Lima steam storage locomotives consist essentially of a large tank,
large cylinders, the other machinery being similar to that of regular
locomotives.
The tank is filled about half full of water, and is then connected
with a stationary boiler until the pressure equalizes.
When this occurs, considerable steam will have been condensed, but the
water will have been raised to nearly the pressure and temperature of
the steam in the boiler. As steam is used, the pressure falls, but
with the decrease part of the water becomes steam. The tank is charged
to full boiler pressure, 250 to 200 pounds as the case may be, and the
pressure reduced to 60 pounds by a reducing valve.
The cylinder diameter is increased so the tractive power, to the limit
of adhesion can be utilized at 60 pounds pressure in the cylinders.
Due to these large cylinders, the locomotive can move itself with only
or 4 pounds pressure.
Under ordinary circumstances, it will not have to be charged any
oftener than the regular type of locomotive takes water. Varying with
the amount of work desired, it will run from two to ten hours with one
charge. Two charges per day is a good average.
This type possesses many advantages for work in industrial plants,
powder mills, lumber yards, cotton mills, wharves, etc. Among its
advantages are:
1. Absolute Safety in inflammable localities, and from boiler
explosion, as pressure decreases constantly.
2. Simplicity. Nothing to watch but signals and gauge.
3. Economy. In first cost; in maintenance; in operation.
Just the locomotive for use around your plant. Absolutely no danger
from fire; can be operated around factories manufacturing the most
inflammable materials with perfect safety. We build all practical
sizes. Write for further particulars.
The fireless “locos” were undeniably safe, in that steam pressure was
always on the decrease and never ran wild. On the other hand, the
brakes were so primitive that fast emergency stops were impossible
with a string of heavy coal cars. Visibility from the cab was limited,
too—an added hazard with increased auto and pedestrian traffic in the
NCR factory area in recent years.
But the retirement of the Rubicon, the Dayton, and the South Park was
irrevocably decided by the mounting cost of keeping them in repair.
Replacement wheels had to be specially cast, and many other parts had
to be fashioned from scratch. Toward the end of the engines’ service,
two machinists were devoting full time to pampering their aches and
agues, and the maintenance bill was coming to more than $16,000
annually. Railroad buffs will miss them, but they had to go!
[Illustration: The NCR engine house had just been completed when
employees clustered around the Dayton for this photograph.]
[Illustration: One of the first engine crews poses by the Rubicon.]
The Diesel-electric locomotive which replaced them is a 50-ton
eight-wheel unit manufactured by the General Electric Company at Erie,
Pa. It is powered by two 150-horsepower engines, each driving a D.C.
generator. In turn, each of the generators powers a D.C. motor geared to
an axle. A powered axle drives two wheels directly, and by side arms two
other wheels are also driven. Thus, the locomotive is powered by two
independent units. The power units can be used separately or
simultaneously as the number of cars demands, giving traction to either
four or eight wheels.
[Illustration: NCR helped Dayton meet the 1913 flood emergency. The
Company’s powerhouse—equipped with the giant Corliss engine which is
seen today at Carillon Park—supplied the stricken city with
electricity.]
[Illustration: Moreover, the hard-working Rubicon was sent north on
the streetcar tracks to help haul away flood debris.]
With the Diesel-electric, no time is lost re-charging the tank. The
engineer’s cab is comfortably heated in winter. Automatic couplers,
front and rear, increase employee safety. Powerful air brakes control
the engine itself and air hoses can also be coupled to towed cars.
Operating cost is only a fraction of that required for the old
“chuffers.”