Syd Schofield

Editors note: Welcome to the twelfth article of a series on narrow gauge by Syd Schofield. The previous article is available by clicking here, or by filtering with the category “Narrow Gauge”. Syd welcomes discussions and feedback, which can be made by clicking on the comment link at the bottom of the post.

Most of the narrow gauge railroad models are based on steam powered locomotives. Since most of these steam systems are total loss, sources of water for the steam systems need to be strategically located for ready access. In later years some larger locomotives and longer trains brought the facilities requirements up to par with the standard gauge railroads. For locomotives based on other power plants (for example internal combustion and electric), incidental need for water as a coolant was much less of a problem. So the need for adequate water supplies available to the locomotive and along the route of operation require special consideration.

The weight of water in the boiler and the tender add to the burden of carriage. This is partially offset by the adhesion gained by the driving wheels of the locomotive but is purely dead weight in the tender. Curiously, where the configuration has driving wheels supporting the supply water (e.g. a saddle tank locomotive) there is diminishing adhesion offsetting the additional load with full tanks.

For most steam powered systems the ratio of water to fuel runs from about three to one up to about seven to one. This ratio depends on the type of fuel, operation, and efficiency of the system. Tender cars with fuel and water are required on mobile operation railroads unless there are provisions on the locomotive for carrying these items, usually in localized operations. In either case some planning is needed for the spacing of both fuel and water along the route, calculating the consumption on loading in each route section and the capacities of the tender or on-board containers. Modeling these facilities can present some interesting possibilities, especially in arid regions.

Water in the wrong places and the wrong conditions can present difficult problems. The downside of water is the deteriorating effects on wood and metal in structures and rolling stock, roadbed, and accommodations for passage under or along the roadway. Paint, pitch, tar and other preservatives plus limited sheet metal flashing can be used for protection from the standing or precipitation water. Moving water from streams or lake shore requires some extra effort and expense when in conflict with the railroad path. Culverts, trestles, bridges, and barriers such as riprap or stone walls add to the cost of construction, although as in the supplies for the steam systems, modeling these roadway enhancements can provide some equally interesting scenery. Also consider that the life requirements for many mining and lumber support lines were fairly short and well within the ten to fifteen year expectancy of wooden materials.