johnthefireman wrote:it's strange how the infernal combustion engine circumvented the best laid plans of mice and men and ousted electrification to become the mainstay of modern main line traction in so many countries.The infernal engine in my Honda gets me to and from work every; (I love my Honda.)
I expect that companies find it cheaper to by diesels than to electrify.
I've seen two videos of the SAR OREX line frequently using a "motor" (electric locomotive) and two diesels coupled together. The old Milwaukee Road in the US did the same thing in the Pacific Northwest..
https://www.youtube.com/watch?v=yC5fEYuazoc" onclick="window.open(this.href);return false;
1) A builder's photo of K1, the first Garratt locomotive
Beyer Peacock works photograph of K1, the world's very first Garrat steam locomotive, built for the North East Dundas Tramway in Tasmania. This engine is now preserved at the Welsh Highland Railway.
2) From The Ultimate Steam Page - TrainWeb.org
updated 6 December 2009
South African Railways Class 26 No. 3450 "L. D. Porta"
photo copyright 2008 Martyn Hearson, used with permission
Wardale started with an SAR Class 25NC 4-8-4 locomotive, no. 3450. The 25NC's (and their condensing brothers, the 25C's) were generally considered the most modern steam locomotives operating in South Africa, and on par with the most modern steam locomotives ever built. They were equipped with large boilers, cast bed engine frames, roller bearings on all axles and rods, and extensive mechanical lubrication. The 25NC's were basically modern U.S. 4-8-4's scaled down from 4 foot 8-1/2 inch gauge to the South African 3 foot 6 inch gauge. Their only deficiencies compared to U.S. steam were relatively low boiler pressure (225 PSIG) and the lack of a feedwater heater. By improving what was already considered to be an advanced steam design, Wardale hoped to prove that there was a great deal of untapped potential in even the most modern steamer.
Doing most of the design work himself, with some minor assistance from a couple of other engineers, Wardale designed more-extensive improvements for this engine. The Red Devil was equipped with the GPCS, improved piston valves, enlarged superheater and steam chests, double Lempor exhaust, a feedwater heater, and other improvements. While the improvements sound extensive, they were greatly limited by the existing structure of the locomotive and the time and money allocated. Boiler pressure could not be raised, only minor changes to the steam chests could be accomodated, and parts had to be adapted from other existing locomotives (such as the superheater header from a GMAM Garratt).
Once again, after a trying period of fine-tuning, the Red Devil began to show hints of the true performance potential of steam. In service, the 3450 showed over a 38% reduction in fuel costs per ton-mile compared to the standard 25NC's. Sustained drawbar horsepower readings of over 4000 HP were attained in testing (significantly more than developed by the MUCH larger C & O 614 while burning much better coal in later testing), thought to be the world record for a narrow gauge steam locomotive. Roger Waller (later of the Swiss Locomotive Works) came to South Africa about this time and assisted with testing of the locomotive.
3) NGG16 Beyer Garratt - Between 1937 and 1968 the South African Railways placed thirty-four Class NG G16 Garratt articulated steam locomotives with a 2-6-2+2-6-2 wheel arrangement in service on the Avontuur Railway and on the Natal narrow gauge lines." Not the world'd largest Garratt; but it's got a swing seat for the driver.
Last edited by philipmartin on Tue Jul 29, 2014 1:34 am, edited 2 times in total.