Talk:Fireless locomotive

message: In the UK, compressed air locos are called compressed air locos and the term fireless loco is reserved for fireless steam locos.  Is this a UK/US usage difference?  Biscuittin 07:39, 1 July 2007 (UTC)
thread_title:  Compressed air locos 

message: When air expands it gets cold so there is a risk of icing up the cylinders. I've been told that compressed air locos are always worked at maximum cut-off to minimise expansion of air in the cylinders. This would reduce the risk of icing but would also reduce the efficiency. Can anyone confirm this? Biscuittin (talk) 16:01, 20 August 2013 (UTC)
replies: text: I would say you are right, and not only that; it would reduce the range between refills. Roly (talk) 16:31, 20 August 2013 (UTC)
thread_title:  Compressed air locos again 

message: I believe that the reason for putting the cylinders at the back is to equalise weight distribution because, on a fireless loco, there is no firebox to balance the weight of the cylinders. American locos, with the cylinders at the front, would probably be nose-heavy but this could be corrected by ballast under the cab floor. As US railroads usually allow higher axle loads than European ones this would not present any problem. Can anyone confirm this? Biscuittin (talk) 00:05, 1 May 2014 (UTC)
replies: text: You may be right but it doesn't sound right to me. OK, there is no firebox but there is no smoke box either and there is still a cab. Surely, the easiest and best way to ballance the weight on the wheels is to get the wheels in the right position in the first place. There is no firebox to get in the way of the wheels. It does make sense to me to have the cylinders at the cab end, where all the controlls are. However, I'm no expert on these things so I may well be wrong. --Roly (talk) 08:51, 1 May 2014 (UTC)
thread_title:  Cylinder layout 

message: French Wikipedia doesn't seem to have an article on the fireless loco (locomotive sans foyer) although it is mentioned in the article on Léon Francq. La Meuse, in Belgium, built some very impressive 0-8-0F locos. I will try to write an article for French Wikipedia. Biscuittin (talk) 22:02, 3 January 2015 (UTC)
replies: text: I have created the French article. I hope it is comprehensible. Biscuittin (talk) 22:53, 5 January 2015 (UTC)
thread_title:  France and Belgium 

message: This is original research, so I'm not putting it in the article, but I wonder if anyone has heard of it. The idea is to take a conventional fireless loco, part-fill the drum with water as usual, and then dissolve carbon dioxide in the water under pressure. The engine would then be run like a compressed-air locomotive.  Advantage: I think the quantity of energy lost as heat would be smaller than with a compressed-air locomotive. Disadvantage: The drum would contain carbonic acid which would cause rapid corrosion. One might need a non-metallic drum. Biscuittin (talk) 18:33, 2 June 2015 (UTC)
replies: text: Never heard of it, but it sounds interesting enough to look into some numbers. It seems the carbon dioxide loco may run a little further than one on compressed air. However, the main advantage of fireless steam or compressed air locos is that they are safe in a confined environment. The carbon dioxide loco will emit cold carbon dioxide gas, which will stick to the floor and therefore is particularly unsafe in a confined environment. PiusImpavidus (talk) 17:13, 8 August 2015 (UTC)
thread_title:  Carbon dioxide loco 

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thread_title:  External links modified (January 2018) 

message: Under the heading "Current Use" there is this regarding the crown sheet of a steam loco; "The primary cause of a locomotive boiler explosion is the depletion of boiler water,…, exposing the crown sheet directly to the flames of the firebox, …" Well, no.
   First I am a fully certified steam locomotive fireman so I feel I am qualified to discuss this error.  The crown sheet is ALWAYS exposed to the direct flames in the firebox, that is a large part of what heats the water. Where the problem arises is when the boiler side of the crown sheet is exposed (meaning the water is no longer covering it). The locomotive I normally fire runs a pressure of 190 PSIG and from memory - because Wikipedia does not have a usable steam table anywhere - this is a water temperature of around 385 degrees.  As long as the water covers the crown sheet the metal cannot rise to a temperature that is more than the water or in my example 385 degrees.  When the cool (relative speaking) water runs off of the boiler side of the crown sheet, do to extremely hard braking or a low water level in the boiler, the metal almost immediately reaches firebox temperature.  This softens the steel allowing staybolts to pull through and any thin or weak areas to split.  — Preceding unsigned comment added by 2602:301:7705:75E0:3555:EEB3:B289:4C11 (talk) 06:45, 18 July 2018 (UTC)
replies: text: I have edited this sentence to clarify the meaning. --Roly (talk) 09:59, 18 July 2018 (UTC)
thread_title:  Crownsheet