Illustrated Encyclopedia of World Railway Locomotives (eBook)

Some useful conversion factors Abbreviations Introduction by the Editor Acknowledgments "CHAPTER ONE DIESEL RAILWAY TRACTION BY J. M. DOHERTY, A.M.I. Mech.E., A.M.I. Loco.E." PART I. ENGINES Basic requirements Construction Camshafts Connecting rods Crankcase Crankshafts Cylinders Cylinder heads Cylinder liners Pistons Development The first internal combustion engine The first compression ignition engine Four- and two-stroke cycles Injection systems Lubrication and cooling Power output and speed control Pressure charging and intercooling Starting equipment and auxiliaries Compressed air starter motors Devices to safeguard the engine Tabulated particulars Torque and power curves Brake horsepower Torque PART II. TRANSMISSIONS Automatic control Automatic gear changing Factors governing choice of engine and transmission Ideal performance and transmission efficiency Multiple-unit operation PART III. TRANSMISSIONS: ELECTRIC Basic principles Development Forced ventilation Control equipment Auxiliary generator Battery Blowers Contactors Driver's controls Generators Load control: constant speed Servo field regulation Load control: variable speed Starting and stopping Traction motors Gear ratios Spur type double reduction gearing PART IV. TRANSMISSIONS: HYDRAULIC Development Hydraulic torque converters Krupp transmission Lysholm-Smith transmission Mekydro transmission Voith transmissions Hydraulic transmission The control system Split-drive or Diwar transmission Zahnradfabric: hydromedia transmission PART V. TRANSMISSIONS: MECHANICAL Basic principles Development Fluid couplings and friction clutches Gears: constant mesh Gears: epicyclic Gears: synchro-mesh Compressed air operation Propulsion by the Fell system PART VI. DIESEL LOCOMOTIVES Development Bogie and articulated locomotives Rigid frame locomotives Chain drive Individual axle drive Shaft drive Side-rod drive The transmission Rigid frame locomotives with electric transmission Structural data Six-wheeled bogies The bogie frame Roller-bearing axle-boxes Structural data: frames and superstructure Rigid-frame diesel locomotives "Brakes, types of " Clasp brakes Disc brakes PART VII. DIESEL RAILCARS AND DIESEL TRAINS Development Bogie and articulated railcars Underfloor-mounted horizontal-type engines Structural data Body and underframe Bogies. Four-wheeled railcars PART VIII. DIESEL LOCOMOTIVES AND RAILCARS: OTHER EQUIPMENT AND TESTING Braking systems Dynamic braking Rheostatic braking Straight-air brakes Vacuum brakes Exhaust-conditioning and flame-proofing Exhaust-conditioning Flame-proofing Fire protection Testing Train heating CHAPTER TWO DIESEL TRACTION IN NORTH AMERICA by DAVID P. MORGAN PART I. THE CONQUEST OF DIESEL TRACTION IN NORTH AMERICA Dieselization in North America Ease of financing Indices of diesel efficiency Operating advantages Steam power development reaches finality PART II. HISTORY OF DIESELIZATION IN NORTH AMERICA 1906-23. Self-propelled railcars 1923. The first diesel-electric locomotive "1925. First "commercially produced" diesel" 1925-36. Early diesel switcher production and acceptance 1928. The first road diesel locomotive 1934. Enter the streamliners 1935. Non-articulated road diesel passenger units "1936. The yards "go diesel" 1939. The road freight diesel appears 1941. Introduction of road-switchers 1941-45. Effect of World War II on dieselization 1946. The diesel at war's end PART III. THE DIESEL LOCOMOTIVE The basic diesel unit Car body design Cab units Hood units Road-switchers Box-cab un North Eastern Railway express passenger locomotive Pennsylvania Railway electrification and its locomotives South African Railways mixed traffic locomotives Southern Railway scheme - motor coaches and trailers Swedish Iron Ore Railways and their locomotives "PART II. AN EVALUATION OF THE PRINCIPAL ELECTRICAL SYSTEMS ON RAILWAYS, AND LOCOMOTIVE TYPES EMPLOYED" PART III. DESIGN AND CONSTRUCTION OF ELECTRIC MOTIVE POWER Basic design principles The electrical part Current collectors Main circuit breaker Traction motors "Transformers, regulating equipment and resistances" The mechanical part The body The driver's cab The drive The frame Running gear PART IV. MODERN ELECTRIC LOCOMOTIVES: A SURVEY OF CURRENT PRACTICE British Railways "Bo+Bo and Co-Co locomotives, 1,500 volt D.C." "Co-Co locomotives, 660 volt D.C." "Bo-Bo locomotives, 675 volt D.C." Future policy French State Railways (S.N.C.F) "Co-Co and Bo-Bo locomotives, 1,500 volt D.C." "Bo-Bo series, BB-9000" "Heavy shunting (switching) locomotives, 1500 volt D.C." "Single-phase, 50-cycle A.C. locomotives: four basic designs" New Bo-Bo and B-B locomotives for the Paris-Lille 25 kV. A.C. electrification Indian Railways "Co-Co 3,600 h.p. locomotives, 15,00 volt D.C." Netherlands Railways (N.S.) "Co-Co locomotives, 1,500 volt D.C.; European and American designs" "New York, New Haven and Hartford R.R. (USA)" Rectifier locomotives for single-phase A.C. and D.C. New Zealand Government Railways "British-built Bo-Bo-Bo locomotives, 1,500 volt D.C." Pennsylvania R.R. (USA) Ignitron rectifier locomotives South African Railways "British-built Bo-Bo locomotives, 3000 volt D.C." "British-built 1-Co+Co-1 locomotives, 3,000 volt D.C." Swiss Federal Railways (S.B.B.) "Co-Co locomotives, series Ae 6/6., 15,000 volt A.C. 16 2/3 cycles" "Heavy shunting (switching) locomotives, series Ee 6/6" "Metre-gauge, rack and adhesion locomotives" Turkish State Railways "Bo-Bo locomotives, single-phase, 50 cycle A.C." Virginian Railroad (USA) Rectifier locomotives PART V. THE ELECTRIC MOTOR COACH AND MOTOR COACH TRAIN Basic considerations The Germanium power rectifier for motor coaches Description of the Germanium rectifier The first traction rectifier Subsidiary equipment Tests and trials Modern equipment for British Railways "Multiple-unit stock for 1,500 volt D.C." Multiple-unit stock for Liverpool-Southport line - 630 volt D.C. "Single-phase, 50-cycle A.C. stock for 25 kV or 6·6kV" "Single-phase, 50-cycle A.C. stock for the Lancaster-Heysham line" Motor coach trains for India Motor coaches in Switzerland Swiss Federal Railways: all-purpose motor coaches Swiss privately-owned railways: B.L.S. highspeed twin-unit rail cars Swiss privately-owned railways: smaller companies' equipment Suburban train sets for the S.N.C.F. Train sets for the Netherlands Railways Train sets for the Swedish State Railways PART VI. UNDERGROUND RAILWAYS London's underground railways The Paris Metro Motor coaches with pneumatic types Rome underground railway Toronto subway coaches "CHAPTER FOUR THE RECIPROCATING STEAM LOCOMOTIVE by C.R.H. SIMPSON, A.M.I. Loco.E." PART I. CONSTRUCTION AND DESIGN: A CONCISE ENCYCLOPEDIA PART II. STEAM LOCOMOTIVE EXPERIMENTS Blast pipes Boilers Boosters Compounding Two-cylinder systems Three-cylinder systems Four-cylinder systems Triple-expansion Condensing Cylinders Fuels Coal and oil Colloidal fuels Pulverized coal Wood and peat Streamlining Superheaters Smoke box superheaters Boiler barrel superheaters Cusack-Morton superheater Fire-tube superheaters Valves Valve gears "CHAPTER FIVE ILLUSTRATED SURVEY OF MODERN STEAM LOCOMOTIVES by H.M.LE FLEMING, M.A.(Cantab.), A.M.I. Mech.E., M.I. Loco.E., M.N.E.C. Inst." PART I. STANDARD GAUGE: 4 ft. 81/2 in. NORTH AMERICAN PART II. STANDARD GAUGE: 4 ft. 81/2 in. NORTH AMERICAN ARTICULATED PART III. STANDARD GAUGE: 4 ft. 81/2 in. BRITISH AND AUSTRALIAN PART IV. STANDARD GAUGE: 4 ft. 81/2 in. FRENCH "PART V. STANDARD GAUGE: 4 ft. 81/2 in. AUSTRIAN, CZECHOSLOVAK, AND SCANDINAVIAN" PART VI. STANDARD GAUGE: 4 ft. 81/2 in. GERMAN AND SOUTH-EASTERN EUROPEAN PART VII. BROAD GAUGE: 5 ft 6 in. - 5 ft 0 in. PART VIII. CAPE GAUGE: 3 ft 6 in. PART IX. METRE GAUGE: 3 ft 3 ? in. PART X. NARROW GAUGE: 3 FT 0 in - 2 ft 0 in. CHAPTER SIX THE T