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Argentina (Locomotive)

Argentina, also known as Presidente Perón, was a 4-8-0 4-cylinder compound steam locomotive. It was the first steam locomotive to be rebuilt and designed by locomotive engineer Livio Dante Porta. It was rebuilt in a similar manner to locomotive rebuilds done by Andre Chapelon in France, incorporating improvements to better the engine's performance and efficiency. It is regarded by some to be one of the most efficient steam locomotives ever built.

Argentina
Front View of Argentina locomotive
Type and origin References: Power type Steam Builder Ing. Livio Dante Porta & Co. Ltd. Rebuild date 1947-1949
Specifications Configuration: ​  • Whyte 4-8-0  • UIC 2'D Gauge 1000 mm Driver dia. 50 in (1,270.0 mm) Axle load 30,258 lb (13.725 metric tons) Adhesive weight 121,034 lb (54.900 metric tons) Loco weight 152,339 lb (69.100 metric tons) Fuel type coal Firebox: ​  • Grate area 42 sq ft (3.9 m2) Boiler 1,420 mm (55.9 in) Boiler pressure 285 lbf/in2 (1,965.0 kPa) Heating surface: ​  • Firebox 200 sq ft (19 m2) Cylinders Four: 2 high-pressure (inside), 2 low-pressure (outside) High-pressure cylinder 14.2 in × 26 in (360.7 mm × 660.4 mm) Low-pressure cylinder 23 in × 22 in (584.2 mm × 558.8 mm)
Performance figures Maximum speed 75 mph (121 km/h) Power output 2,120 hp (1,580 kW) Tractive effort 35,274 lbf (156.9 kN) Factor of adh. 3.43
Career Operators General Manuel Belgrano Railway Official name "Presidente Perón" "Argentina" Locale Argentina, South America Retired 1961 Disposition Scrapped by vandalism

Background

Porta originally considered building a 2-8-2 steam locomotive of a new design, but decided to rebuild a locomotive since it would've been cheaper and easier. The locomotive was rebuilt from a class B22 4-6-2 mixed traffic locomotive No. 2011 that was built by the North British Locomotive Company in 1906 for the FC Central Córdoba railway. Funding was provided by the Banco Nacional de Desarrollo (The National Development Bank of Argentina), through whom Porta met the then elected president of Argentina, Juan Perón. The rebuild fit with Perón's goals of Argentina increasing its economic independence.

Construction

Construction of the locomotive was carried out at Porta's workshop in the Port of Rosario. Besides Porta, some of the engineers involved in the construction included Gino Margutti, Adolfo P. Allegri, Raymundo Falardo and Miguel Egulazu. The project was similar to Chapelon's rebuilds of Paris-Orleans Railway 4-6-2’s into 4-8-0’s. Some of the features incorporated into the project included:

• High boiler pressure (285 lbf/in² (1,965.0 kPa))
• 4 compound cylinders (2 high pressure between the

frames, 2 low pressure outside of the frames)

• Enlarged steam passages and steam chests
• Belpaire firebox with depressed crown and T-type “safety”

circulators

• Numerous secondary air admission tubes above

the firebed

• Superheating and re-superheating between the high

pressure and low pressure cylinders

• Dual Kylchap exhaust
• Extensive use of welded fabrication using mild steel

plate

• High top speed (75 mph)
• External Streamlining

Parts of the original locomotive such as the frame, driving wheels, and tender were used in the rebuild. The crank axles were set at 135°. The driving wheel tires had thin flanges while the third driving wheels were flangeless. The cylinder steam ports were set at 25% of the piston area to lower pressure drops and improve steam flow. The boiler was of all welded construction except for the main barrel which was riveted. The superheaters had large heating surfaces to allow the high and low pressure cylinders to receive steam at 842°F(450°C) and 602°F (317°C) respectively, similar to Chapelon's locomotive rebuild, the 160A1. The locomotive also featured air brakes to allow the locomotive to run passenger trains and to prepare the locomotive when air brakes were eventually used in freight trains.

Testing and Operations

Initial operations were carried out on the Puerto de Rosario railway system and in the Rosario area on the ex FC Central Cordoba routes. After initial teething issues with steam leakage were addressed, the engine was coupled to a dynamometer car and transferred over to the routes of the one time FC Provincial de Buenos Aires for thorough road testing, with Porta himself driving.