Steam Locomotion in the 21st Century

Ing. Livio Dante Porta was a colleague and student of Chapelon, who continued to advance steam locomotive design from the 1940's until his death in 2003. Ing. Porta's single best-known innovation is the Gas Producer Combustion System (GPCS). A relatively simple modification to any solid-fueled steamer, the GPCS nevertheless greatly improves boiler efficiency, eliminates spark throwing and smoke, and greatly reduces boiler maintenance. Other major innovations developed by Porta include the Kylpor and Lempor exhaust systems. These exhaust systems are backed up by detailed theories which explain their application and design based on proven thermodynamic principles. Porta continued and refined Chapelon's practice of applying rigorous engineering analysis to steam locomotive design- as opposed to the "trial and error" approach so often used by many earlier steam designers.

Throughout his career, Porta regularly wrote extensive technical papers on every facet of steam locomotive design and operation. A link to a page listing all known papers written by Ing. Porta is included at the bottom of this page.

Follow this link for an explanation of how the GPCS Works: The Gas Producer Combustion System

Porta's First Project Engine Argentina

from the collection of Juan Carlos Gonzalez

Diagram of Lempor Ejector

Porta later more-extensively modified one of these commuter engines, enabling it to outperform far larger 4-6-2's in passenger service. Unfortunately, the diesel was already making inroads in Argentina and no further locomotives were modernized. About this time (1957), Porta was given the opportunity to take over the coal-hauling Rio Turbio Railway as general manager. This proved to be a fertile ground for Porta's work.

4-6-2 #4674

photo from the Richard Campbell collection
courtesy of Roberto Yommi

4-6-2 #4674 was a project to show that the plentiful low-grade coal from the mines at Rio Turbio could be used in coal burning locomotives for all of Argentina. This engine was originally designed and built to burn imported high-BTU Welsh coal (similar in characteristics to U.S. Pocahontas coal). Using his Gas Producer Combustion System, Porta successfully converted the engine to operate on Rio Turbio coal (very similar to the low-grade coal burned in the Union Pacific's locomotives), while maintaining the same performance it had achieved with the original fuel.

Porta achieved his successes through careful attention to small details and by the application of strict engineering principles to steam locomotive design. No single change could produce dramatic improvements; Porta applied many small improvements to areas that had been ignored before. These included items such as water treatment, lubrication, materials, servicing techniques, mechanical fasteners, and others. Not only was power and efficiency greatly increased, but maintenance was greatly reduced and the operator's jobs were made easier. After a few years at the Rio Turbio, Porta moved back to Buenos Aires to join the Instituto Nacional de Tecnologica Industrial (INTI) where he became the head of the thermodynamics department. At INTI, Porta was able to devote time to thinking about the next generation of steam locomotives.

In 1969, the railways in Argentina seemed to suffer an epidemic of water quality problems, and they asked for Porta's assistance. 4-8-2 No. 1802 of the Belgrano Railway was chosen as a test engine, and Porta developed an on-board water treatment system based on the French TIA system. The water treatment system was so successful that it was eventually possible to operate the engine with boiler wash-outs only twice in a full year. The engine was also modified by Porta with multiple improvements, including improved exhaust, improved valve events, and a high adhesion tire profile.

Ferrocarril Belgrano 4-8-2 #1802 (Baldwin 73545)
at LaQuiaca Line in 1971.

photo from the Richard Campbell collection
courtesy of Roberto Yommi

Belgrano 4-8-2 #1802

August 1973 Working as the Station Pilot at the Tucaman Norte Passenger Station
photo courtesy of "africansteam" at Trainorders.com

In 1969, Porta presented a detailed technical paper titled Steam Locomotive Development in Argentina - Its Contribution to the Future of Railway Technology in the Under-Developed Countries to the Institution of Locomotive Engineers in Great Britain. This paper discussed Porta's work on the Rio Turbio 2-10-2's, and provided detailed results of performance tests of the engines and their maintenance history. Porta also outlined his concepts for new, technologically advanced steam locomotives which would be suitable for use in non-industrialized countries. Already by this time, diesel-electric locomotives in less-advanced countries had begun to show faults. Whereas steam locomotives could be routinely abused and maintained to a large degree (where necessary) with sledge-hammers and bailing wire, diesel locomotives required precision maintenance and repair. Expensive repair parts had to be imported to cash-strapped third-world countries to keep diesels running, while before most steam repair parts could be fabricated locally. In some cases relatively new diesels were sitting idle while ancient steamers had to be pulled out and put back into service. Porta saw that there were many cases where steam power was economically justifiable and presented his case for new engines to accomplish this. Porta's paper provides a wealth of information on steam developments in Argentina, both by Porta and other engineers, and provides insight which is still valid today.

Porta's 2-10-2's were doing the majority of the work on this remote rail line until November 1996 when they were gradually replaced by imported diesels. For more information on these engines go here:

Steam Locomotives of the RFIRT

Proposed "Third Generation" 2-10-0 for U.S. Fast Freight Service (~1978)

By 1980, Porta had developed a clear philosophy of steam design based on his over 30 years of work in the field. Porta's concept was that steam development could be broken down into three classes:

1- First Generation Steam (FGS)- Steam locomotives which had been previously built. He viewed the French designs as being the climax thermodynamically, while he considered American engines the best mechanically. No engines in existence had ever incorporated all of the proven concepts of FGS.

2- Second Generation Steam (SGS)- Steam locomotives which could be built immediately with little or no research and development, which would incorporate and maximize all proven thermodynamic principals for improved performance, plus state-of-the-art materials, design methods, and construction techniques.

3- Third Generation Steam (TGS)- Steam locomotives which would incorporate advanced concepts which would require significant research and development, best acquired through trials on SGS locomotives.

Porta felt that many existing steam locomotives could be significantly improved with the limits of FGS. He also believed that SGS locomotives could successfully compete on modern railroads, if they were given modern servicing facilities (as developed in the U.S. by the Norfolk & Western Railway) and if proper maintenance and operating techniques were used, which were equally important to good design.

In 1980, Porta was called in by American Coal Enterprises as the foremost authority on steam locomotive development. See the ACE page for information.

Other steam projects in the 1980's were performed by Porta. The railways of Paraguay, which operate a fleet of wood-burning locomotives, called him in to assist in modernizing their railways. At least one engine was modified with a GPCS adapted for wood and other improvements. Later, Porta moved on to Brazil to the famous Donna Teresa Christina coal-hauling railway. This railway was famous for its fleet of U.S. built meter gauge 2-10-4's. By the early 1980's, the 2-10-4's had worn out beyond the ability of the railways to rebuild them, and European built 2-10-2's were imported from other parts of South America. Porta was called in to see if the smoke emissions of the line's locomotives could be reduced. Naturally, the GPCS was just the answer to this, and one 2-8-2 and several of the 2-10-2's were so modified. Unfortunately, demand for coal from the mines has evidently declined in recent years and no further locomotives were modernized.

photo by Gary Bensman

Cuban 2-8-0 No. 1816

during construction

No. 1816 after completion on display at "Ecovapor 1999"
(David Wardale is seen inspecting the engine)

photo by Shaun McMahon

Back to Top