Some called them “Hot Water Bottles” and others called them “Fireless Cookers” but no matter, both nicknames referred to Fireless Locomotives. The process was simple: construct a locomotive that was propelled by superheated water – from a stationary steam plant and piped to the locomotive that had a reservoir – as opposed to a traditional boiler. Those locomotives did not have a firebox nor did they manufacture steam independently – hence the designation Fireless Locomotive.

A fireless steam locomotive was similar to a conventional steam locomotive, but had a reservoir, known as a steam accumulator, instead of a boiler. This reservoir was charged with superheated water under pressure from a stationary boiler. The engine worked like a conventional steam engine using the high-pressure steam above the water in the accumulator. As the steam was used and pressure dropped, the superheated water boiled, and replaced the used steam. A locomotive can work like that until the pressure drops to a minimum useful level or the water runs out, after which it must be recharged.

The locomotive reservoir had limited steam capacity – 3 to 4 hours on one “charge” – making Fireless Locomotives suitable for yard service and switching exclusively. Most were built to the 0-4-0-wheel arrangement. A few 0-6-0 locomotives were built and compressed air was substituted for superheated water in an equally limited number of applications. If the concept had limitations and had a limited market, it also had valuable benefits and specialized, practical applications. Industries that used or manufactured highly combustible material and products found such locomotives desirable for fire protection (since they did not have a firebox).  Others industries that made or employed expensive and intricate machinery favored fireless locomotives since they were clean and did not omit sparks, smoke and cinders – just exhausted steam. Finally, many mine operations liked the design since harmful exhaust was not discharged in the tight confines of mine shafts and tunnels.

The concept originated in Europe but was perfected in the US and enjoyed wider usage in our Nation. The UK preferred to place the cylinders at the rear of the locomotive frame but US manufacturers (Heisler, Lima, Porter and Vulcan) preferred to place the cylinders toward the front of the locomotive – like most US steam locomotives. The National Cash Register Company of Dayton Ohio (NCR) purchased the first Fireless Locomotive in the US – named Rubicon – from Lima Locomotive Works in 1909. NCR was so pleased with the design they ordered two more: the South Park in 1910 and the Dayton in 1913. NCR eventually rebuilt all three and added false front ends that featured traditional smoke stacks and high headlights, so their fleet looked more like conventional steam locomotives.

Long-term US users were the National Cash Register Company of Dayton, Ohio – who found the cleanliness of the locomotives appealing and the Chesapeake & Ohio who stabled two such locomotives for specialized use in Charleston, WV chemical plants. Both users retired their Fireless Locomotive fleets in the1960s. By that time, it was apparent that newer diesel-electric locomotives offered the same benefits, offered nearly constant availability and did not need a costly infrastructure to manufacture superheated water.  The NCR Rubicon has been preserved at Carillon Park, Dayton Ohio and a handful of other Fireless Locomotives are displayed at various railroad museums across the US.

Despite the uniqueness, few models of Fireless Locomotives have been built. So, beyond a closer look at a steam age anomaly, this history adds depth to the hobby and offers the opportunity to look at the subject of switching operation and serving industries. Consider the uncountable number of applications of industrial scenes that can be added to your railroad.  Our current inventory offers a complete line of switching locomotives dominated by 0-4-0-, 0-6-0- and 0-8-0-wheel arrangements and the two former types are available as saddle tank or conventional locomotive and tender combinations. A wide range of diesel-electric switchers are also available to successfully bridge the transition era and continue to current industrial and railroad practice. We also offer an extensive line of products that replicate industries of all descriptions including chemical plants, mining, harbor operations and forest products.

All of our products are competitively priced for fast delivery, or are available for preorder. Our popular hold and consolidate option is an additional compelling reason to make MTS your primary source for hobby needs.

Frank Wrabel

modeltrainstuff.com