RME Kiefer's 1947 report on motive power
Kiefer's 1947 report on motive power
https://babel.hathitrust.org/cgi/pt?id=mdp.39015020153303;view=1up;seq=9;size=75
https://milwaukeeroadarchives.com/Steam/NewYorkCentralAPracticalEvaluationofRailroadMotivePower1948.pdf
The first long-distance trains with (sort of) conventional equipment that used HEP were C&NW's bilevel 400s, introduced in 1958. They had the advantage of being in a small, controlled pool. Even that use required converting diners and lounges, which could no longer be used in C&NW's conventional trains. Cars could be pulled from the commuter pool if necessary to add train capacity. HEP engines were converted E8s or ex-freight F7s with Cummings generator sets. C&NW retained steam heat on other trains, the last being the single-level "Kate Shelley 400" from Chicago to Clinton IA, until April 30, 1971.
PRR's Keystone train was electrically heated from its own power car. The Keystone cars still had steam lines so additional conventional cars could be added to the train.
DS4-4-1000 RME Remember that trainlined power for air conditioning, in those days before 'heat pump' heat became cost-effective, was often still provided via axle-powered arrangements Most of the passenger car air conditioning was provided by either ice blocks or by steam jets. Both are very reliable.
RME Remember that trainlined power for air conditioning, in those days before 'heat pump' heat became cost-effective, was often still provided via axle-powered arrangements
Most of the passenger car air conditioning was provided by either ice blocks or by steam jets. Both are very reliable.
Johnny
I had two experiences with the individual car electical supplies.
In February of 1967, I rode from Tampa to St. Pete in the combine on the Silver Meteor, and it was warm in the car. The flagman explained that with the car running just between Wildwood and St. Pete there was not enough time to build the batteries up so there would be enough power to cool the car.
The other experience was my going to sleep in a roomette on the way from Washington to St. Louis in July of 1971. I went to sleep with electricity in the car--and when I woke in the morning, there was no electricity in the car, for the generator had failed. Whenn the train came back from Kansas City the next day, the car had a good generator.
RMERemember that trainlined power for air conditioning, in those days before 'heat pump' heat became cost-effective, was often still provided via axle-powered arrangements
RME BLS53 Was there something complicated or expensive about doing this that prevented the RR's from making the change? Lots of money and time required, complicated by the requirement that all cars in a consist would need to be converted for the approach to work. Remember that trainlined power for air conditioning, in those days before 'heat pump' heat became cost-effective, was often still provided via axle-powered arrangements (to make cars somewhat autonomous of trainline requirements). This was often true for the 'modern' fleets of streamlined cars in the '40s and early '50s. You can see a result of this in the graphs in Kiefer's 1947 report on motive power; the energy that would have been used in trainlined HEP shows up quite clearly in the acceleration graphs as the various cars in a consist 'cut in'. Steam heat is also very effective for physical reasons, and electrical resistance heat is recognized as much more expensive for the same degree of heat. As passenger trains became less and less profitable in the '50s and '60s, some of the nominal advantages of steam generation became very small along with consist size. Didn't make much sense to maintain coil monotube steam generation for one or two coaches ... but made even less sense to contemplate expensive technical conversions when cash flow from operations was already negative.
BLS53 Was there something complicated or expensive about doing this that prevented the RR's from making the change?
Lots of money and time required, complicated by the requirement that all cars in a consist would need to be converted for the approach to work.
Remember that trainlined power for air conditioning, in those days before 'heat pump' heat became cost-effective, was often still provided via axle-powered arrangements (to make cars somewhat autonomous of trainline requirements). This was often true for the 'modern' fleets of streamlined cars in the '40s and early '50s. You can see a result of this in the graphs in Kiefer's 1947 report on motive power; the energy that would have been used in trainlined HEP shows up quite clearly in the acceleration graphs as the various cars in a consist 'cut in'.
Steam heat is also very effective for physical reasons, and electrical resistance heat is recognized as much more expensive for the same degree of heat.
As passenger trains became less and less profitable in the '50s and '60s, some of the nominal advantages of steam generation became very small along with consist size. Didn't make much sense to maintain coil monotube steam generation for one or two coaches ... but made even less sense to contemplate expensive technical conversions when cash flow from operations was already negative.
BLS53Was there something complicated or expensive about doing this that prevented the RR's from making the change?
1. Dieselization did not take place overnight on almost all railroads. A particular car could be behind diesels on day and steam on another.
2. Money
I recall steam being used for heat and other utilities on passenger trains into the 1970's and Amtrak era. I never understood why the conversion to electricity wasn't made when the diesels took over. Was there something complicated or expensive about doing this that prevented the RR's from making the change?
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