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Re: "Retirement of Motive Power"
Author: Ken Middlebrook
Date: 03-04-2009 - 21:26
The following comes from Espee's 10 year Motive Power Survey in 1948. It explains some of the rationale behind the company's motive power decisions. More interestingly, it provides some insight into what "may have been" if a steam modernization program was implemented. We could only dream.
-Ken
Retirement of Motive Power - Southern Pacific Company Ten Year Motive Power Survey, August 15, 1948.
“The age of locomotives owned by Southern Pacific Company grouped by classes and types is shown in Statement 6.
A forecast of retirement of locomotive owned by Southern Pacific Company is shown in Statement 7.
It is possible to forecast with reasonable accuracy the retirement of locomotives over a period of time from knowledge gained in past experience, the present trend and development of motive power design, and the trend of traffic movement combined with train schedule demands.
It is not necessary to withhold consideration of this retirement program and the effect it may have on depreciation rates until the exact replacement is planned for all of the various locomotives over the same period of time.
This replacement plan will follow in detail in the final report covering acquisition of motive power.
Retirement of heavy steam locomotives as indicated on Statement 5 may be questioned. Therefore, an explanation is offered.
Experience now indicates that heavy locomotives such as 2-10-2, 4-8-2, 4-10-2, 4-8-4 and larger, due to the more intensive use during the overall life period and facing further increase in intensity of use cannot be expected to last as many years as smaller types which throughout their life have been much less intensively used.
If these heavy locomotives, with are scheduled for retirement in the second half of the 10 year forecast, namely 1953 and 1957, inclusive, are to be retained beyond the 10 year period, efficient and reliable transportation performance cannot be obtained unless extensive rebuilding and modernization is undertaken. Difficulty is now experienced with broken frames of the built up type, cylinders of cast iron, superheater maintenance and cracked boiler sheets.
To modernize these locomotives would require, in most instances, new cast steel engine beds with steel cylinders cast integral, new alloy steel connecting rods, valve motion parts, pistons and cross heads. New driving centers, Extensive shell course replacement and rebuilding of boilers due to age of sheets, modification of superheaters and the installation of circulating devices in fireboxes to reduce maintenance costs. In some cases, where justified, installation of poppet vales in place of present piston type reciprocation valves and the application of roller bearings to avoid wheel dropping and bearing failures would be desirable.
These cost will range from $75,000 to $100,000 per locomotive, depending upon the extent of modernization necessary and type and class of locomotive.
Such a program is not recommended, but if it is decided that retirement of these locomotives at approximate year indicated cannot be accomplished and to continue them beyond the Ten Year scope of this report, then the improvements should be undertaken as early as practicable so as to secure the benefits of improved performance and efficiency and reduced maintenance, resulting fomr the expenditure, during the intervening period.
Modernizing and retaining these and other steam locomotives and continuing steam operation would eventually require further improvements in existing steam locomotive maintenance facilities rather than retirement of such facilities should other types of motive power be substituted and would certainly require a more intensive and thoroughly planned treatment of boiler waters in order to reduce boiler washing and maintenance; now one of the principal causes for roundhouse attention of heavier steam locomotives.”
-Ken
Retirement of Motive Power - Southern Pacific Company Ten Year Motive Power Survey, August 15, 1948.
“The age of locomotives owned by Southern Pacific Company grouped by classes and types is shown in Statement 6.
A forecast of retirement of locomotive owned by Southern Pacific Company is shown in Statement 7.
It is possible to forecast with reasonable accuracy the retirement of locomotives over a period of time from knowledge gained in past experience, the present trend and development of motive power design, and the trend of traffic movement combined with train schedule demands.
It is not necessary to withhold consideration of this retirement program and the effect it may have on depreciation rates until the exact replacement is planned for all of the various locomotives over the same period of time.
This replacement plan will follow in detail in the final report covering acquisition of motive power.
Retirement of heavy steam locomotives as indicated on Statement 5 may be questioned. Therefore, an explanation is offered.
Experience now indicates that heavy locomotives such as 2-10-2, 4-8-2, 4-10-2, 4-8-4 and larger, due to the more intensive use during the overall life period and facing further increase in intensity of use cannot be expected to last as many years as smaller types which throughout their life have been much less intensively used.
If these heavy locomotives, with are scheduled for retirement in the second half of the 10 year forecast, namely 1953 and 1957, inclusive, are to be retained beyond the 10 year period, efficient and reliable transportation performance cannot be obtained unless extensive rebuilding and modernization is undertaken. Difficulty is now experienced with broken frames of the built up type, cylinders of cast iron, superheater maintenance and cracked boiler sheets.
To modernize these locomotives would require, in most instances, new cast steel engine beds with steel cylinders cast integral, new alloy steel connecting rods, valve motion parts, pistons and cross heads. New driving centers, Extensive shell course replacement and rebuilding of boilers due to age of sheets, modification of superheaters and the installation of circulating devices in fireboxes to reduce maintenance costs. In some cases, where justified, installation of poppet vales in place of present piston type reciprocation valves and the application of roller bearings to avoid wheel dropping and bearing failures would be desirable.
These cost will range from $75,000 to $100,000 per locomotive, depending upon the extent of modernization necessary and type and class of locomotive.
Such a program is not recommended, but if it is decided that retirement of these locomotives at approximate year indicated cannot be accomplished and to continue them beyond the Ten Year scope of this report, then the improvements should be undertaken as early as practicable so as to secure the benefits of improved performance and efficiency and reduced maintenance, resulting fomr the expenditure, during the intervening period.
Modernizing and retaining these and other steam locomotives and continuing steam operation would eventually require further improvements in existing steam locomotive maintenance facilities rather than retirement of such facilities should other types of motive power be substituted and would certainly require a more intensive and thoroughly planned treatment of boiler waters in order to reduce boiler washing and maintenance; now one of the principal causes for roundhouse attention of heavier steam locomotives.”
