Yeah, that ought to work!

[webenda]

Muffler for a locomotive?

[MurphOnMillerAve]

I wonder what motivated them; perhaps, a desire to keep the smoke and particles out of the engine crew's faces?

I think that's why cab-forward locomotives were created, esp. for the southwest trains and their long tunnels, to keep the smoke away from the engine cab, so they turned the locomotive around 180degrees, placed the cab at the front and had the smoke stack at the rear-most part of the engine. Right?
Murph

[webenda]

Basically correct on the reason for Cab Forward locomotives Murph.

The thing on Egyptian Railways Engine #209 is not a muffler nor was its purpose to keep smoke out of the cab, it is a feed-water heater. It was invented by Frederick Harvey (FH) Trevithick who was Chief Mechanical Engineer of the Egyptian State Railways . His obituary in J. Instn Loco. Engrs., 1932, 22, 157-8 (with portrait) notes that he experimented with feedwater heating and superheating and presented a paper on the subject published Proc. Instn Mech. Engrs,1913, 84, 345-482. for which he was granted a Willans Premium.

FH Trevithick was the Great Grandson of Richard Trevithick who in 1803 built the first locomotive to run on rails.

FH describes the feed-water heater as follows:

"The first engine was fitted up with as little expense as possible and was an old six coupled goods engine, No. 209 built in 1865 at the Atlas Works Manchester and at the time about to be scrapped. The apparatus fitted to this engine consisted of a long horizontal combined exhaust steam and flue gas heater. It was placed above the boiler and dome as shown in Fig 1 and carried at the smoke box end by a vertical length of cylindical [author’s spelling] 18 inch flue and near the cab by a saddle fixed to the boiler shell. The parallel portion of the heater was 14 ft long and 2 ft 3 in. in diameter. This contained a central flue 9 in. in diameter and ninety one 1 7/8 in. boiler tubes. The place of the ordinary blast pipe was taken by a 9 in. pipe which connected the 9 in. central flue. The action of the blast being thus preserved. The feed water was delivered to the heater at the back end by injectors and it passed out to the boiler at the front end."

Source: August, 1911 issue of “Railway and Locomotive Engineering” page 339.
Reference: http://www.steamindex.com/people/trevith.htm

[webenda]

How to keep wooden bridges and tunnel entrances from catching fire--cool the exhaust with tender water. Yeah, that ought to work.

[J. S. Bach]

And a minor advantage of heating the water up a little; a form of feedwater heater.

[rogruth]

There is a web site that has links to all sorts of strange, weird, odd, etc., locos.
I had it bookmarked but lost it when I had a computer problem.
If someone has it would they please share? It was fun.

[J. S. Bach]

Here you go:

http://www.oddvehicle.com/apps/photos/

[rogruth]

Dave,

Good start but not quite.
It was all railroad locos.

I will look at these.

[webenda]

http://www.catskillarchive.com/rrextra/odcuri.Html ???
http://io9.gizmodo.com/incredibly-stran ... 1500937101 ???

[webenda]

UPHILL LOCOMOTIVE


DOWNHILL LOCOMOTIVE

[John Webster]

Locomotives with the Whyte classification 0-2-2-0 must be almost as rare as passenger cars with pink ends.

[webenda]

Jet engines are small and very powerful. They run on any combustible liquid which can be pumped to the engine, relieving the need for someone to shovel coal. Let's try one in a locomotive.

British Rail's GT3 Locomotive used an EM27L gas turbine of 2,700 hp.


Concept sounded simple enough, but it took ten years to iron out all the bugs.

GT3, meaning Gas Turbine number 3 was a the 3rd prototype mainline gas turbine locomotive built in 1961 by English Electric at their Vulcan Foundry in Newton-le-Willows to demonstrate its wares to British Railways. It was designed by Vulcan engineer J. O. P. Hughes in a project that started in the early 1950s. Externally it resembled a steam tender locomotive, although, in the case of GT3, the tender carried kerosene fuel.

The GT3 was successful, but management's decision to remove all turntables from the system shortened its useful life to only one year. GT3 was returned to Vulcan Foundry at the end of 1962 where it was scrapped piece by piece.

[MurphOnMillerAve]

Wo, totally radical-looking, man.So unique! Cooooool.
Murph

[rogruth]

Seems to be similar to the PRR turbine but you cant see any of the transmission turbines and the fuel was different.

[webenda]

Seems to be similar to the PRR turbine but you cant see any of the transmission turbines and the fuel was different.

PRR turbines had boilers and steam turbines. The GT3 has a boiler in tender for heating passenger coaches, but the engine has no boiler. It uses a jet turbine engine.

Here is the GT3 on dyno with covers removed.

The thing on right is an air filter.
Next is the EM27L Recuperative Gas Turbine.
Next is the exhaust chimney with heat recovery tubes (inside chimney, can't see.)
The black thing in the back is an oil tank.
Not visible is drive shaft from engine driving gear on center drive wheels.