CSR Web Exclusive: Steam Returning to the Rio Turbio Railway

This photo by William E. Botkin shows RFIRT 119 hauling a train in 1996; it is currently one of two locomotives being rebuilt in Buenos Aires.

CSR is thrilled to announce that, following more than a decade of hard work, steam is once again going to return to the remote and scenic Ramal Ferro Industrial de Rio Turbio (RFIRT). Known for its fleet of 20 advanced steam locomotives, the RFIRT has been entirely mainline diesel-hauled since November 1996 when the last steam locomotives were retired and stored, though steam was used on switching duties at Rio Turbio coal yard and workshops well into 1997.

Beginning in 2003, however, a small contingent within the Argentine National Government, owner of the railroad, began plans to return steam tourist service to the line. CSR Director of Engineering, Shaun T. McMahon, was brought in to the project in 2004 to attempt to make it a reality.

Some ten years later, two steam locomotives and a Sentinel steam truck, have been shipped from Rio Turbio to Buenos Aires for reconstruction for operational purposes. The reincarnated steam-hauled service is to be initially passenger-hauling, and as such new passenger rolling stock is being manufactured at the same time as the historic steam equipment is being rebuilt.

"This is truly an amazing opportunity, and one that has been many years in the making," said McMahon. "I have been brought on by INTI and the Government of Argentina to serve as a quality control expert in the rebuilding, which is being handled by G&G Metalmecanica SRL under the direction of the company's owner Mr. Gabriel Asenjo here in Buenos Aires, Argentina."

One locomotive from each of two original orders is being rebuilt to operation – numbers 107 and 119. The railroad itself is quite unique; constructed as a narrow gauge line (750 mm or 2' 5.5"), it operated more like a mainline coal hauling line as would be seen around the world today. Unit trains of coal up-to 2,000 tons were hauled by single steam locomotives that weighed only 48 tons.

Of significant importance to the development of modern steam is the fact that Engineer Livio Dante Porta served as General Manager of the railroad from 1957 until 1960, during which time he worked to perfect many of the key developments crucial to the theory of modern steam locomotion, including the important Gas Producer Combustion System.

"Though the locomotives had been de-modernized by previous management at the railroad, this rebuild should take the locomotives back to their as-built performance, which is quite impressive," said McMahon. "It is also worth mentioning that a Sentinel steam wagon, the last overseas order of those trucks, will also be brought back to life under steam. This is an amazing thing for both Argentina and lovers of steam world-wide."

Restoration is already underway on the equipment, with Cromwell Marine subcontracted in order to provide workshop facilities and skilled staff with CM's manager Richard Campbell providing liaison between the companies. An aggressive timeline has been set to have the equipment under steam; if all goes according to plan, locomotives could be chugging down the railroad by August 2015.

CSR will continue to provide updates on this interesting rebuild on this blog and on CSR's facebook page www.facebook.com/csrail. To get a detailed background on the railroad operation, be sure to read CSR's white paper on the RFIRT, which can be downloaded here.

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Correction: An earlier version of this article stated that Cromwell Marine had been awarded the contract to rebuild the equipment. Cromwell Marine is, in fact, serving as a subcontractor to G&G Metalmecanica SRL, under the direction of its owner Mr. Gabriel Asenjo. Further, the locomotives were shipped from Rio Turbio, not Rio Gallegos, to Buenos Aires.

Book Review: Camels and Cadillacs - A History of the South African Railways 25 Class Condensers and 25NC 4-8-4's

This 1981 image by Malcolm Best shows Condensing 25 Class locomotive 3411 taking on water at Hartswater, SA.

Author Phil Girdlestone
Stenvalls Publishing - 2014
ISBN: 978-91-7266-185-1

Renowned steam locomotive mechanical engineer Phil Girdlestone, a contemporary of David Wardale, Nigel Day and Shaun McMahon, has written an outstanding history of the most advanced locomotives to operate over the 3'6" gauge South African Railways (SAR). The twin-class of 4-8-4 steam locomotives were unique in the rail industry worldwide – the Class 25 condensing locomotives, nicknamed "Camels" by crewmembers due to their prodigious water range, were the most successful condensing steam locomotives ever produced. Identical in nearly every measure except condensing equipment were the 25 NC ("non-condensing") locomotives, likewise nicknamed "Cadillacs" due to their exceptional ride quality.

Girdlestone provides a technical perspective on the locomotive classes only an engineer familiar with steam locomotive design, and these classes in particular, could account. The book is structured chronologically, beginning with a detailed history of 20th Century SAR locomotive development, up until the procurement, design, and production of the 4-8-4 locomotives. The construction of the classes, which took place between 1952 and 1955, included the provision of a total of 90 Class 25 Condensing and 50 Class 25NC locomotives.

The detailed look provided by Girdlestone outlines both the strengths and weaknesses of these classes of locomotives. The locomotives were unique in that they incorporated the most advanced of mechanical improvements available at the time, a melding of European locomotive design and manufacture (in the UK and Germany) and important U.S. components. A one-piece cast frame, cast water bottom tender, tender trucks and roller bearing side rods were furnished by U.S. firms General Steel Castings and Timken (side rods). Germany's Henschel manufactured the majority of the 25 NC locomotives and North British Locomotive Company produced all but one of the condensers.

For the inquisitive student of steam locomotive history, this pragmatic view of their development points out areas of improvement, details the struggles of getting locomotives commissioned and associated "trouble shooting," and outlines the nuances of condensing appurtenances and roller bearing side rods. High quality technical illustrations augment the text. The performance of both condensing and free exhausting locomotives is also compared.

Of specific interest to CSR is the penultimate chapter of the book, preceding a phenomenal color image gallery outlining the class, which discusses in brief detail the developments associated with 25 NC 3450, otherwise known as the "Red Devil."

The following quote stands out to the reviewer:

...the trials were undertaken on freight trains over the 70-mile-long electrified line to Witbank, which with its 1 in 50 [2%] ruling gradients in both directions was a severe testing ground.... By November 1981 it was considered that the tuning up had reached a point where comparative dynamometer car tests could be carried out between No. 3450 ["Red Devil"] and a standard 25NC No. 3438.... These tests were carried out mostly in the upper part of the locomotives respective power ranges and under these conditions No. 3450 gave very high coal and water savings. Up to 60% coal savings per drawbar hp was achieved compared with No. 3428, equating to a 150% increase in drawbar thermal efficiency, and additionally No. 3450 was capable of developing significantly higher power.

While under less strenuous passenger service savings were slightly lower, it was evident to SAR staff that the 25 NC and, specifically, the Red Devil, were the most economic locomotives operating on the railroad. A railroad Traction Committee was tasked: "to consider the relative costs of steam, diesel and electric traction... [found] that steam locomotives, particularly No. 3450, were the cheapest form of traction to operate between Kimberly and De Aar and, by implication, on other sections as well."

In an era when the majority of steam-related books often belong on coffee tables, it is nice to see something with a similar level of "meat" as The Red Devil and Other Tales from the Age of Steam.

More information about the book can be found on the Camden Miniature Steam Services Site.

New CSR Board Member: Dr. John Betak

The CSR team is pleased to announce John F. Betak, Ph.D. as the newest member of its Board of Directors.  Rounding out the qualifications of the other CSR board members, Dr. Betak brings an unparalleled level of experience in the field of transportation and technology research. 

Dr. Betak is a senior consultant with 40+ years of diversified, international experience in management, consulting, administration and research in corporations, non-profits and major North American universities.  John was an AVP at Consolidated Rail Corporation (Conrail) where he developed/managed the corporate industrial development, plant rationalization and line sales, short line marketing, non-hazardous solid waste business group, real estate portfolio and Geographic Information System prior to his retirement in 1995.

John was part of the team that developed the plan that led to the restructuring of Conrail and its return to profitability. Key elements of that plan led to the passage of NERSA and a fundamental shift in the rail industry's ability to restructure their operations. It also led to the development of the modern short line and regional railroad industry.

In addition to extensive industry leadership, Dr. Betak has been involved heavily in railroad and industry risk resaerch at the University of Texas at Austin and at the Center for Advanced Infrastructure and Transportation at Rutgers University. His insight into issues relating to all facets of the railroad and energy industries will be of specific importance as research in these fields continue to develop.