DOCSLIB.ORG

GWR Small Prairies Manual

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
GWR Small Prairies Manual P a g e | 2 Contents Introduction ................................................................................................................... 3 Features ......................................................................................................................... 4 Background .................................................................................................................... 8 Scenarios ........................................................................................................................ 9 Control Modes ............................................................................................................. 11 Performance Options ................................................................................................... 11 Driving Controls ........................................................................................................... 12 Driving in Advanced Mode ........................................................................................... 34 Locomotive Numbering ............................................................................................... 36 Modification Policy ...................................................................................................... 38 Acknowledgements ...................................................................................................... 39 Appendix: Head codes ................................................................................................. 40 Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 3 Introduction Thank you for purchasing the Raven Q6 (NER Class T2) Add-on for Train Simulator. We are proud to present every member of the Q6 class, in 10 liveries which cover their construction from 1913–1921 up to the current day, where a single member still runs as a preserved engine. Working hard in the north east of England all 120 engines passed into British Railways ownership and many survived right up to 1967 and the end of steam in Britain. As usual with our engines they come in simple, basic and advanced driving modes and can be driven using the F4 HUD, keyboard, mouse and/or X-Box or Steam controller. Please read this manual thoroughly, especially to get the best from Advanced Mode and we hope you enjoy driving this Northern work horse. All the best, Victory Works Click on the links below to read about future projects, see Work in Progress pictures and read more about the research, detail and passion that we put into our Train Simulator add-ons. Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 4 Features Simple, standard and advanced driving modes Xbox controller support SIMPLE AND STANDARD MODES ONLY Raven Q6 (NER Class T2) Locomotive o NER Early Lined Livery (Small number plate) o NER Late Lined Livery (Large number plate) o LNER Black livery o LNER Wartime Black Livery o LNER Post-War Black Livery o British Railways 1948-49 Livery . Clean and Dirty o British Railways 1950-56 Livery . Clean and Dirty o British Railways 1956-67 Livery . Clean and Dirty o Preserved NER Lined Livery o Preserved British Railways Livery Optional parts and fittings including steam heat dial, external vacuum brake pipe, 5 types of piston cap, overhead warning labels and more Custom sound sets inside and out Realistic cab with multiple views, including dual “head out” and fully modelled firebox and coal Realistic wheel slip physics and effects ADVANCED MODE ONLY Simulated steam chest ADVANCED MODE ONLY Realistic train pipe and reservoir vacuum braking ADVANCED MODE ONLY Cylinder cock management ADVANCED MODE ONLY Boiler management with priming possible ADVANCED MODE ONLY Realistic injector control ADVANCED MODE ONLY Realistic “by the shovel” stoking with synchronised sound ADVANCED MODE ONLY Dynamic steam and smoke colour and quantity Realistic boiler water gauges effected by gradient, acceleration and speed and with blow down test Opening windows (with rain effects) and roof hatch Dynamic lamp setting Cab light effects including flickering firebox glow Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 5 Atmospheric AI effects Rolling stock o BR Conflat S . Empty . Dry ice containers White White with tarpaulin Wood Wood with tarpaulin o NER 20 ton Hopper . NER Grey Empty Coal Coal Dust . BR Grey Empty Coal . BR Unpainted Empty Coal o NER 12 ton 6 Plank Wagon . NE Grey (Unfitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks . NE Oxide (Fitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks Carboys . BR Grey (Unfitted) Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 6 Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks . BR Bauxite (Fitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks Carboys o NER 13 ton Steel Wagon . NE Grey (Unfitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks . NE Oxide (Fitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks . BR Grey (Unfitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks . BR Bauxite (Fitted) Empty Heavy load with tarpaulin Light load with tarpaulin Ceramic pipes Sacks Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 7 o LNER/BR Brake Van . Dynamic lamps 6 scenarios for the Weardale & Teesdale Network Route Add-on 30 Quick Drive consists with appropriate stock Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 8 Background At the turn of the century the North Eastern Railway (NER) profited from a large upsurge in mineral traffic and although the older Worsdell Q5 locomotive met the initial increases it became clear that more locomotives were required. Sir Vincent Raven, Chief Mechanical Engineer of the NER, designed the Q6 using the best components of the Q5 design but fitting a larger boiler and a superheater which Raven had become convinced was a worthy addition after seeing them in service with the B15 class. The Q6 began life with a working pressure of 160 psi but this was soon raised to 180 psi. The Q6's were an unqualified success and the combination of the Q5 piston valve motion and the Schmidt superheater created a strong and reliable locomotive that gave strong service throughout their lives. They were initially allocated to sheds in the North East area for hauling coal from the colliery pits but by 1920 they had been displaced from the Shildon-Newport line by electric engines. At the Big Four grouping in 1923 they were allocated to the areas around Blaydon, Carlisle, Stockton, Newport, Darlington, Leeds, Selby and Tyne Dock and they were sometimes used for medium and long distance freight as well as the heavy mineral traffic that they had been designed for. During the LNER era they often ventured further afield to such places as Manchester (via the Woodhead Tunnel), Doncaster and after 1930 they even went north of the Tyne. In the 1940s they were seen as far south as Peterborough and March. All 120 members of the Q6 class passed into British Railways ownership in 1948 and many of them continued working right up until the end of steam. During this time they carried on the same kind of work they had under the NER and LNER: heavy freight and mineral workings around the North East of England and they were frequently seen around the Darlington and Bishop Auckland area. The last Q6's were withdrawn in 1967, however No. 3395 (63395 under BR) has survived into preservation and is usually running on the North Yorkshire Moors Railway. It was restored to running condition in 1970 when it had vacuum brake equipment fitted so it could haul passenger services and has proved more than capable of handling the NYMR's gradients. Copyright Victory Works 2017, all rights reserved Release Version 1.0 P a g e | 9 Scenarios 6 career scenarios are included for the Weardale & Teesdale Network Route Add-on. All liveries with light engine and appropriate freight consists are also available in Quick Drive. Raven Q6: [1] Supplying the Power – 40 minutes Monday 17th October 1949 1949 and the Big Four railways companies have been merged into a single nationalised entity, British Railways. However many engines still carry their older liveries and today you will be driving ex-LNER Q6, No. 3417 in its post-war LNER guise. You job is to collect coal dust from West Beecham Colliery and deliver it to Dunston Power Station in Gateshead to be burnt as fuel. The dust is transported in 20 ton wooden NER/LNER hoppers, tightly sheeted over to keep the powdered substance inside. Raven Q6: [2] Water, water everywhere – 35 minutes Tuesday 15th May 1956 Today you are driving Q6, No. 63351. Shedded at West Auckland (referred to as "Tindale" by the locals) she carries a white painted smoke box dart surround, given to all Tindale locomotives to help the shed recognise their own. Currently waiting in a siding at Barnard Castle, your first job today is to deliver a churn of drinking water from Barnard Castle Station to the remote Coal Road signal box. Raven Q6: [3] Ice Cold in... Penrith – 50 minutes Thursday 30th June 1960 Today we are driving ex-NER Q6 No. 63416 as it pulls a train of dry ice containers carried on conflat wagons. Dry ice is Carbon Dioxide in a solid state and is used for many purposes;
Load more

Recommended publications
  • 3 Power Supply
    3 Power supply Table of contents Article 44 Installation, etc. of Contact Lines, etc. .........................................................................2 Article 45 Approach or Crossing of Overhead Contact Lines, etc................................................ 10 Article 46 Insulation Division of Contact Lines............................................................................ 12 Article 47 Prevention of Problems under Overbridges, etc........................................................... 13 Article 48 Installation of Return Current Rails ........................................................................... 13 Article 49 Lightning protection..................................................................................................... 13 Article 51 Facilities at substations................................................................................................. 14 Article 52 Installation of electrical equipment and switchboards ................................................. 15 Article 53 Protection of electrical equipment................................................................................ 16 Article 54 Insulation of electric lines ............................................................................................ 16 Article 55 Grounding of Electrical Equipment ............................................................................. 18 Article 99 Inspection and monitoring of the contact lines on the main line.................................. 19 Article 101 Records........................................................................................................................
    [Show full text]
  • O-Steam-Price-List-Mar2017.Pdf
    Part # Description Package Price ======== ================================================== ========= ========== O SCALE STEAM CATALOG PARTS LIST 2 Springs, driver leaf........................ Pkg. 2 $6.25 3 Floor, cab and wood grained deck............. Ea. $14.50 4 Beam, end, front pilot w/coupler pocket...... Ea. $8.00 5 Beam, end, rear pilot w/carry iron.......... Ea. $8.00 6 Bearings, valve rocker....................... Pkg.2 $6.50 8 Coupler pockets, 3-level, for link & pin..... Pkg. 2 $5.75 9 Backhead w/fire door base.................... Ea. $9.00 10 Fire door, working........................... Ea. $7.75 11 Journal, 3/32" bore.......................... Pkg. 4. $5.75 12 Coupler pockets, small, S.F. Street Railway.. Pkg.2 $5.25 13 Brakes, engine............................... Pkg.2 $7.00 14 Smokebox, 22"OD, w/working door.............. Ea. $13.00 15 Drawbar, rear link & pin..................... Ea. $5.00 16 Handles, firedoor............................ Pkg.2. $5.00 17 Shelf, oil can, backhead..................... Ea. $5.75 18 Gauge, backhead, steam pressure.............. Ea. $5.50 19 Lubricator, triple-feed, w/bracket, Seibert.. Ea. $7.50 20 Tri-cock drain w/3 valves, backhead.......... Ea. $5.75 21 Tri-cock valves, backhead, (pl. 48461)....... Pkg. 3 $5.50 23 Throttle, nonworking......................... Ea. $6.75 23.1 Throttle, non working, plastic............... Ea. $5.50 24 Pop-off, pressure, spring & arm.............. Ea. $6.00 25 Levers, reverse/brake, working............... Kit. $7.50 26 Tri-cock drain, less valves.................. Ea. $5.75 27 Seat boxes w/backs........................... Pkg.2 $7.50 28 Injector w/piping, Penberthy,................ Pkg.2 $6.75 29 Oiler, small hand, N/S....................... Pkg.2 $6.00 32 Retainers, journal........................... Pkg.
    [Show full text]
  • Train Brakes
    Issue 1 March 2012 Slide 1 of 324 Train Brakes These are the notes of a presentation made by Dominic Wells specially for the locomotive crews of the Ffestiniog and Welsh Highland Railways in 2011. For best viewing, set the size to show one whole page only, and use the “Page Down” button to move through the slides. If in doubt about any of the information contained within this presentation, please contact the author via Boston Lodge Works. Slide 2 of 324 Contents 1. Brief history 2. Vacuum brakes – System, Components, Operation, Refinements 3. Air brakes – Triple valve system, Distributor system, Twin pipe system, Alternatives 4. Air versus Vacuum 5. Electro-pneumatic brakes Slide 3 of 324 Brief history • 1829 – Rocket had no brake – first railway fatality – handbrakes introduced • 1869 – Westinghouse straight air brake • 1889 – Armagh disaster – Continuous braking compulsory for passenger trains – Automatic air brake & Automatic vacuum brake • 1956 – Introduction of distributor valve • 1970s – Proliferation of electro-pneumatic brakes Slide 4 of 324 Vacuum brakes Introduction and principles Slide 5 of 324 Vacuum brakes Here are the familiar diagrams of the vacuum brake. The purple areas represent a vacuum. Brake released – piston falls under its Brake applied – piston forced upwards own weight and moves the brake blocks when vacuum is destroyed in brake pipe. away from the wheels. Brake blocks pulled onto the wheels. Slide 6 of 324 Vacuum brakes Or consider it another way. A “vacuum” is effectively nothing. Therefore, the vacuum brake system is actually a direct air brake using air at atmospheric pressure. Air pressure This will be explained further..
    [Show full text]
  • The First Garratt Locomotive in the Netherlands
    The first Garratt locomotive in the Netherlands By H. Brunner ME Translation ©2015 by René F. Vink, Netherlands In this article1 the reasons are mentioned that made the Limburg Tramway Co Ltd decide to purchase a "Garratt" locomotive. Furthermore a description is given of the acquired locomotive. General. In December 1931 a "Garratt" locomotive of 71.5 t [70.4 long ton] service weight was putinto service by the Limburg Tramway Co Ltd on her 26 km [16 mi] long line Maastricht-Vaals (fig. 1). Fig. 1. The Garratt locomotive In 1909 the Australian H.W. Garratt († 1913) obtained the patents on his engine type, with which the boiler was freely and completely accessible located on a frame that rested with pivots on a bogie each of which contained a separate locomotive engine. By locating the supply bunkers for water and coal on the bogie units, he diminished the tendency of the latter to rotate around their horizontal centers of gravitation at higher speeds as a consequence of the not fully counter balanced reciprocating masses of the components of the motion. Thus they contribute to the riding stability of the locomotive. He could increase the evaporative ability of the boiler almost at will because the dimensions of the boiler, the fire grate and the ash pan were no longer restricted by the tight dimensions and unfavourable restrictions of coupled wheels and water tanks. 1 This is a translation of the article that appeared in issue 35 of the Dutch magazine "De Ingenieur" (The Mechanical Engineer) in 1932. Some considerations apply to this translation - I followed the UK English spelling.
    [Show full text]
  • Railway Technical
    RAILWAY TECHNICAL RAILWAY SYSTEMS, TECHNOLOGIES AND OPERATIONS ACROSS THE WORLD CONTENTS DESIGN DETAILS OF RAILWAYS, RAILROADS AND METROS.......................................15 1.1. Introduction ............................................................................................................................................... 15 1.2. Deadman .................................................................................................................................................... 15 1.3. Couplers ..................................................................................................................................................... 15 1.4. Fully Automatic Couplers ........................................................................................................................... 20 1.5. Doors .......................................................................................................................................................... 23 1.6. Air Conditioning ......................................................................................................................................... 25 1.7. Escalator Steps ........................................................................................................................................... 26 1.8 Escalator Locations ...................................................................................................................................... 28 1.9. Suicide Pits ................................................................................................................................................
    [Show full text]
  • Model Engineers ❖❖
    THE ORIGINORIGINALAL MMAGAZINEAGAZINE FOR MODEL ENGINEERS ❖❖ Vol. 226 No. 4654 18 - 31 December 2020 Join our online community www.model-engineer.co.uk Index to volume 225 Christmas TTaleale PP22 Frames COVER FEAFEATURETURE ENGINEERING GROUP LBSC and TToyoy TTrainsrains £4.20 Published by MyTimeMedia Ltd. Suite 25S, Eden House, Enterprise Way, Edenbridge, Kent TN8 6HF www.model-engineer.co.uk 41 24 SUBSCRIPTIONS UK - New, Renewals & Enquiries Tel: 0344 243 9023 Email: [email protected] USA & CANADA - New, Renewals & Enquiries Tel: (001)-866-647-9191 REST OF WORLD - New, Renewals & Enquiries Tel: +44 1604 828 748 Email: [email protected] Vol. 226 No. 4654 18 - 31 December 2020 CURRENT AND BACK ISSUES Tel: 01795 662976 Website: www.mags-uk.com EDITORIAL Editor: Martin R Evans Tel: +44 (0)7710 192953 8 SMOKE RINGS 26 MAKING A STAND THAT News, views and comment on Email: [email protected] WILL MAKE YOUR MODEL Assistant Editor: Diane Carney the world of model engineering. STEAM ENGINES PROUD Club News Editor: Geoff Theasby Luker lines his locos up on ledges. 9 HOT AIR TOY LOCOMOTIVES PRODUCTION Roger Backhouse takes LBSC 29 INDEX TO VOLUME 225 Designer: Yvette Green back to his childhood. Illustrator: Grahame Chambers Retouching Manager: Brian Vickers 33 150 YEARS OF THE QUARRY Ad Production: Andy Tompkins 12 GRASSHOPPER HUNSLET DYNASTY HAULAGE ENGINE Mark Smithers celebrates 150 years of one of ADVERTISING Stewart Hart makes a model of a haulage the best known small locomotive manufacturers. Advertising Sales Executive: Angela Price engine displayed in the Manchester Email: [email protected] Museum of Science and Industry.
    [Show full text]
  • 2.02 Brake Simulation Data
    Brake Simulation Data Release version 1.0 (2007-12-20) BRAKE SIMULATION DATA..........................................................................1 1 INTRODUCTION ......................................................................................4 2 BRAKE SIMULATION DATA.......................................................................5 2.1 Loco Only Brake Blueprint ...............................................................................................5 2.1.1 Loco Only Steam Brake Data Blueprint .......................................................................5 2.1.1.1 Equipment Type .................................................................................................................5 2.1.1.2 Max Force Percent of Vehicle Weight ................................................................................5 2.1.1.3 Control ...............................................................................................................................6 2.1.1.4 Handbrake ..........................................................................................................................7 2.1.1.5 Max Release Rate ............................................................................................................... 7 2.1.1.6 Max Application Rate ......................................................................................................... 7 2.1.1.7 Max Cylinder Pressure ....................................................................................................... 7 2.1.1.8
    [Show full text]
  • The Design of the Proposed 5AT High-Speed 4-6-0 Locomotive
    The Design of the Proposed 5AT High-speed 4-6-0 Locomotive by D. Wardale, B.Sc.(Mech. Eng.) 1. The aim of this paper is to set down the rationale behind the concept and principal details of the 5AT. 2. Origin. The genesis of the 5AT was an example given in the present writer’s 1998 book The Red Devil and Other Tales from the Age of Steam showing to what degree the performance of 1950’s steam traction could have surpassed that of contemporary BR locomotives by better design. The Class 5 4-6-0 was taken as the quintessential latter-day British type, and performance curves estimated from results achieved on the South African Railways with rebuilt 4-8-4 No. 3450 were given showing that this relatively small locomotive could have delivered some 25% more drawbar power than larger 4-6-2’s if its detail design had been improved according to then-available knowledge. The first important factor is thus established, i.e. significantly better performance can be obtained from a given mass of hardware than hitherto thought possible, this corresponding to the general trend in power generation engineering and allowing smaller locomotives for a given duty. From the power capacity viewpoint, such a medium-size 4-6-0 would have been more than adequate for any former 4-6-2 duty. 3. This idea was aired in the article Whither Steam Now? (Steam Railway magazine, April 1998) when it was suggested that steam would have to improve if it was to continue indefinitely in mainline excursion service on a railway where operating standards are, of necessity, becoming ever more stringent.
    [Show full text]
  • A Diesel Locomotive Is a Type of Railway Locomotive in Which the Prime Mover Is a Diesel Engine
    A diesel locomotive is a type of railway locomotive in which the prime mover is a diesel engine. Several types of diesel locomotive have been developed, differing mainly in the means by which mechanical power is conveyed to the driving wheels (drivers). The InterCity 125, the current confirmed record holder as the fastest diesel-powered train at 148 mph (238 km/h); is made up of two power cars, one at each end of a fixed formation of carriages; capable of 125 mph (201 km/h) in regular service. Twin-section diesel locomotive 2M62M-1198(rebuilt with CAT engines), near Kyviškės, Lithuania. Contents [hide] 1 Overview 2 History o 2.1 Adaptation of the diesel engine for rail use o 2.2 Advance of diesel traction in USA o 2.3 Early diesel locomotives and railcars in Europe o 2.4 Early diesel locomotives and railcars in Asia o 2.5 Early diesel locomotives and railcars in Australia 3 Diesel’s advantages over steam 4 Transmission types o 4.1 Diesel-mechanical o 4.2 Diesel-electric o 4.3 Diesel-hydraulic o 4.4 Diesel-steam o 4.5 Diesel-pneumatic 5 Multiple-unit operation o 5.1 Cab arrangements o 5.2 Cow-calf 6 Flameproof diesel locomotive 7 Lights 8 Environmental impact o 8.1 Mitigation 9 See also 10 References o 10.1 Sources 11 External links Overview[edit] This section does not cite any references or sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.
    [Show full text]
  • Derailment. Milton
    MINISTRY OF TRANSPORT AND CIVIL AVIATION RAILWAY ACCIDENTS Report on the Derailment which occurred on 20th November 1955 at Milton (near Didcot) in the Western Region British Railways LONDON: HER MAJESTY'S STATIONERY OFFICE 19 5 6 CONTENTS Page INTRODUCTORY ... ... ... ... ... ... ... ... ... ... I. SUMMARY OF EVENTS ... ... ... ... ... ... ... ... 11. DESCRIPTION OF ENGINE AND TRAIN ...... ... ... ... ..., III. DESCRIPTION OF THE ROUTE, SITE AND SIGNALLING ... ... ... IV. DESCRIPTION OF THE TRACK AND EFFECTS OF THE DERAILMENT V. COURSE OF THE DERAILMENT ...... ... ... ... ... VI. CONDITION OF THE ENGINE AFTER THE ACCIDENT ... ... VII. THE AUTOMATIC TRAIN CONTROL EQUIPMENT ...... ... VIII. RULES AND REGULATIONS ...... ... ... ... ... ... 1X. EVIDENCE ... ... ... ... ... ... ... ... ... X. TESTING OF THE AUTOMATIC TRAIN CONTROL EQUIPMENT ... XI. SPEED TESTS ... ... ... ... ... ... ... ... ... XII. VIEW OF THE SIGNALS ... ... ... ... ... ... ... XIII. CONCLUSION ... ... ... ... ... ... ... ... ... XIV. REMARKS AND RECOMMENDATIONS APPENDIX: I. RESTRICTlONS AND DIVERSIONS. 11. TIMINGS OF THE EXCURSION TRAIN. m. THE AUTOMATIC TRAIN CONTROL EQUIPMENT. IV. EXTRACTS FROM RULES AND REGULATIONS (WESTERN REGION) DRAWINGS: Fig. 1. Location Plan. \ Fig. 2. General Plan. Fig. 3. Profile of Up Main and Up Loop Home Signals Milton. Fig. 4. Engine No. 70026--Class 7. Fig. 5. Enlargement showing results of derailment. Fig. 6. Marks of derailment through crossover No. 22. Fig. 7. Record of trial run on 9th December, 1955. Fig. 8. Perspective drawing of Western Region Automatic Train Control Cab Apparatus. Fig. 9. Diagram of Western Region A.T.C. apparatus. MINISTRYOF TRANSPORTAND CIVILAVIATION. Berkeley Square House, London, W. 1. 26th March, 1956. SIR, I have the honour to report for the information of the Minister of Transport and Civil Aviation, in accordance with the Order of 22nd November, 1955, the result of my Inquiry into the derailment which occurred at about 1.13 pm.
    [Show full text]
  • Brake System Design Optimization Volume L a Survey and Assessment
    REPORT NO. FRA/ORD-78/20, I BRAKE SYSTEM DESIGN OPTIMIZATION Volume I: A Survey and Assessment L.L. Eshelman C.C. Shelleman J.P. Henderson A.T. Kearney, Inc. 100 South Wacker Drive Chicago IL 60606 JUNE 1978 FINAL REPORT DOCUMENT IS AVAILABLE TO THE U.S. PUBLIC THROUGH THE NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD, VIRGINIA 22161 Prepared for U.S. DEPARTMENT OF TRANSPORTATION FEDERAL RAILROAD ADMINISTRATION Office of Research and Development Washington DC 20590 05 - Braking Systems NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern­ ment assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse pro­ ducts or manufacturers. Trade or manufacturers' names appear herein solely because they are con­ sid~red essential to the object of this report. Technical Report Documentation Page 1. Report No. 2. Govemment Accession No. 3. Recipient's Catalog No. FRA/ORD-78/20, I 4. Title and Subtitle 5. Report Date June 1978 BRAKF. SYSTEM DESIGN OPTIMIZATION 6. Performing Orgonizotion Code Volume I: A Survey and Assessment 1--::----,...,.---------------------------i B. ~erlorming Organization Report No. 7. Author's)L.L. Eshelman, C.C. Shelleman, DOT-TSC-FRA-78-1, I J.P. · Hen<;Ierson · · 1\ , 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) A. T. Kearney, Inc.* RR816/R8317 100 South Wacker Drive 11. Contract or Grant No. Chicago IL 60606 DOT-TSC-1040 13. Type of Report and Period Covered ~------------------------------------------------~12. Sponsoring Agency Name and Address Final Report U.S.
    [Show full text]
  • Vaccum Braking.Pdf
    Vaccum Brake System The vacuum brake is a braking system employed on trains and introduced in the mid-1860s. A variant, the automatic vacuum brake system, became almost universal in British train equipment and in those countries influenced by British practice. Vacuum brakes also enjoyed a brief period of adoption in the USA, primarily on narrow gauge railroads. However, its limitations caused it to be progressively superseded by compressed air systems starting in the United Kingdom from the 1970s onward. The vacuum brake system is now obsolete; it is not in large-scale usage anywhere in the world, supplanted in the main by air brakes. Moving train contains energy, known as kinetic energy, which needs to be removed from the train in order to cause it to stop. The simplest way of doing this is to convert the energy into heat. The conversion is usually done by applying a contact material to the rotating wheels or to discs attached to the axles. The material creates friction and converts the kinetic energy into heat. The wheels slow down and eventually the train stops. The material used for braking is normally in the form of a block or pad.Vacuum brakes were a big step forward in train safety. Overview In the earliest days of railways, trains were slowed or stopped by the application of manually applied brakes on the locomotive and in brake vehicles through the train, and later by steam power brakes on locomotives. This was clearly unsatisfactory, but the technology of the time did not easily offer an improvement.
    [Show full text]