Edit post

Edit your reply below.

Post Body
Enter your post below.
[quote]QUOTE: Originally posted by MichaelSol Today, for instance, the fuel cost substantially exceeds the financing cost on a locomotive hour basis, but the financing cost is still four times the cost as the period 1945-1957, and the cost of diesel fuel is a little over five times times higher than the equivalent cost of coal these days. If the same decision were being made today, it would be an interesting argument because the key factors that favored Dieselization, 1945-1960, no longer offer any advantages, rather disadvantages. [/quote] I was thinking of starting a new topic to address a Y2K steam vs diesel hypothetical comparison, but for now I'll just add on.... Fuel costs are one thing that might favor modern steam over modern diesel, but wasn't the other great selling point of diesels embodied in the MU'ing and remote control capabilities? This brings up some points to ponder: 1. Was it possible to MU diesel "B" units to steam back in late 40's early 50's changeover period? I've seen the old photos of diesels assisting steam, but I assume those diesels had their own crews. How hard would it have been to add the necessary hardwiring et al to steam locomotives to allow the engineer to simultaneously control add on "B" units while not compromising his ability to operate the steam locomotive? And wouldn't that have added a degree of productivity gain e.g. allowing diesel-assisted steamers to pull longer heavier loads per engine crew? Even today, when steam is brought out for fan trips and such, a diesel unit or two is added as "protection" power. I assume those diesels have their own engineer as well, and adding diesel control equipment to a steam cab would "compromise" the integrity of the steamer's historic value. But, if such a thing as modern steam made it's way into production, wouldn't those engines be designed for multiple unti control, steam and diesel? 2. Was it possible in the 1950's to operate steam remotely from a lead cab? A stoker can be thermostatically operated even with 1950's technology, as witnessed by my grandfathers old coal fired central heating at the old farmstead. What about monitoring a trailing unit's steam gauges from a lead cab? How important was it for someone to be in the cab "feeling out" the running characteristics of a 1940's "modern" steam engine such as a Challenger? Was there any research heading in that direction before the diesel victory? 3. Micheal had mentioned that one of the disadvantages of diesels was their increased complexity which led to greater than expected maintenance costs. Fast forward to the modern steam concepts, which are weighted toward the idea of steam turbine-electrics. Wouldn't a steam-electric locomotive have the same complexity problems as a diesel-electric, more so than the reciprocating steam concept? I've read through a few of the modern steam web pages, and I haven't really seen a proposal for a modern reciprocating steamer e.g. rods and such, but with modern condensers, high pressure boilers, et al. Same for direct drive steam turbines. Assuming a 4 to 1 cost differential of synthetic coal vs diesel fuel, is it possible for the advantages of modern reciprocating steam or direct drive steam turbines to outweigh the "established" advantages of diesel-electrics in terms of remote control/MU capability, starting tractive effort, braking power, etc.?
Tags (Optional)
Tags are keywords that get attached to your post. They are used to categorize your submission and make it easier to search for. To add tags to your post type a tag into the box below and click the "Add Tag" button.
Add Tag