A Steam Tank on Wheels
The Rubicon is actually little more than a 7- by 16-foot steam tank, built somewhat like a thermos bottle and fitted out with cylinders and wheels. The tank was two-thirds filled with water and then charged from a 150-pound steam line from the NCR powerhouse.
As the Rubicon’s engineer opened the throttle, steam passed through a reducing valve and reached the cylinders at a pressure of 60 pounds per square inch. The steam charge, at 370 degrees Fahrenheit, gradually converted some of the water to steam, which—although at a lesser pressure—gave the locomotive additional operating time.
The Rubicon ran three or four hours on a charge, depending on the work load. Normally, three or four daily trips were made to the roundhouse, to exchange a “tired” engine for a freshly-charged one. Eighteen-inch pistons enabled the engines to move their own weight with just a few pounds of steam, so it was rare for them to be stranded away from their “lifeline.” The storage tank was insulated with a two-inch layer of magnesia. It was fitted with baffles to keep the water from sloshing back and forth as the engine started and stopped.
Tanks under the locomotive running boards furnished compressed air for ringing the bell and sanding the rails in icy weather. They were replenished at the roundhouse, for the engine carried no air compressor. Neither was there a generator; the storage battery which operated the headlights had to be recharged regularly.
The engine’s brakes were strictly mechanical—operated by tightening the large wheel in the cab.
The Carillon Park museum piece was photographed at the NCR South Main Street factory crossing in the early years of the century. Seen at left is the NCR office building, prior to construction of the NCR auditorium.
These pictures record an event which was perhaps inevitable with the increase of auto-age traffic; in 1915, a touring car slid into the Rubicon’s side at the Main Street crossing.
The engine clearly won the contest!
It suffered only a slightly bent driving rod, visible in the photograph.
The Lima Locomotive Works, manufacturer of the Rubicon, featured a photograph of the busily puffing engine in one of its catalogues. The page is reproduced here.
FIRST STEAM-STORAGE LOCOMOTIVE USED IN AMERICA BUILT BY LIMA LOCOMOTIVE AND MACHINE CO., LIMA, OHIO, WORKING AT PLANT OF NATIONAL CASH REGISTER CO., DAYTON, OHIO.
LIMA STEAM STORAGE LOCOMOTIVES
Lima steam storage locomotives consist essentially of a large tank, large cylinders, the other machinery being similar to that of regular locomotives.
The tank is filled about half full of water, and is then connected with a stationary boiler until the pressure equalizes.
When this occurs, considerable steam will have been condensed, but the water will have been raised to nearly the pressure and temperature of the steam in the boiler. As steam is used, the pressure falls, but with the decrease part of the water becomes steam. The tank is charged to full boiler pressure, 250 to 200 pounds as the case may be, and the pressure reduced to 60 pounds by a reducing valve.
The cylinder diameter is increased so the tractive power, to the limit of adhesion can be utilized at 60 pounds pressure in the cylinders. Due to these large cylinders, the locomotive can move itself with only or 4 pounds pressure.
Under ordinary circumstances, it will not have to be charged any oftener than the regular type of locomotive takes water. Varying with the amount of work desired, it will run from two to ten hours with one charge. Two charges per day is a good average.
This type possesses many advantages for work in industrial plants, powder mills, lumber yards, cotton mills, wharves, etc. Among its advantages are:
1. Absolute Safety in inflammable localities, and from boiler explosion, as pressure decreases constantly. 2. Simplicity. Nothing to watch but signals and gauge. 3. Economy. In first cost; in maintenance; in operation.
Just the locomotive for use around your plant. Absolutely no danger from fire; can be operated around factories manufacturing the most inflammable materials with perfect safety. We build all practical sizes. Write for further particulars.
The fireless “locos” were undeniably safe, in that steam pressure was always on the decrease and never ran wild. On the other hand, the brakes were so primitive that fast emergency stops were impossible with a string of heavy coal cars. Visibility from the cab was limited, too—an added hazard with increased auto and pedestrian traffic in the NCR factory area in recent years.
But the retirement of the Rubicon, the Dayton, and the South Park was irrevocably decided by the mounting cost of keeping them in repair. Replacement wheels had to be specially cast, and many other parts had to be fashioned from scratch. Toward the end of the engines’ service, two machinists were devoting full time to pampering their aches and agues, and the maintenance bill was coming to more than $16,000 annually. Railroad buffs will miss them, but they had to go!
The NCR engine house had just been completed when employees clustered around the Dayton for this photograph.
One of the first engine crews poses by the Rubicon.
The Diesel-electric locomotive which replaced them is a 50-ton eight-wheel unit manufactured by the General Electric Company at Erie, Pa. It is powered by two 150-horsepower engines, each driving a D.C. generator. In turn, each of the generators powers a D.C. motor geared to an axle. A powered axle drives two wheels directly, and by side arms two other wheels are also driven. Thus, the locomotive is powered by two independent units. The power units can be used separately or simultaneously as the number of cars demands, giving traction to either four or eight wheels.
NCR helped Dayton meet the 1913 flood emergency. The Company’s powerhouse—equipped with the giant Corliss engine which is seen today at Carillon Park—supplied the stricken city with electricity.
Moreover, the hard-working Rubicon was sent north on the streetcar tracks to help haul away flood debris.
With the Diesel-electric, no time is lost re-charging the tank. The engineer’s cab is comfortably heated in winter. Automatic couplers, front and rear, increase employee safety. Powerful air brakes control the engine itself and air hoses can also be coupled to towed cars. Operating cost is only a fraction of that required for the old “chuffers.”