Heritage Line Loco Power Requirements

The 2500 gallon is for a round trip.The Gilli locomotive uses 120 bar as charging pressure and reduces it to 16 bar.It thereby gets quite some superheat.

 

A fireless does indeed need a less skilled fireman (still needs a man to help the driver keep a look out) but surely that is off set by the required infrastructure. You are after all, essentially looking at complete new locos, charging plants and a rescue loco at each end just in case

 

Is it possible to separate all this chat about fireless locos from the previous more focussed content which was discussing aspects of heritage rly steam motive power rather closer to the current and likely reality?

 

Speak for yourself! I'm the other way around!

Noel

 

Well shunting stock I had much rather have a fireless locomotive than a diesel on a preserved railway.
Apart from the looks and that it is more fitting, fireless though it is: it could comfortably provide steam heat.
Combine solar panels for immersion heaters on carriage shed roofs, which would mitigate peak temperatures inside the shed,
with a really well insulated reservoir and the pressure would be stored fine for the next day.
The insulation and - as boiler preheaters - the elements are proven by DMS in Switzerland while a plug in
connection is proven by Tesla - 75 kwh at approaching 500 volts and fit as many as you care to.

 

Do I detect a wind up?

 

Don't set us off on a clockwork future Ian my brain is hurting already!

On a serious note - I am rostered on a turn today where we are due to spread a departed's ashes. Easily enough done on a conventional loco certainly not the same on a mythical fireless!

 

Although, I think there may have been some solution put forward that provides fake exhaust. I'll go back through the thread to check....

No wait....

I can't be bothered...

 

Heritage movement unveils plans for generic new build loco, available in livery and small details to suit the chosen host railway. Tank engine and tender versions supplied to same basic design:



Tom

 

This multi locomotive set up is not needed for short railways.
It has been an interesting exercise and nobody has been cheated.
A 0-8-0 steam battery locomotive of 60 -70 tons can do one journey with quite some waggons on NYMR. Have WD 2-10-0s been used on NYMR?

https://d240vprofozpi.cloudfront.net/locos/Q/q1_2.gif

 

Why not take a leaf out of the Parry People Mover's book? A mainline boiler is a decent size for some truly awesome flywheels. If you used a Double Fairlie layout, spinning it up at each end would be simplicity itself.



I reckon it should be in Stroudley's Improved Engine Green...... I'll just get my coat.

 

Sadly, I suspect not.

Noel

 

It could be a lot lighter and the waggons would not be needed as it attracts zero passengers.
We have a working 0-4-0 fireless in the Netherlands, it is shifted around since it is such trouble to fill her up!
Kind regards
Jos Koopmans

 

My point precisely.

 

To be totally brutal about this if your aim is to just move stock around you might as well use a gronk. Just cover it with a steam lookalikr cladding

On a more serious note because of the humble gronk the demise of the small tank engine occurred earlier than the big main line engines. The phenomenon that was Barry gave the movement a surplus of large locos. The southern , ex SECR classic 4-4-0, met it's demise around 62 and just the one D class stuffed and mounted survives. Had the preservation movement started earlier and we had more sugar daddies with deep pockets we might have a better balance of motive power types.

 

The LMS had started with diesel shunters before the war and, as far as I know, built no more steam shunting locos after the early 1930s. Their later ones, which became BR class 11 were pretty much identical to a gronk.

 

Maunsell was pretty early into the field (1937) on the Southern too.

Over the water, the Belfast & County Down beat both English companies... their D1 (later plain No.2) was a Harland & Wolff product, dating from 1933. It lasted in 'big railway' service until 1951, was re-engined in '59 and scrapped 10 years later. The second, (also H&W) was an 1A-A1 No.28 built in 1937 and lasted to become the last B&CDR loco in service, being scrapped in 1973. Like the Corris locos, it retained it's running number throughout it's life.

The two Irish locos has a pretty good innings, for one off early machines.