but really comes from the German
gross
for big – it was developed in Germany – is most useful for those who want to put
a train layout outside in their garden. This gauge is the only gauge whose track
and equipment are designed to survive outdoors, and uniquely offers the
possibility to combine model railroading with gardening. For this reason, G is
growing rapidly in popularity with many couples. G gauge runs on track with
45mm, or about 1.75 inches, between the rails. G is more correctly known as a
gauge because the distance between the rails, or gauge, is standardized but
different scales of model trains, from 1:20.3 to 1:32 scale, are run on it. For
example, a narrow gauge train that runs on G gauge track could be 1:20.3 actual
size, while a standard gauge train that runs on G track would be 1:32 actual
size. This is the only common model railroad gauge in this situation. G gauge is
now often used for Christmas train sets too.
The next smaller common size is O gauge, or 1:48 actual size (1/4 inch on the
model = 1 foot on the actual, or prototype, item). In the case of O gauge, both
the scale (1:48) and the gauge (32mm for standard gauge) are fixed. Standard O
gauge track has a 32mm gauge; narrow gauge O scale, or On3, runs on standard HO
track of 16.5mm gauge (see below). Most people are familiar with this scale from
the well-known Lionel toy trains, which feature three-rail track instead of two
rails like real trains. Of course, there are other O scale vendors in addition
to Lionel, including many who make O scale trains that run on more realistic
two-rail track. O scale trains have a wonderful presence that smaller scales
can’t match and allow much detail to be visible, a plus for scale modelers.
Their main disadvantage is the relatively large amount of space they require for
a good layout.
The next smaller common size is S gauge, or 1:64 actual size (3/8 inch on model
= 1 foot on the prototype). S gauge was developed as a more compact size that
still offered a lot of detail to be easily visible. The old American Flyer
trains running on two rails are S gauge, and many modelers who like narrow gauge
railroads model in S scale. Standard S scale track has a gauge of 22.42mm; Sn3,
or S scale narrow gauge, with the 3 indicating the prototype had 3-foot gauge,
runs on special track of 14.28mm gauge.
The next smaller common size is HO, originally conceived as
Half
O
but actually 1:87 actual size rather than the 1:96 one might expect from its
name. HO is by far the most popular scale in the world because it is a
reasonable compromise between a size large enough for detail to be visible but
small enough to enable a reasonable home layout to be built. Currently about 76%
of all model railroaders model in HO, and it therefore has the economies of
scale to deliver the lowest prices and greatest variety of products supported by
the widest variety of vendors. Standard HO track gauge is 16.5mm, and HO narrow
gauge track is generally 12mm, representing about 3 foot 6 inches actual size,
just a little larger than typical for American narrow gauge.
The next smaller common scale is N, which is 1:160 actual
size. N track is 9mm gauge, and the scale’s name stems from
Nine
millimeter gauge track. N is the most popular small scale and, while making
model details difficult to see, enables the hobbyist to create a useful track
layout in very reasonable space. Some modelers even build their N-scale layout
on an old door!
Finally, Z is the smallest commonly available scale, and at 1:220 actual size
makes even N scale look large. With Z the goal is clearly to model the most
railroad in the least space for an operating layout.
There are other model railroad scales,
but the ones listed are the most common
and the ones I would recommend in most cases.
What Size Is Right for You?
If running trains on a layout is most important to
you, and having the most interesting layout in a convenient space is therefore a
priority, then HO or N scales are recommended. On the other hand, the smaller
the scale, the more challenging it is to see them and to get the models to run
well. If making exquisite models of locomotives and train cars is your goal, the
larger scales are recommended so the detail is more easily seen. And if you have
enough space for layout, it is easier to get the larger scales to run well.
Finally, if you want to build an outdoor layout, G gauge offers the only
equipment that is designed to withstand the outdoor environment, including
protection from the sun’s UV rays.
HO is my personal choice as the best
compromise between visible detail, good running on layouts of practical size,
and the widest variety of models at the lowest prices. However,
before you decide,
go see some operating layouts and talk to the people there.
There are a number of model railroad clubs in your area that are open to
visitors.
q
For more information on model railroad scales:
en.wikipedia.org/wiki/Rail_transport_modelling_scales
q
The South Bay Historical Railroad Society is located in the Santa Clara Depot,
has both HO and N scale layouts, and is open to the public Tuesday evenings and
Saturdays:
www.sbhrs.org
q
Silicon Valley Lines is a large HO club in San Jose:
www.siliconvalleylines.com
q
The Bay Area Garden Railway Society is very active
in G gauge and has an informative website:
www.bagrs.org
q
The World’s Greatest Hobby site has lots of information, including ways to
search for public layouts to visit:
www.greatesthobby.com
q
The National Model Railroad Association has an extensive website:
www.nmra.org
Last time we explored the concept of size or scale for model trains. This time
we want to look in more depth at what can you do with model trains.
Different aspects of model trains include focusing on static models, such as
having a collection of model locomotives, and operating trains, which has a
number of facets.
With static models, the focus is on both the accuracy of the models and the
theme of the collection. For example, do you want to have a collection of
locomotives? If so, which ones? Do you prefer steam locomotives or Diesels? Do
you want to model the equipment of a particular railroad? And what size do you
want to collect and display?
If you just want a static collection of locomotives, my suggestion is either HO
or O scale. HO offers the most variety, typically is lower cost, and can reside
in a much smaller space. O scale models are much larger and are easier to see
and super-detail. In addition, the larger O scale models are more impressive
than HO; they have a presence the smaller scales cannot match. While HO is my
personal choice, I have seen wonderful O scale models that were breath-taking,
and have resolved to convert to O scale if I ever win the lottery so I can
afford a large enough layout!
Operating model trains are the most popular because they do something and are fun to play with. Here the main choices range from O to N, with HO being the most popular. O scale looks wonderful but requires a lot of space. N scale enables you to put a lot of layout in a small space, but these trains are harder to see and a little more challenging to make run smoothly because they are more affected by track imperfections, etc. Again, HO is the most popular compromise.
The next thought is, what do you do with operating trains? Do you just run them around the layout or do you do something more focused? While those new in the hobby like to just run trains, many experienced model railroaders attempt to run their layouts like a section of a real railroad. This may involve bringing in an inbound train and breaking it down into individual cars that are ‘spotted’ at specific industries, then making up an outbound train from those cars and others already there. This activity has a purpose and keeps you interested in operating the model railroad. More advanced modelers run a model of an actual railroad at a selected time in history and run examples of trains from an actual historic operating schedule! Here a ‘fast clock’ is sometimes used to cram a 24-hour day into a four-hour operating session.
Should You Join a Club?
Another question that comes up is, should you go solo or join a model railroad club? After purchasing some locomotives and rolling stock on my own, I finally joined a club and I recommend it for a number of reasons, especially if you want to operate trains. First, you can immediately run some trains and have fun right away. Second, you will learn a lot from the more experienced members. Third, you will make a lot of new friends. Fourth, you will more quickly learn what aspects of the hobby appeal most to you. Some modelers like great models to display, others want to run trains, others like to model structures, scenes, or scenery, etc. Finally, you can do all this without spending a lot of money!
Resources
q
The South Bay Historical Railroad Society is located in the
Santa Clara Depot, has both HO and N scale layouts, and is open to the public
Tuesday evenings and Saturdays:
www.sbhrs.org
q
Silicon Valley Lines is a large HO club in San Jose:
www.siliconvalleylines.com
q
The Bay Area Garden Railway Society is very active in G and has an informative
website:
www.bagrs.org
q
The World’s Greatest Hobby site has lots of information,
including ways to search for public layouts to visit:
www.greatesthobby.com
q The National Model Railroad Association has an extensive website: www.nmra.org
Fun Time
Last time we explored what you can do with model trains, such as creating a
locomotive collection for display or operating model trains on a layout. This
time we will look at what historical era might be most interesting to you and
which railroads you might want to model.
What Era?
You may want to consider is what historical era
interests you most? While you can model anything you want, you may want to focus
on a theme, regardless of whether you are creating a locomotive collection or an
operating layout. For example, you could decide to build a locomotive collection
showing the evolution from early railroading until the present, or you could
build a collection of modern steam locomotives or first generation Diesels. Or
you could model passenger trains for a specific railroad or era.
Steam locomotives changed the world by making
railroads practical, and reigned supreme until the end of WW2. This period was
the golden age of railroading due to the importance of railroads both
economically and culturally.
Diesel locomotives entered switching service in the
mid-1930s and by the late 1930s were developed enough to haul both streamlined
passenger trains and freight trains. Once developed to adequate power and
reliability, Diesel locomotives quickly manifested a number of economic and
operational advantages over steam locomotives. Probably the most important was
the greatly reduced maintenance requirements of Diesels, which enabled the
railroads to cut costs by eliminating large numbers of maintenance workers.
Diesels also were at least twice as fuel efficient as steam locomotives and
produced much less pollution. In addition, Diesels used almost no water – very
significant in the dry West, had high starting tractive effort to start long
trains in motion, and, if properly equipped, were able to use ‘dynamic brakes’
to maintain safes speeds down hills. The dynamic brake was the ability of the
Diesel to use its traction motors as generators when being pushed downhill by
the weight of the train; the power generated electric current that was directed
to banks of resistors in the Diesel and cooled by large fans. Particularly in
mountainous regions, this was a significant operational advantage.
During WW2 the War Production Board controlled what
locomotives were built; Diesel locomotives were especially hard to obtain due to
production of submarines and other war material that competed both for the raw
materials and the Diesel engines and accessories. So, during WW2 many railroads
that wanted Diesel locomotives had to settle for steam locomotives instead. The
incredible amount of war traffic, coupled with the deferred maintenance, wore
the railroads and their rolling stock and locomotives out. After WW2 ended the
great steam to Diesel transition era began; worn out steam locomotives were
rapidly replaced by new, more economical Diesels. By 1959 the mainline steam
locomotive in the United States was history.
In addition to the evolution of locomotives, the
types and sizes of railroad cars has also been in a constant state of evolution.
Passenger cars evolved from wood construction, which was very dangerous in
accidents, to partial steel then all steel construction, and finally, in the
late 1930s, to lightweight, streamlined cars. Freight cars evolved from wood
construction to wood and steel and finally all-metal construction. Along the way
freight cars grew larger and new types were introduced.
It may come as no surprise that the steam to Diesel
transition era is easily the most popular era with modelers because it offers
the greatest variety of locomotives, including all but the earliest steam
locomotives and early, first generation Diesels. This is the era I chose to
model because it gives me the most choices in locomotives. Although as a modeler
I prefer the personality of large steam locomotives to Diesels, I am also
somewhat interested in Diesels, especially the large and unusual Diesels of the
1960s and 1970s and their relatively short-lived turbine cousins. So I do not
completely limit my modeling to the transition era. It is also possible to model
much earlier eras, but far fewer models are available for the railroads of the
1800s. Furthermore, the largest, most modern steam locomotives did not appear
until the 1920s. So modeling an era prior to the 1920s eliminates a lot of
interesting locomotives, but the smaller locomotives used prior to the 1920s are
well suited to a small layout.
The modern era, with all Diesel locomotives, is also
popular. Model Diesels are generally less expensive than model steamers and,
similar to their prototypes, are easier to keep running smoothly. Furthermore,
you can look at an existing railroad today, take photos, and model it. On the
other hand, modern technology is resulting in an ever-increasing supply of
high-quality, smooth-operating model steam locomotives, so your modeling choices
now are greater than ever.
What Railroads?
While the era you model is a personal choice,
certainly, the railroad – or railroads – you choose to model is an even more
personal choice. For example, the mighty Pennsy, the Pennsylvania Railroad, was
once the world’s largest railroad and is still very popular with modelers,
especially those who live in the area it served. You may be most interested in
the railroad that served the area where you grew up. Or, like me, you may be
more interested in the mighty railroads of the West and the mountain ranges and
other difficult terrain they had to battle to deliver the goods – and
passengers.
Whatever railroad you choose, most likely there is a
book, perhaps a lot of books, on that railroad. And most major railroads, even
if now ‘fallen flags’ (that is, bought by other railroads and no longer existing
under their former name) have historical societies devoted to them.
Resources
Railroad Books & Videos:
q
New Railroad books:
www.amazon.com
q
Out of print railroad books:
www.addall.com
q
New railroad books and videos at a discount:
www.goldenspike.us
q
New railroad books and videos at a discount:
www.karensbooks.com
q
Model Railroader Magazine:
www.trains.com/mrr
q
Back issues of railroad magazines and out of print books:
www.railpub.com
Railroad Historical and Technical Societies:
q
Southern Pacific Historical & Technical Society:
www.sphts.org
q
Union Pacific Historical Society:
www.uphs.org
q
Santa Fe Railway Historical & Modeling Society:
www.atsfrr.com
q
Feather River Rail Society:
www.wplives.org
q
Pennsylvania Railroad Technical & Historical Society:
www.prrths.com
q
National Railway Historical Society:
www.nrhs.com
q
California State Railroad Museum:
www.csrmf.org
q More than 5,000 railroad links: www.railroaddata.com
q
Index to Railroad Historical Societies:
ribbonrail.com/rrpro/database.html
Last time we explored what historical era might be most interesting to you and
which railroads you might want to model. Now let’s discuss some practical model
railroad issues.
Where Do You Buy?
As mentioned in the first column in this series,
railroad enthusiasts in Silicon Valley are especially fortunate to have The
Train Shop, near Valley Fair (1829 Pruneridge Ave., Santa Clara, CA,
408-296-1050) as a resource. The Train Shop, one of the largest model train
hobby shops in California, has a huge railroad book section as well as model
railroading supplies for all scales, and they sell most products at a discount.
Furthermore, they have a good supply of the more specialized model railroading
supplies for the more advanced modeler.
Of course, no brick and mortar business can stock
everything. As you might expect, there are a number of vendors with a large
on-line presence that offer a wide variety of products. And, if you are looking
for items that are currently out of production or used, then eBay is a good
source. In fact, eBay is the main marketplace for many of the more specialized
items like brass locomotives.
Which brings us to the discussion of small
production run, specialty items compared to mass production items. Certainly,
mass production products, typically made mostly of plastic, have substantially
improved in appearance and performance in the last15 to 20 years. In most cases,
if you want a product that was mass-produced fairly recently, you will be
satisfied with the price, appearance, and performance.
An exception to this may be passenger cars.
Prototype passenger cars were often produced specifically to the designs of each
railroad, whereas mass-produced model cars are more generic, except for their
paint. They resemble cars for a number of railroads, which makes their
production cost effective, but they are not exactly accurate for any railroad.
This is problematic for collectors and static modelers, whereas many operators
are more interested that the train looks representative rather than exact as it
rumbles past. Again, this is another area that depends on the modeler’s
priorities.
And, as you would expect, different companies
produce products to different price points. The price of the model typically
correlates to its accuracy and performance, but this is not always the case, and
varies product by product. This is another good reason to join a model railroad
club or a Yahoo group for the railroad or product you plan to model. More
experienced modelers will know not only how accurate the models from different
companies are, but also how well they generally run and how to fix them if there
are problems.
Specialty items are usually made as multi-media kits
or are brass. These are typically models of products that are not available as
mass-production products, such as less popular locomotives and cars, especially
those for unique to a particular railroad. Or, they are more accurate models of
prototypes than are available from the mass manufacturers. Multi-media kits are
generally of structures and railroad cars, especially passenger cars; short
production runs of locomotives are usually made of brass for durability and
operability.
Brass items, and especially brass locomotives, are
worthy of a short discussion themselves. Initially, some brass locomotives and
railroad cars were produced in the US, but starting in the mid to late 1950s
Japanese producers took that market by producing good quality (for the time)
products at much lower prices than US producers. Product quality and accuracy
improved with the experience of the brass manufacturers and with the accuracy of
the reference material provided to them by their American importers. Generally,
the American importer would provide detailed drawings and reference photos to
the Japanese manufacturer, who would then produce a production run of the model
for that importer. In some cases, an importer would commission a production run
of a locomotive from a manufacturer who had already produced this locomotive for
another importer. In these situations, the manufacturer would often produce
essentially identical models for the second importer.
Later, Japanese products became too costly and
production migrated to Korea. Now some brass products are manufactured in China,
as are most plastic products.
Generally, newer brass products are more accurate
models than older ones. However, most are so pricey that they are aimed more for
collectors than operators. In these cases, accurate appearance takes priority
over reliable operation; any compromises in appearance needed to achieve smooth,
reliable operation are not made.
So, if you just want to run trains, an ever-growing
variety of accurate, smooth running plastic steam and Diesel locomotive models
is available for your enjoyment. If you want to model a specific railroad,
especially specific steam locomotives or rare Diesels, then you need to consider
brass. If collecting is your priority, then the newer, more expensive brass
models are definitely worth a look. If operating is your priority, then you need
to consider mass-produced locomotives and older, less expensive brass models.
Older brass may not look quite as stunning as a new brass model, but it may
actually run better and be sturdier, with fewer delicate parts to damage during
operation. And it will probably be much more affordable. However, brass
generally requires some fine-tuning to run well; for smooth operation a good,
mass-production locomotive is your best bet unless you need a locomotive type
that is only available in brass.
Computer Control? Sound?
Like most other areas of life, the computer
revolution has also impacted model trains. Your father’s train set ran on DC
(direct current) from a transformer, and many locomotives sold today do the
same. However, more and more locomotives are available with computer control.
Known as DCC, for Direct Command Control, this is an industry (NMRA – National
Model Railroad Association) standard that essentially all manufacturers comply
with so all the equipment is compatible. In addition to simplifying layout
wiring, DCC also enables much more realistic operation.
Furthermore, many locomotives with DCC also have
sound. And that makes running trains much more realistic – and fun! The saying
in the model railroad community is, if you have 20 locomotives and one has
sound, you really have one locomotive. And as a result of all the sound work
done for DCC locomotives, more realistic sound is now available for newer DC
locomotives. Furthermore, recordings of actual steam and Diesel locomotives in
operation are available from various sources, and at least one commercially
available sound decoder (from LokSound) allows you to download sounds for use in
your model.
So, do you choose DC or DCC? Sound or no sound? If
you just plan a seasonal Christmas layout or a static collection, then don’t
bother with DCC. DC is cheaper and simpler to set up and learn to operate.
However, if you plan anything more than a small or seasonal layout, look
seriously at DCC. If you join a model railroad club, see if they are using DC or
DCC. Many clubs have either converted to DCC or are planning to do so. DCC is
becoming ever more popular and, in my opinion, is the system of choice for
serious operators. And if you have DC equipment, it can be converted to DCC with
decoders that are available from several manufacturers.
Many current production locomotives are available in
two versions, DC and DCC with sound. These are almost always labeled “DCC
ready”, which means that you can easily convert them to DCC by installing a DCC
decoder into a socket in the locomotive.
Converting a locomotive to sound is a little more
challenging due to the need to find a place for the speaker. You want to install
the largest speaker that will fit because, in general, the larger the speaker
the better the sound quality. If you are converting a locomotive that was also
available as a version with sound; there is generally a space with mounting
holes already drilled for the speaker that makes this job easier.
You now have the basic information and resources
needed to check out model railroading and get started if you are interested.
Have fun!
Resources
Railroad Books & Videos:
q
Basic Model Railroading: Getting Started in the
Hobby
by Kent J. Johnson, Kalmbach Publishing Company (November 1998), ISBN-10:
0890243344
q
Guide to North American Steam Locomotives
by George H. Drury, Kalmbach Publishing Company (December 1993), ISBN-10:
0890242062
q
The DCC Guide
by Don Fiehmann, Kalmbach Publishing Company (October 2007), ISBN-10: 0890246769
q
The Model Railroader's Guide to Passenger Equipment
& Operation by Andy Sperandeo, Kalmbach Publishing Company (May
31, 2006), ISBN-10: 0890246203
q
Maintaining and Repairing Your Scale Model Trains
by Jim Volhard, Kalmbach Publishing Company (May 1999), ISBN-10: 0890243247
q
The Brass Train Guide Book by
Dan Glasure, Brass Guide 2008, ISBN Number: 1882727134 / 9781882727131
Websites and Online:
q
Brass train retailer:
www.brasstrains.com
q
Brass trains on consignment and new, mass-produced trains:
www.caboosehobbies.com
q
How do you make your brass steam locomotive run like a
charm? See Mark’s brass clinics at:
www.markschutzer.com
q
DCC retailer, online DCC and sound tutorials:
www.litchfieldstation.com
q
Java Model Railroad Interface for more advanced users:
www.decoderpro.com
q
General model railroad reference:
www.trains.com/mrr
q
Yahoo groups on prototype railroads and model railroading, such as:
o
Southern Pacific Railroad:
Espee@yahoogroups.com
o
Union Pacific Railroad:
up_modelers@yahoogroups.com
o
DCC:
DCC4EVERYONE@yahoo.com
o
Re-powering and re-gearing older locomotives:
repowerandregear@yahoo.com
o
Passenger cars:
PassengerCarList@yahoogroups.com
Steam
Locomotive Development in North America
Last time we explored some practical model railroad issues. If you’ve looked at
model steam locomotives you probably noticed the many different kinds. But why
were there all those different types of locomotives? So let’s look at locomotive
evolution on the real railroads.
How Do We Describe Steam Locomotives?
Before we can talk intelligently about the evolution
of steam locomotives, we need to discuss how to describe or classify them. While
there are different ways to do that, for the common rod locomotives, the most
useful, and thus the most common, is called the Whyte system.
The Whyte system is fairly simple. Starting at the
front of the locomotive, count the number of non-powered wheels in the front, or
pilot, truck if any. Then count the number of driving wheels. Finally, count the
number of non-powered wheels, if any, in the trailing truck behind the driving
wheels. For example, a locomotive with four wheels in the pilot truck, six
driving wheels, and two wheels in a trailing truck behind the drivers, would be
described as a 4-6-2. A locomotive with two wheels on its pilot truck, eight
drivers, and four wheels in its trailing truck would be described as a 2-8-4.
In addition to the wheel arrangement, other
issues arise. The simplest is whether or not the locomotive has a separate
tender for fuel and water. If not, there are water tanks and separate fuel tanks
or bunkers on the locomotive; this is indicated by a “T” after the wheel
arrangement to indicate
tank locomotive, meaning no
separate tender. An example is a 2-8-2T logging locomotive. Tank locomotives did
not have the long range of locomotives with separate tenders, which carried more
fuel and water, and were therefore used in short-range operations such as
mining, logging, switching, and commuter service.
The above discussion concerns the rod locomotive,
the most common design of steam locomotive, in which the driving wheels are
moved by rods connected to the steam pistons. However, small, specialized
locomotives used gear drive instead of rod drive. These were commonly used for
track with sharp curves or steep slopes, such as are found in logging or mining
operations. The most common geared locomotive designs are the Shay, Heisler, and
Climax, named for their inventors or manufacturers. These are nearly all tank
locomotives and are described by their names rather than a Whyte designation
since all wheels are driven.
There were many different wheel configurations, and
the most popular were even named for convenience when talking about them. But
why were there so many? One reason was that railroads ordered steam locomotives
custom-built to their specifications, so the variety of steam locomotives was
greater than Diesels, which are far more standardized by their manufacturers.
But that does not explain all the variations. Steam locomotives were built for
different purposes; switching duties, freight hauling, and passenger hauling.
Also, locomotive types evolved as operating requirements changed and technology
improved.
Switching Steamers
Switch
locomotives generally needed to be compact to operate effectively in freight
yards. They also needed to have lots of pulling power, called tractive effort.
To achieve these conflicting requirements, most had all their weight on their
driving wheels, and did not use pilot trucks or trailing trucks. Pilot trucks
help locomotives stay on the tracks, but because switch locomotives work at low
speeds, they were able to operate safely without pilot trucks. Small switchers
had four drivers, medium switchers had six drivers, and large switchers had
eight or even ten drivers. These types are written:
0-4-0
0-6-0
0-8-0
0-10-0
The medium
0-6-0 was most common, followed by the 0-8-0. In addition to the locomotives
specifically designed for switching duties, older, smaller freight locomotives
were also commonly used for switching. This enabled the railroads to avoid
buying specially designed switch locomotives and get extra use from their
obsolescent small freight locomotives. For example, older 2-8-0 freight
locomotives were commonly used for switching, as were, to a lesser extent, 2-6-0
and 2-8-2 locomotives.
Freight Steamers
Steam locomotives designed to haul
freight initially had 2-wheel pilot trucks to keep as much weight on the drivers
as possible for maximum tractive effort. Due to slow freight speeds, 2-wheel
pilot trucks were generally sufficient; 4-wheel pilot trucks were not usually
necessary. However, after WWI freight train speeds had to be increased due to
competition from trucks, and 4-wheel pilot trucks became more common on freight
locomotives for better tracking at those higher speeds. In addition, the 4-10-2
and 4-12-2 type freight locomotives were 3-cylinder designs and needed the
larger 4-wheel pilot truck to support the additional weight of a third, center
piston and cylinder.
At first, trailing trucks were not
needed. However, locomotives became larger and more powerful as the need to haul
larger, heavier trains increased. Eventually the firebox on some locomotives
became too large to fit in the space between the aft wheels and was often
extended behind them. Two-wheel trailing trucks were needed to support the
greater weight of the enlarged firebox that often extended behind the driving
wheels. In addition, the Santa Fe railroad faced a situation where, in one
mountainous location, their 2-10-0 helper locomotives had to back down the
mountain for a long distance. To help them move backwards faster without
derailing, a 2-wheel trailing truck was added to create a 2-10-2. So while the
trailing truck came into use primarily to support larger fireboxes, it also
enabled locomotives to run backwards safely at higher speeds.
Initially, the tractive effort
of steam locomotives, their pulling power, was the most important criteria
because it determined the size of the train they could start and pull. After WWI
the need for greater power to move trains faster resulted in a number of
innovations, and in particular a new locomotive type with much larger firebox
for more power. This larger firebox required a larger, 4-wheel trailing truck
for support, and the 2-8-4 type was developed. This was the first of the
so-called super-power
locomotives, and introduced the final development stage in steam locomotives
that was soon followed by the 2-10-4, 4-6-4, 4-8-4, and modern articulateds.
Another path of development led to
large articulated locomotives. These locomotives had two sets of drivers
supporting a single boiler. To enable these huge locomotives to go around
curves, the forward set of drivers was articulated, or allowed to turn with
respect to the rear set of drivers, that were built solid with the firebox and
frame of the locomotive. A typical articulated locomotive would be designated
2-8-8-2, which means the locomotive had a 2-wheel pilot truck, two sets of eight
drivers, and a 2-wheel trailing truck.
Technology also improved as
engineers worked to improve safety and efficiency. In addition to tractive
effort and power, fuel efficiency was critical and two important technical
developments were applied in the 1900–1920 timeframe to improve it. First was
the feedwater heater, a device to heat the cold water before it was injected
into the boiler. The feedwater heater reduced the fuel needed to heat the cold
feedwater by heating the feedwater using waste heat before it was injected into
the boiler. This also helped the fireman maintain proper steam pressure and
water level in the boiler when adding feedwater. The second device was the
superheater, which heated the steam to higher temperature than was needed just
to produce the steam. The hotter steam was thermodynamically more efficient and
also reduced the problem of steam condensing to water after it contacted the
pistons. Not only were the feedwater heater and superheater applied to new
locomotives, they were also retrofitted to many existing locomotives to increase
their fuel efficiency.
Yet another technique applied to
steam locomotives to improve their fuel efficiency was compounding. Compounding
means running the steam through the pistons more than once. So-called simple
steam engines run the steam through the piston once, then it is exhausted to the
air. In contrast, a compound steam engine runs the steam at high pressure to the
first piston; the exhaust of that high-pressure piston is then run to a larger
low-pressure piston to extract additional work from the same steam. While
theoretically more fuel efficient, compounding generally resulted in slow-speed
locomotives and required much more maintenance than a simple steam locomotive –
a very serious problem given that simple steam locomotives already required
considerable maintenance. Although compounding was used on a number of steam
locomotives, many, perhaps most, compound steam locomotives were eventually
converted to simple steam locomotives without loss of efficiency and with a gain
in speed and maintainability. Except for a few experiments, no simple steam
locomotives were converted to complex locomotives.
The
general
evolution of freight steam locomotive types by wheel arrangement is shown below,
with the arrows indicating the direction of development. For example, the 2-10-4
was an enlarged 2-8-4 and was not, as one might suppose, developed from the
2-10-2, which was an earlier design. Although the first 2-10-4 was actually a
2-10-2 modified to have a 4-wheel trailing truck, this was a one-of-a-kind
prototype that was not developed further. All other 2-10-4 locomotives were
developed from the 2-8-4 type, which was a ‘super-power’ locomotive with larger
firebox.
2-6-0
Þ
2-6-2
ß
2-8-0
Þ
2-8-2
Þ
2-10-2
Þ
4-10-2
Þ
4-12-2
Þ
4-6-6-4
Þ 4-8-8-4
ß
ß
(articulated)
(articulated)
2-10-0
2-8-4
Þ
2-10-4
Articulated
Freight Steamers
0-8-8-0
Þ
2-8-8-0
Þ
2-8-8-2
Þ
2-8-8-4
ß
4-8-8-2 (Cab Forward)
Passenger Steamers
Passenger steam locos usually
had 4-wheel pilot trucks for better tracking at the higher speeds used by
passenger trains. Furthermore, their driving wheels were larger diameter than
those of freight locomotives to enable higher speeds to be reached. The
general
development of steam locomotives designed for passenger service is shown below.
4-4-0
Þ
4-4-2
Þ
4-4-4
ß
ß
4-6-0
Þ
4-6-2
Þ
4-8-2
Þ
4-8-4
ß
4-6-4
The 4-6-4 was used for high-speed
passenger service on routes with shorter trains or that were nearly level. In
the West the passenger trains were fewer and longer than in the East, requiring
more powerful locomotives to handle larger trains over mountains. The larger,
more powerful 4-8-4 became the ultimate passenger steamer and was also powerful
enough for use as a fast freight locomotive.
Although early articulated
locomotives were usually too slow for passenger service, there were at least two
notable exceptions among modern articulated locomotives. The Union Pacific
Railroad designed their Challenger type 4-6-6-4 for dual service, and this type
was so successful it was purchased by a number of other railroads. And newer
versions of the Southern Pacific’s unique Cab Forward articulated locomotives
had 4-wheel pilot trucks and were capable of the higher speeds required by
passenger trains. The mighty Cab Forwards were used in passenger service over
mountain routes.
In addition to the dual-service
articulated locomotives noted above, some other locomotives, mostly 4-8-4 types,
were designed with both freight and passenger service in mind. Finally,
passenger trains were often pulled by steam locos designed for freight service
when passenger locomotives were not available.
Southern Pacific’s Unique Cab Forwards
Due to the extensive length of snow
tunnels on the Southern Pacific’s difficult route over the Sierra Nevada
Mountains (Donner Pass), the SP found that the smoke and fumes from the large
2-8-8-2 articulated locomotives they attempted to use over this route
asphyxiated the locomotive’s crew. The unorthodox solution was to run the
locomotive in reverse; the crew went through the tunnel before the smokestack
and thus were able to breathe. This was possible because the SP had already
moved to heavy bunker oil instead of coal to power most of their locomotives. SP
then ordered a very successful series of Cab Forward locomotives that eventually
totaled 256 engines.
There were a number of series and types as described below.
Class AM-2:
Ordered for fast passenger service, these 2-6-6-2 locomotives were quickly
converted to 4-6-6-2 configuration for better tracking after derailments due to
their 2-wheel pilot trucks early in their career. Originally MM-2 compound
locomotives, they were converted to simple locomotives and re-designated
class AM-2. Used as freight locomotives for most
of their lives, they were retired in 1948.
Classes AC-1, -2, and -3:
Slow but powerful 2-8-8-2 compound locomotives ordered for freight service, they
were originally designated classes MC-4 and MC-6 but were re-designated classes
AC-1, -2, and –3 when converted to simple locomotives. Despite their slow speed,
these were often used for passenger service over the steep, difficult Donner
Pass, where no locomotive was very fast. Three production batches of essentially
identical locomotives; the last were retired in 1948.
All subsequent AC classes were designed and built as simple locomotives for
higher speed and reduced maintenance.
Classes AC-4, -5, and -6:
Powerful, fairly fast 4-8-8-2 locomotives ordered for fast freight service, they
were distinctly more modern than the earlier AC classes in all respects. The
AC-6 batch differed in steam pressure and minor details from the AC-4 and AC-5
batches. Much faster than earlier Cab Forwards and used in passenger service in
the mountains, all lasted until the end of steam.
Classes AC-7, -8, 10, 11, and -12:
Powerful, fairly fast 4-8-8-2 locomotives ordered for fast freight service and
also used in passenger service in the mountains. These were five batches of
essentially identical locomotives that lasted until the end of steam.
The very last built, AC-12 #4294, rests in the California Railroad Museum in
Sacramento; it is the only surviving Cab Forward.
Class AC-9:
Conventional (cab aft) 2-8-8-4 locomotives ordered for fast freight service.
These were coal-burning locomotives intended for use in the desert where there
were no snow tunnels, so the cab forward configuration was not needed. Designed
to the same technical specifications as the late Cab Forwards, they were
converted to oil burners in the early 1950s and lasted until 1955.
American
Steam Locomotive Wheel Arrangements
Whyte
Common Name
Notes
0-4-0 Four-coupled Switch engine
0-4-4T Forney four-coupled Industrial use
0-6-0 Six-coupled Switcher
0-6-4T Forney six-coupled Industrial use
0-6-6-0 none First articulated Mallet in USA
0-8-0 Eight-coupled Switcher
0-8-8-0 Angus Low speed helper locomotive
0-10-0 Ten-coupled Heavy switcher
0-10-2 Union Heavy switcher; 5 built for Union RR, Pittsburg
2-4-4-2 none Smallest articulated, used for logging
2-6-0 Mogul Freight
2-6-2 Prairie Dual use
2-6-4T none Suburban passenger service
2-6-6-2 none Freight
2-6-6-4 none Freight
2-6-6-6 Allegheny Freight
2-6-8-0 none Freight, used by GN and Southern
2-8-0 Consolidation Freight
2-8-2 Mikado Freight
2-8-4 Berkshire Freight, first super-power locomotive
2-8-8-0 Bull Moose Freight
2-8-8-2 none Freight
2-8-8-4 Yellowstone Freight
2-8-8-8-2 Triplex Freight (one 2-8-8-8-4 was built)
2-10-0 Decapod Freight
2-10-2 Santa Fe Freight, Santa Fe RR was first user
2-10-4 Texas Freight, Texas & Pacific RR was first user
2-10-10-2 none Freight, used by Santa Fe and Virginian railroads
4-2-2 Bicycle Dual purpose
4-4-0 American Dual purpose, widely used early type
4-4-2 Atlantic Passenger
4-4-4 Jubilee Passenger
4-6-0 Ten-wheeler Passenger
4-6-2 Pacific Passenger
4-4-4-4 Duplex Passenger
4-4-6-2 none Passenger
4-4-6-4 Duplex Freight
4-6-6-2 Cab Forward Passenger
4-6-6-4 Challenger Dual purpose
4-8-0 Twelve-wheeler Freight, also called Mastodon
4-8-2 Mountain Passenger, NYC called theirs Mohawk
4-8-4 Northern Passenger, Northern Pacific was first to use,
some railroads used other names
4-8-8-2 Cab Forward Dual purpose
4-8-8-4 Big Boy Freight
4-10-0 Mastodon Freight, one built for Central Pacific
4-10-2 Southern Pacific Freight, Southern Pacific was first to use
4-12-2 Union Pacific Freight, Union Pacific was first to use
6-4-4-6 The Big Engine Passenger, one built for PRR
6-8-6 none Dual purpose, one built for PRR
You now have a basic overview of steam locomotive
development, with a special look at the Southern Pacific’s unique Cab Forwards.
For further information, check the books and other resources below.
Resources
Railroad Books & Videos:
q
If you want more information on steam locomotives, this is
probably the first book to read:
Guide to North American Steam Locomotives by
George H. Drury, Kalmbach Publishing Company (December 1993), ISBN-10:
0890242062
q
American Steam Locomotive
by
Brian Solomon,
MBI (May 23, 1998), ISBN-10: 0760303363
q
Cab-Forward: The Story of Southern Pacific
Articulated Locomotives
by Robert J. Church, Central
Valley Railroad Publications; Revised Edition edition (1982), ASIN: B0006EDVP6
q
Perfecting the American Steam Locomotive
by J. Parker Lamb, Indiana
University Press (June 2003), ISBN-10: 0253342198
q
Model Railroader Cyclopedia: Steam Locomotives by Linn
Westcott, Kalmbach
Publishing Company (June 1980), ISBN-10: 0890240019
Websites and Online:
q
Steam locomotive site:
www.steamlocomotive.com
q
Extreme steam locomotives; unusual variations on the steam
locomotive:
www.dself.dsl.pipex.com/MUSEUM/LOCOLOCO/locoloco.htm
q
Yahoo groups on prototype railroads and model railroading, such as:
o
Southern Pacific Railroad:
Espee@yahoogroups.com
Turbine and
Diesel Locomotive Development in North America
Last time we explored steam locomotive evolution on North American railroads, so
it is only natural to follow that with a discussion of the locomotives that
replaced steam, the turbine and Diesel locomotives.
Why Diesel Locomotives?
As you may have noticed, I love steam locomotives.
They are huge, powerful, impressive, have their own distinct personality, and
they changed the world by making railroads practical. However, they have a
number of drawbacks, and if I owned a railroad, that railroad would use Diesel
locomotives despite my love of steamers. Why is that?
The most important reason Diesels replaced steam
locomotives is economic. First, Diesels need far less maintenance than steam
locomotives, which translates into much lower costs due to a far smaller
maintenance workforce and smaller facilities. The difference in maintenance
costs between steam and Diesel is huge and therefore compelling. Whereas steam
locomotives changed the world, Diesel locomotives changed the economics of
railroading. In addition to lower maintenance costs, Diesels also do about twice
the amount of work as steamers with the same amount of fuel. The difference in
fuel cost is very important, especially with today’s oil prices. Of course,
steam locomotives could also coal and wood for fuel, something Diesels cannot
do.
Another Diesel advantage is that they are easier on
the track, reducing track maintenance requirements. There are two reasons for
this. First, the unbalanced dynamic forces of the driving mechanism on steam
locomotives pounded the track, loosening the spikes and ties. Second, the
driving wheels of steam locomotives have a longer wheelbase than Diesels, so
when steamers go around curves they try to spread the track apart much more than
Diesels do, creating more track wear and more maintenance to do.
Diesels also have some operational advantages over
steam locomotives. Diesels are easier and faster to start and get into
operation, they don’t need to stop for water or other consumables nearly as
often as steamers, and they can have dynamic brakes. As mentioned in an earlier
column, dynamic brakes are the ability of the Diesel, when going down grades, to
get braking from the Diesel engine. This greatly simplifies and speeds
operations in areas with grades.
Finally, and increasingly important, Diesels are
cleaner than steamers. Steam locomotives were noted for their heavy smoke
pollution, which made them unpopular in cities even before the environment was
nearly as big a concern as it is today. Although not pollution-free, Diesels
essentially solved this problem.
The Competitive Environment
Diesel
engines for locomotives got their start in the 1920s when railroad management
was looking for cheap passenger transportation for routes with low ridership.
These routes had too few paying passengers to make steam-powered passenger
trains economic, and management looked for cheaper ways of addressing this need.
Internal combustion engines, first gasoline, later Diesel, were tried in
self-propelled passenger cars, and their operational success led to designs for
Diesel powered switch engines.
Early Diesel
locomotives had neither the power nor sturdiness to replace steam in mainline
freight service, but from the 1930s they gradually proved their reliability in
switching duties. As locomotive manufacturers and railroads became more
experienced with Diesels, more powerful Diesels were developed that were
successfully applied to streamlined passenger trains in the late 1930s. By 1940
the Diesel (in the form of the FT series from the Electro-Motive Division of
General Motors, formerly the Electro-Motive Corporation) had finally proved
itself in mainline freight service, and the writing was on the wall for the
future of steam.
However,
replacing steam locomotives, especially in heavy freight service, was not easy.
By the late 1920s modern steam locomotives were developing more than 6,000 hp.
The most powerful steamers ever measured were the 2-6-6-6 Alleghany at 7,500 hp
and the Pennsylvania Railroad’s 4-4-6-4 Q-2 at 8,000 hp; both were production
steamers delivered in the 1940s. The Pennsylvania Railroad’s huge 6-4-4-6 S-1
passenger locomotive, exhibited at the 1939/1940 World’s Fair in New York, was
measured at 7,200 hp and could easily pull a 1,200 ton passenger train at 100
mph. The impressive performance of modern steam locomotives raised the bar for
competing Diesels and led many at the time to question whether Diesels would
ever demonstrate the toughness and performance to replace steam, especially in
heavy freight service.
In stark contrast, early Diesel locomotives were typically rated at 1,500 hp,
far less than large steamers. So passenger and freight Diesels were designed
from the outset to operate in sets of three, four, or more to deliver the needed
power. In essence the Diesel was a modular locomotive; the railroads just hooked
together as many as necessary. And they were connected so one engineer
controlled the entire set. In contrast, steam locomotives required a separate
crew for each locomotive. The most powerful Diesel locomotive ever to see
service, the Union Pacific’s Centennial series, incorporated two Diesel prime
movers (engines) into one chassis and had a total of 6,600 hp. Today’s most
powerful Diesels develop 6,000 hp with a single engine. Yet even today’s Diesels
are not as powerful as the steamers of the late 1920s!
The most important external event affecting the steam to Diesel transition in
America was World War II. Preparation for the war and the war itself generated
ever increasing amounts of railroad traffic just as the Diesel was proving
itself in mainline freight service. Some railroads were early adapters of Diesel
power and had ordered or already received substantial numbers of freight Diesels
by 1941. But Pearl Harbor and America’s entry into the war as a direct combatant
changed everything. First, traffic immediately soared to new highs, resulting in
an extreme demand for motive power. Second, the War Production Board assumed
control of locomotive production. With high demand for large Diesel engines from
the Navy for submarines and landing craft, very few Diesel locomotives were
built for the railroads. The result was a number of railroads that ordered
Diesel locomotives during the war, or wanted to do so, were forced to settle for
steam locomotives.
With the end of the war, the railroads were exhausted and their locomotives, rolling stock, and track were all suffering from deferred maintenance due to higher wartime priorities for the resources. Many steam locomotives were simply worn out, and many others, having been recalled from retirement when the war started, were obsolete. All these locomotives needed to be replaced, and almost without exception they were replaced with Diesels.
As already noted,
the first Diesel locomotives were relatively small, low-powered models for
switching duties. These were not intended for use at high speed so were boxy,
non-streamlined locomotives with cabs featuring large windows for good
all-around visibility in the freight yard environment. Power for these
locomotives was typically 900–1200 hp.
The next Diesel locomotives were larger, more powerful models designed to haul
streamlined passenger trains. For esthetic and marketing reasons they were
streamlined and painted to match the passenger cars. Initially, the same
locomotive types, suitably geared down for more pulling power and lower speed,
were also used for freight trains. These locomotives were generally of
1,500–1,750 hp, with some as high as 2,250 hp.
The next step in Diesel locomotive fashion was the road-switcher, a type that
combined the boxy look and high visibility cab windows of switch engines with
the larger size and greater power of passenger and freight Diesels. These
locomotives were marketed to the railroads as versatile, dual-purpose
locomotives equally suitable for road freight hauling and switching duties. By
the end of the 1950s, the greater visibility from the road switcher compared to
streamlined Diesels proved decisive, and all new locomotives were essentially
designed to be road switchers; streamlined Diesels were no longer being
produced.
By the late 1950s Dieselization was complete on major North American railroads,
and railroad managements were looking for more powerful Diesels to reduce the
number of units they had to purchase and maintain. Developing more powerful
prime-movers (as the engine itself is called) was difficult and expensive for
the locomotive manufacturers, and they had little incentive to do so and thereby
reduce demand for the number of locomotives required. Railroad management was
forced to pursue different alternatives.
Union Pacific Railroad decided to turbo-charge some of their Diesels to get more
power. Their efforts, with reluctant support from the manufacturer, were
successful and the manufacturer started offering new, more powerful
turbo-charged locomotives.
After studies indicating that Diesel maintenance costs were essentially
independent of the unit’s size and power, Union Pacific also specifically
requested locomotives from the manufacturers with two engines to create more
powerful units. The resulting dual-Diesel locomotives were used for some time by
the Union Pacific, but with one exception remained unique to it. Only the
Southern Pacific purchased a handful of these dual-engine units for evaluation
and did not follow up with more orders.
The Southern Pacific, faced with problems similar to those experienced by the
Union Pacific, finally went to foreign manufacturers for more powerful Diesels.
The SP imported some German units with 4,000 hp engines at the time when 2,400
hp was about the best American manufacturers offered. This was intended not only
to get more powerful locomotives for the SP, but also to put pressure on
American manufacturers to offer more powerful locomotives.
In addition to their greater power, these German units had another innovation.
Most Diesel locomotives use Diesel-electric drive. This means the Diesel engine
powers an electrical generator, and the current from that generator is used to
power traction motors on each driving axle of the locomotive. The problem was
that traction motors of the time were limited to 500 hp, limiting the power per
axle. The German locomotives were hydraulic drive; their Diesel engine drove a
hydraulic pump that powered hydraulic motors in the trucks. This eliminated the
power per axle limitation of the traction motors. While successful in Europe,
hydraulic drive was less successful in American operating conditions. There were
several reasons for this, including that American railroaders were used to
traction motors and the hydraulic drive Diesels were therefore viewed as an odd,
foreign innovation at a time, the early 1960s, when things American were
definitely preferred to things foreign on the railroads.
The net result of the pressure from the railroads – especially UP and SP – for
more powerful Diesel locomotives was that American locomotive manufacturers
decided they had better develop more powerful locomotives or risk losing their
market. Soon more powerful locomotives using a single, more powerful prime-mover
and more powerful traction motors were being offered by the manufacturers and
eagerly purchased by the railroads.
Although Diesel locomotives have dominated the
discussion to this point, Diesels were not the only new type of power
investigated to replace conventional steamers. Two different types of turbine
engine, the steam turbine and the gas turbine, were also tried.
By the late 1930s steam turbines had been in use in
ships and stationary power plants for many years. This successful experience,
coupled with the familiarity of steam, lead to steam turbines being tried in
locomotives. The first steam turbine locomotive was made by General Electric
Company for the Union Pacific in 1938 for hauling a streamlined passenger train.
The two units built worked, but, like all new technology, had teething troubles.
After six months of testing the units were withdrawn from service.
The Pennsylvania Railroad, the Chesapeake & Ohio,
and the Norfolk & Western railroads all tried their own versions of steam
turbine locomotives. Pennsy received one coal-burning steam turbine locomotive
in 1944. Using a gear drive from the turbine, it was a fast, powerful, 6,900 hp
locomotive that could out-pull anything on rails at the time and was used in
passenger service. Unfortunately, at low speeds it used enormous amounts of coal
and water, and eventually it was scrapped in favor of Diesel locomotives.
The C&O built three coal-burning steam turbines in
1947 and 1948 using turbine-electric drive. These huge units were simply too
complex and unreliable; by the middle of 1948 the C&O decided to Dieselize. The
final steam turbine locomotive was delivered to the N&W in 1954. Like the C&O
steam turbines, it was coal-burning and used turbine-electric drive. It was
smaller and less complex than the C&O turbines and much more successful, but
still was scrapped in 1958 in favor of Diesels.
Locomotives are much less benign operating
environments than ships and power plants. They vibrate more, are subject to much
more mechanical shock, and constantly change speeds. Furthermore, the need for a
compact design to fit on the rails makes it more difficult to keep coal dust out
of the rest of the mechanism, especially the traction motors and other
electrical components. While these problems are solvable with time and effort,
the Diesel was, by this time, a readily-available, proven solution. Railroad
management had many other demands for their attention and investment, and
Diesels were the easy choice.
While the steam turbine locomotive was quickly
discarded in favor of the Diesel, the gas turbine locomotive was more
successful.
In America the gas turbine locomotive was a joint
development of GE and the Union Pacific, last seen together in 1938 trying a
steam turbine without great success. However, during World War II GE was given a
prototype jet airplane engine developed in Britain and was asked to manufacture
it in America for warplanes. GE went on to become a major jet engine
manufacturer. Post war, GE wanted to expand their jet engine market and UP
wanted more powerful locomotives than the 1,500 hp Diesels then on offer. The
result was a gas turbine locomotive of 4,500 hp. The prototype was demonstrated
to several railroads but only UP ordered production models in three distinct
production batches and variations. Delivery of the 4,500 hp production model
started in 1952; the final version, initially rated at 8,500 hp and later
up-rated to 10,000 hp, was delivered from 1958 and remains the most powerful
locomotive in history. Like Diesels, these gas-turbine locomotives used
generators and traction motors to power their wheels.
The gas turbine locomotives had much more power than
competing Diesels, which was a key advantage for the Union Pacific. Used for
hauling heavy freight trains over long distances, the turbines were initially
very useful to UP. The turbines used heavy oil that was relatively cheap at
first, but later became more expensive as more uses were found for it. The
turbines were reasonably efficient at full power, where they were intended to
operate, but guzzled fuel at rest and low power. In addition, like any jet
engine they were noisy, a characteristic that gave the final model their
nickname of the “Big Blow”. While the noise could be tolerated on much of UP’s
route system over the Great Plains, it was not acceptable in heavily-populated
areas.
Union Pacific’s turbine story would not be complete
without mention of their prototype coal turbine. Unlike earlier coal-burning
turbines, which burned the coal to produce steam that then powered the turbine,
this prototype burned powdered coal in the turbine itself. In contrast,
conventional gas turbines burned liquid fuel in the turbine. This locomotive was
built in 1962 by the UP in conjunction with GE and Alco (American Locomotive
Company) and tested in revenue service for some time. Along with coal particles
causing problems with the electrical components, as experienced earlier by the
C&O and N&W prototypes, the powdered coal eroded the turbine blades too quickly
and the experiment was eventually dropped.
Although a few specifically-designed turbine-powered
passenger train sets were active into the 1980s, high fuel consumption and noise
spelled the end of the gas turbine locomotive in general service.
You now have a basic overview of Diesel and turbine
locomotive development. While turbines offer some advantages, continued
development of the Diesel provided a practical and economic solution to the
railroads without the time, effort, and resources required to bring the turbine
to a comparable state of practical development. For now, the Diesel locomotive
reigns supreme. However, as petroleum becomes more expensive and harder to find,
might the coal turbine and coal-steam turbine be investigated again?
For further information, check the books and other
resources below.
Resources
Railroad Books & Videos:
q
For much more information on development of both steam and
Diesel locomotives on one of America’s most famous railroads, read:
Santa Fe Locomotive Development by Larry E.
Brasher, Signature Press (2006), ISBN: 978-1-930013-20-9
q
For information on Union Pacific’s turbine locomotives and
dual-Diesel locomotives, read:
Giants of the West: A Pictorial Presentation of Union Pacific’s Super Powered
Locos by George R. Cockle,
Overland Publications (1981), ISBN-10:
0-916160-12-2
q
For more information on Union Pacific’s turbine
locomotives, read: Union Pacific's Turbine Era
by A. J. Wolff,
Withers Publishing (2001), ISBN-10:
1-881411-30-3
q
Another useful book on Union Pacific’s turbine locomotives
is:
Turbines Westward
by Thos. R. Lee,
T. Lee Publications (1975), ISBN-10:
0-9162-44-01-6
q
Model Railroader Cyclopedia: Diesel Locomotives by Bob
Hayden, Kalmbach
Publishing Company (June 1980), ISBN-10: 0890245479
Websites and Online:
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EMD Diesel locomotive site: en.wikipedia.org/wiki/Template:EMD_diesels
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GE Diesel locomotive site:
en.wikipedia.org/wiki/List_of_GE_locomotives
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List of ALCO diesel locomotives: en.wikipedia.org/wiki/List_of_ALCO_diesel_locomotives
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Gas turbine-electric locomotive site:
en.wikipedia.org/wiki/Gas_turbine-electric_locomotive
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Steam turbine locomotive site: en.wikipedia.org/wiki/Steam_turbine_locomotive
q
Yahoo groups on prototype railroads and model railroading.