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The Fireless Locomotive
by

Hank Morris

The fireless locomotive is one of the most remarkable and foolproof locomotive designs devised. A locomotive equipped with a large tank or reservoir instead of a boiler and firebox, it carries no fire. This engine was essentially a giant thermos bottle lying on its side with wheels.

This type of locomotive was very desirable for service in plants where cleanliness and the elimination of fire hazards and noise were important. They were quite popular in applications where smoke and cinders could ruin the product, as in textile mills or agricultural processing plants. In those applications where this type of locomotive fits, it was a reliable and economical unit of motive power. Fireless locomotives could be found working in chemical industries, powder plants, paper mills, food plants and electric power plants, wherever a reliable source of steam or compressed air was readily available.

Before the perfection of electric street traction in the 1880s, American city railways tried many exotic forms of power in an effort to displace horse-propelled cars. In the 1870s the Crescent City Railway of New Orleans tried some steam storage motors built in Paterson, N.J., by Theodore Scheffler in 1876. These locomotives were fireless and obtained a “charge” of steam from a stationary boiler house. Fireless locomotives were extensively used In Europe long before their introduction in this country. The first European-built fireless was brought to the U.S. in 1913.

TYPES OF FIRELESS LOCOMOTIVES

There were two types of fireless locomotives; one used steam, the other compressed air.

In a fireless steam locomotive, in place of a boiler, the locomotive is fitted with a cylindrical tank which is charged with steam and hot water from a stationary plant. The storage pressure usually approximates the working pressure of a locomotive boiler; but the pressure of the steam is considerably reduced before it enters the cylinders. These locomotives are simple in construction and, as they cannot explode, they are exceedingly safe to handle. As a rule, but little equipment must be installed for their operation, as the majority of industrial plants are supplied with the boiler capacity necessary for charging the locomotives.

The reservoir/tank stores heat in the form of hot water and steam.Steam is charged into reservoir at valve marked Charging Connection. admitted bottom through a perforated pipeso that temperature entire body gradually raised.

The time required to take on a full charge can vary from 10 to 30 minutes, depending on the charging pressure, the size of the reservoir, and how low the charge was before being refilled.

When the reservoir is fully charged, 85 percent or more of its volume is filled with hot water and the remainder with steam. As steam is drawn off and used in the cylinders, pressure in the reservoir drops and some of the hot water flashes into steam. This newly created steam draws its heat of vaporization from the hot water which remains in the liquid state and, as a result of the vaporization; the temperature of that water is reduced. This continues until the temperature of the water drops to the point below which it will no longer vaporize into steam at sufficient pressure to be used in the cylinders. The cylinder proportions are such, however, that the locomotive can move itself on very much less than the normal working pressure.

Normally, one charging, or one full plus several partial chargings, will keep a fireless locomotive at work for a full day. Steam for charging may be obtained from any available source, such as the plant’s steam supply, and is delivered to the locomotive reservoir through a flexible charging connection. One centrally located charging connection is usually sufficient, but where the locomotive operates over a large area more than one charging station may be desirable from the standpoint of convenience and economy.

The reservoir contains only a few working parts, these include the charging pipe, check valve, throttle and throttle rod, and dry pipe.

Prior to recharge, the combination boiler/water tank would be 80 percent filled with water. It would then be connected to an external steam line, which would heat the water in the tank to temperatures of 400º F, with internal tank pressures rising up to 400 psi .The cylinders would operate at pressures of 150 psi. After a recharge, the steam heater line was disconnected and the driver would open the throttle, resulting in the sudden generation of “flash steam” inside the boiler/water tank, as a slight pressure drop occurred. Like its counterpart which carried an on-board firebox, the fireless too required the occasional reservoir washdown to remove scale. This could be minimized or eliminated with the use of distilled water. Another way this cost can be reduced and efficiency can be improved is by switching from an open system of exhausting waste steam and refilling the water storage tank, to a closed system which recycles the water.

A second category of fireless locomotive is the compressed air type. Basically, it’s a locomotive whose boiler has been replaced with one or more compressed air cylinders. The cylinder would store air compressed to 600 psi and through a step-down valve, the cylinders were driven with 150 psi. Except for the medium, a compressed air locomotive’s advantages were identical to those of a fireless steam locomotive.

Compressed air locomotives were frequently used in mines where the steam locomotives were much too dangerous to operate. Mines often had a problem with methane gas buildup, therefore, a spark from a steam engine could create an explosion. Also, there was a lack of storage space for fuel and the exhaust from a steam engine had nowhere to escape, posing a threat to the miners ability to breathe. To use electric trolley wires was a very dangerous solution. Wires caused sparks and men and animals—such as mules, which were frequently used around mines—were easily electrocuted by accidentally brushing against the open wires.

While Porter wasn’t the first company to produce compressed air locomotives, it was the first company to make compressed air locomotives for industrial and mine applications.

Porter sold a compressed air locomotive to a mine in Vivian, W.V. in 1896 for use in a mine and two more to the New Orleans and Western Railroad for use in cotton sheds.

Also in 1896, Porter supplied ten compressed air motor cars for the Eckington System in Washington, D.C. The cars looked like normal cable cars and had the ability to have cars coupled to them. There was a tank on the front of the engine and it was recharged at the station. By Porter's estimates, by 1901, the company had sold 90 percent of the compressed air locomotives in use in the U.S. These locomotives were also used in tunnels, especially those over 40,000 ft. in length where ventilation could be poor and gas buildup a hazard. In fact, the exhausted air actually improved ventilation in mines and tunnels.

In mines, the locomotives were filled with compressed air at a stationary compressor, or the air was pumped through a pipeline at different stations for the tank to be recharged. Flexible couplings were introduced so the locomotive would not have to be stopped in a precise position to be recharged.

In 1908, Porter began too build a two-stage compressed air locomotive with an interheater inside the tank to increase efficiency and decrease time spent recharging the tank. The compressed air locomotives were eventually replaced by battery and electric locomotives because they could haul more and required less charge time.

MAKERS OF FIRELESS LOCOMOTIVES

Baldwin made two types of fireless steam locomotives: Narrow Gauge Type 0-4-0, available in gauges from 2 feet 6 inches to 1 Meter, Class 4-C; and Standard Gauge Type 0-4-0, standard (4 ft. 8-½ in.) gauge, Class 4-C.

H.K. Porter Company built its first compressed air locomotive in 1891 or 1892, but didn't build one well enough to meet its standards until 1895. Porter built its first fireless steamer in 1914. In total, Porter built more compressed air locomotives than fireless steam units.

Heisler Locomotive Works built (20) 0-4-0, (7) 0-6-0, (1) 0-8-0 and one geared fireless steam locomotives (shop numbers 33 to 61). While Heisler began building fireless locomotives in 1933, but the first one of known record was outshopped in 1934. They were built in weights from 30- to 95-tons. From 1934 until the plant closed in 1941, Heisler built at least 29 fireless locomotives.

The largest was an 0-8-0 built for the Hammermill Paper Company. It came with 48-in. drive wheels and 30-in. x 28-in. cylinders and weighed 95 tons. It had a rigid wheelbase of 14 ft. The storage vessel was 84-in. diameter x 29 ft. 5-in. This gave it a capacity of 1,080 cubic ft. It was a failure. It was too heavy for Hammermill's track and the wheelbase couldn't negotiate the switch leads and ended up spreading the rail. Originally painted blue, it was nicknamed Blue Bird. After its rejection, it was renamed White Elephant.

A year later, it was purchased by Pennsylvania Power and Light Company at Hauto, Pa. It's now on display at the Railroad Museum of Pennsylvania in Strasburg.

The most unusual fireless steam locomotive was a gear driven model from Heisler. Instead of the direct connected rod type wheel arrangement, it had the same trucks as used on the Heisler geared locomotives, but had two horizontal cylinders, located one on each side. The engine and cylinders are enclosed but it had piston valve cylinders and Walschaert Valve Gear. It had a very long steam storage vessel and it more nearly resembled a tank car than a locomotive. It was built for the Allan Wood Steel Company in Conshokocken, Pa.

Vulcan built compressed air locomotives in standard or narrow gauge configurations. It offered 0-4-0 and 0-6-0 versions. A customer could order either single or dual tank designs.

The single-tank, four-driver version came in four versions with tractive efforts from 1,860 to 4,100 lb.

The double-tank, four-driver version came in seven versions with tractive efforts from 1,862 to 8,815 lb.

The double-tank, six-driver version came in seven versions with tractive efforts from 3,180 to 11,492 lb.

Features of Fireless Locomotives in General:

Easy to Operate—There were no complex controls or boiler to fire on a fireless. There is nothing to do but pull the throttle to start and apply the brake to stop. New, unskilled labor can learn to operate it after a few brief instructions. Fireless locomotives were rugged and can’t be damaged by inexperienced operators. Only one person is needed to operate the locomotive. When the engine is idle this person can be at work elsewhere, as there is no fire to keep up or water level to watch.

Easy to Maintain—Due to the absence of the firebox and smokebox, two of the high maintenance items on a traditional steamer boiler were eliminated. There were no flues, staybolts, grates, air compressor, electric motor, generator, or internal combustion engine on a fireless. In fact, there were very few working parts. The reservoir never needs replacement. Repairs were few and far between. Thus the cost of maintenance is amazingly low.

Costs No More—A fireless costs no more than any other type of locomotive of equivalent power. There’s no investment or provision necessary for storing and handling fuel and water, or removal of ashes. The savings in operation and maintenance costs make it a very economical locomotive to own.

Cleanliness—There were no fumes or dirt from a fireless, an important advantage when operating inside a building or wherever smoke and cinders would be a disadvantage.

Long Life—The first fireless was placed in service in 1914 and was still working several decades later.

High Availability—Since the fireless runs on readily available steam or compressed air from the plant, it requires no firing-up period. It’s available for use as soon as charged, and, since the charging can be done during idle time, the fireless is available for use during practically any and/or all working hours.

Costs Less to Operate—A fireless carries no fuel. It uses low-cost steam produced in the plant’s stationary boilers or compressed air from the plant’s system. Charging can be done during idle periods. No night or week-end attention is needed. As there’s no handling of fuel or firing, the operator can devote all of his/her time to the actual job of switching. No waste of steam through pop valves or operation of injector.

Safety—No danger of operator being burned or scalded. There is no fire hazard with a fireless. Since excessive pressures were impossible, there is no danger of an explosion. Explosions with this type of locomotive were unknown, because there is no crown sheet to burn on account of low water, no staybolts to break or flues to fail and weaken the boiler.

Quiet Operation—A soft exhaust/hiss is the only sound heard from a fireless locomotives

Features of a fireless locomotive compared to an internal-combustion-powered locomotive:

Low Initial Cost—Steam/compressed air for the fireless is usually about one-half the cost of the fuel for a gasoline unit. No investment or provision necessary for storing and handling fuel.

More reliable—Its successful operation does not involve the proper functioning of a clutch, ignition system, fuel system, transmission, timing gears, radiator, fan and water circulating system, a fault with any one of which may temporarily put the locomotive out of commission.

Easier to operate—No engine to start, clutch to disengage, or gears to shift.

Safety—No inflammable fuel to handle or electric sparks to ignite gases in refineries or other hazardous places.

Noise—Significantly quieter in operation.

Environment—No dangerous carbon monoxide or other obnoxious products of combustion.

Fireless locomotives were built for tank pressures from 85 psi up to 450 psi, according to available steam/compressed air pressure. Higher steam/compressed air pressures require heavier tank plates, thereby increasing the weight of the locomotive correspondingly.

While the fireless locomotive is the most simple of all haulage units, it involves problems in design as extensive as the variables of the steam tables which govern its operation. Although in appearance and general construction the fireless follows closely the conventional fired locomotive, there is hardly an essential detail of the latter which can be used for the fireless engine without vastly important alterations. For example, in designing pistons and rods, guides, crossheads, crank pins, side rods, etc. for a fired locomotive maximum stresses were definitely fixed by a practically uniform boiler pressure.

The fireless locomotive must not only be designed for maximum efficiency at low pressure including the important item of braking but rods, crank pins and other parts must be protected against contingent stresses which were possible up to the maximum pressure to which the tank can be charged. Auxiliary equipment such as brake cylinders, generator for headlights, lubricators, etc., must operate positively and with maximum efficiency with pressures varying over a range of 90 percent.

FIRELESS STEAMER TO RUN AGAIN

In order to concentrate its resources on the preservation of electric traction, the Connecticut Electric Railway Association Inc. (East Windsor, Conn.) has chosen to eliminate its collection of steam-powered locomotives. The Museum’s H.K. Porter 40-ton, 0-4-0 fireless steam engine No. S1 has been sold to RailStar Corporation of New York. RailStar is planning to restore the Porter for eventual use in demonstration service. The locomotive was scheduled to be moved to its new home in the winter of 2001.

Built in 1934, the standard gauge fireless served The Stanley Works in New Britain, Conn. as a switching engine, moving cars in and out of the buildings and sidings. It relied upon Stanley’s stationary boilers to provide the high-pressure steam needed to fill its large reservoir.

Cutaway Diagram of a Fireless Locomotive