DOCSLIB.ORG

Failures of Locomotive Axles

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Failures of Locomotive Axles ASM Handbook, Volume 11: Failure Analysis and Prevention Copyright © 1986 ASM International® ASM Handbook Committee, p 715-727 All rights reserved. DOI:10.1361/asmhba0001822 www.asminternational.org Failures of Locomotive Axles George F. Vander Voort, Carpenter Technology Corporation FAILURES OF LOCOMOTIVE AXLES failed axle had tried to remove surface evidence Savannah and the Chicago & Northwestern caused by overheated traction-motor support of overheating. Also mentioned was earlier Railroads) with evidence of copper penetration. bearings are discussed in this article. These work that had been done on broken axles that The axle from the Macon, Dublin & Savannah failures are of interest because the analysis were overheated. In each of these cases, small Railroad had gross cracking with visible shows an example of what can be done when particles of bearing metal had penetrated the copper-colored material in the cracks. Spectro- the fracture face and origin are destroyed during axle in the overheated region. graphic analysis of samples from both axles the failure incident. In most failure analyses of In 1944, a review was published of railroad- containing copper penetration revealed that the broken components, it is generally assumed that car axle failures due to the absorption of molten major constituents were copper and lead with a conclusive results cannot be obtained if the copper (Ref 2). Most axle-journal failures oc­ minor amount of tin. These elements are the fracture and the fracture origin cannot be iden­ curred near the wheel hub, an area of high major constituents of the bronze friction bear­ tified and examined. In many failures this is stress and temperature. A broken axle was ing. The copper-penetration failure occurred in true. However, the failures described in this shown in which the fracture was not destroyed the following sequence: article possess some unique characteristics that after breakage had occurred. From the surface permit successful analysis despite the lack of a inward, the fracture surface was rough, indicat­ • The bearing surface was heated by friction preserved fracture face and origin. ing the depth of copper penetration. The central because of loss of lubrication Failures of locomotive axles due to over­ portion was smooth, indicative of a fatigue • The babbitt metal lining melts between heated friction bearings are rather common in fracture that ultimately led to failure. Color about 240 and 315 °C (465 and 600 °F) and the railroad industry and have been observed photomicrographs revealed a yellow grain- wets the surface, but penetration does not for more than 100 years. Because of this, such boundary copper phase. It was pointed out occur failures are usually diagnosed merely by visual that adequate lubrication is required to keep • The babbitt metal is displaced, possibly by inspection of the damage. Comprehensive me- the operating temperature of the contacting mechanical action or volatization tallographic studies, therefore, are not done and surface below the melting point of the bearing • The bronze backing is heated to its melting have not been accurately documented in the materials. point (900 to 925 °C, or 1650 to 1700 °F) open literature for many years. However, de­ Two reports were issued—one in 1947, the and penetrates the axle, causing failure tailed analysis of such failures reveals a number other in 1954—concerning copper-penetration of significant features. axle failures and the use of nondestructive In 1959, the New York Central Railroad testing to detect surface cracks in such failures Company studied copper penetration in over­ Background (Ref 3, 4). The 1947 paper (Ref 3) discusses heated journals (Ref 5). Two types of failures twist-off failures due to overheated bearings. were observed. The first type, referred to as a Friction bearings have been used for many This failure mode is referred to as a hot-box in burn-off, is indicative of a single continuous years and are perfectly adequate if they are railroad terminology. Almost all axle-journal heating to failure due to penetration of bearing lubricated. The bearing is essentially a bronze failures were claimed to be attributed to inter- metals into journals at elevated temperatures. cylinder lined with babbitt metal. Typically, the granular embrittlement of the steel by molten The second type, referred to as a cold break, bronze alloy composition is close to Cu-16Pb- brass or copper. The steel in contact with the also results from overheating, but is a two-stage 6Sn-3.5Zn, while the babbitt composition is bearing must be heated to a temperature above failure process. These fractures exhibit an outer usually Pb-3.5Sn-8-ll.5Sb. A window is cut the melting point of the brass journal bearing circumferential zone of irregular detail with into the bearing and packed with cotton waste, and must be under a stressed condition. Exper­ evidence of thermal checks and intergranular which trails down to an oil reservoir. Oil is iments were performed with 13-mm ('/2-in.) separation and an inner fracture zone typical of drawn up the wick during service to lubricate diam medium-carbon steel, loaded as cantilever a progressive-type fatigue fracture. In both the contacting surfaces. beams. Samples heated to 925 °C (1700 °F) ran cases, copper from the bronze-backed journal Friction-bearing failures due to overheating for hours without failure at 1750 rpm. How­ bearings was absorbed intergranularly into the have been examined by the metallurgist for ever, the instant they were wetted with molten hot steel journal. A surface analysis for copper many years. Perhaps the earliest example, doc­ brass, catastrophic failure occurred. These sam­ indicated that the copper content exceeded the umented in 1914, involved a failed Krupp ples were loaded above the yield point of the residual copper content of the steel to a depth of railroad axle (Ref 1). The study revealed a steel at 925 °C (1700 °F). Samples were also 1 mm (0.040 in.). A metallographic study rather complex crack pattern, evidence of ex­ treated in the same manner, but the load was confirmed the presence of grain-boundary cop­ posure to very high temperatures, and ruptures removed before complete rupture occurred. Mi­ per penetration in the affected surface layer. in the overheated region. Bronze bearing metal croscopic analysis showed that molten brass This work was subsequently published (Ref 6). was observed in the cracked surface region entered the steel in a narrow canyon at the An important source of information on located beneath the support bearing. The bear­ surface, then spread out in a delta pattern. copper-penetration failures is the reports of the ing metal was molten when it penetrated the The 1954 report (Ref 4) studied two failed Committee on Axle and Crank Pin Research, axle. In addition, the railroad that submitted the railroad axles (from the Macon, Dublin & formed at the 1949 annual meeting of the 716 / Manufactured Components and Assemblies Fig. 1 Fracture surface at the drive-wheel side of axle 1611 The 1952 AAR proceedings discussed stress measurements made on a new 140- x 250-mm (5'/2- X 10-in.) standard black-collar freight- car axle fabricated from AAR M-126-49, grade F, steel (Ref 9). Strain gages were placed at five locations, and the journal loads were 69 to 138 MPa (10 to 20 ksi), with speeds from 65 to 135 km/h (40 to 84 mph). Results showed that the dynamic stresses on the journals were very low, in most cases less than one-half the level of stress at the wheel seat. In this meeting, there was considerable discussion on the reuse of overheated axles. It was thought that if the bearing lining were melted out but surface cracks were not observed, the axle could be safely returned to service. However, when cracks were detected, it was thought that the axle surface could not be turned down to remove the crack with­ out going below the minimum allow­ able diameter. The Pennsylvania Railroad favored the scrapping of overheated axles when the babbitt metal was melted out. Experience indicated that about 90% of the overheated axles contained cracks that could not be turned out within the minimum diameter tolerance permitted. The expense of turning down all overheated axles when only 10% could be salvaged was con­ cluded to be unjustifiable. The Southern Rail­ way reported that 85% of its broken axles had been turned down previously, indicating that they had been overheated in earlier service. Removal of the cracking was concluded to be insufficient to guarantee that the axle was safe for additional service. The Atcheson, Topeka & Santa Fe Railroad reported on tests conducted using 19- to 25-mm (3/4- to 1-in.) diam minia­ ture journals that were heated, loaded, and subjected to melted bearing metal. The tests resulted in the type of break that 99 out of 100 burn-off journals show, and 99% of the journals exhibited copper penetration. Association of American Railroads (AAR). A copper are in contact, the steel is affected by The 1952 proceedings (Ref 10) contained major problem faced by this group concerned the copper and breaks sharply without a additional information on the Laudig iron- the decision to scrap or to recondition over­ reduction in diameter. The Atcheson, Topeka backed journal bearing that was developed to heated axles. Overheating can result from loss & Santa Fe Railroad reported that when an axle overcome the copper-penetration problem en­ of lubrication of either friction or roller that is necked down and elongated is inspected, countered with bronze-backed bearings. The bearings and possibly from other mechanical the brass is usually broken, and most of the Laudig journal bearing was recommended as an problems. Because the number of overheated journal brass is usually intact in the box.
Load more

Recommended publications
  • Failure of Wheel on Locomotive SCT 008 Near Fisher, South Australia
    Failure of wheel on locomotive SCTInsert 008 document title Locationnear Fisher, | Date South Australia | 28 May 2011 ATSB Transport Safety Report Investigation [InsertRail Occurrence Mode] Occurrence Investigation Investigation XX-YYYY-####RO -2011- 0 09 Final – 3 July 2013 Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Publishing information Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office: 62 Northbourne Avenue Canberra, Australian Capital Territory 2601 Telephone: 1800 020 616, from overseas +61 2 6257 4150 (24 hours) Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117, from overseas +61 2 6247 3117 Email: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2013 Ownership of intellectual property rights in this publication Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this publication is owned by the Commonwealth of Australia. Creative Commons licence With the exception of the Coat of Arms, ATSB logo, and photos and graphics in which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 3.0 Australia licence. Creative Commons Attribution 3.0 Australia Licence is a standard form license agreement that allows you to copy, distribute, transmit and adapt this publication provided that you attribute the work. The ATSB’s preference is that you attribute this publication (and any material sourced from it) using the following wording: Source: Australian Transport Safety Bureau Copyright in material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations.
    [Show full text]
  • Sali DIESEL-ELECTRIC LOCOMOTIVE Empresa Ferroviaria Andina S.A, Bolivia
    SALi DIESEL-ELECTRIC LOCOMOTIVE Empresa Ferroviaria Andina S.A, Bolivia At the end of 2017, the Andina-FCA Railway Company and Stadler Valencia signed a contract for the supply of the first three SALi locomotives to be used for freight transport services on its metric gauge railway network in Bolivia. SALi is a 6-axle diesel-electric locomotive with an ultra-lightweight design and with forefront technology, to successfully face the challenges entailed in operating on metre-gauge networks under conditions of great altitude (over 5,000 metres above sea-level) at a maximum speed of 100km/h, combining a high-power output at great altitude with reduced fuel consumption. It features 6 AC traction motors and two acoustic and heat-insulated driver’s cabs, to enhance comfort under extreme temperature conditions. Due to its design and performance, it is destined to become the benchmark locomotive of the Bioceanic Rail Integration Corridor which, crossing Bolivia, will link the Peruvian port of Ilo with the port of Santos, near Sao Paulo in Brazil. www.stadlerrail.com Stadler Rail Group Stadler Rail Valencia S.A. Ernst-Stadler-Strasse 1 Pol. Ind. Mediterráneo. Mitjera 6 CH-9565 Bussnang E-46550 Albuixech (Valencia) Phone +41 71 626 21 20 Phone +34 96 141 50 00 [email protected] [email protected] Technical features Vehicle data Technology – Based on proven models such as the EURO4000, UKLIGHT and Customer Empresa Ferroviaria Andina S.A EURODUAL. Region Bolivia – Suitable for operations at high altitude (over 5,000 m above
    [Show full text]
  • UKDUAL LOCOMOTIVE BRLL to Be Used by DRS, United Kingdom
    UKDUAL LOCOMOTIVE BRLL to be used by DRS, United Kingdom Beacon Rail Leasing Limited (BRLL) ordered 10 UKDUAL locomotives in August 2013 to be used by British operator Direct Rail Services (DRS) for both passenger and freight services. This locomotive – named Class 88 in the United Kingdom – is a dual-mode locomotive that can run on electrified lines under 25 kV AC overhead catenary with a power at rail of up to 4000 kW, but also has a diesel engine to run on non-electrified lines. It is a four-axle locomotive adapted to UK loading gauges, with AC/AC transmission and low axle load. It fully complies with all European standards regarding safety, emissions and environmental protection and with British regulations. The UKDUAL locomotive offers excellent flexibility to rail operators since the units can be operated on main lines as well as on secondary lines. www.stadlerrail.com Stadler Rail Group Stadler Rail Valencia S.A. Ernst-Stadler-Strasse 1 Pol. Ind. Mediterráneo. Mitjera 6 CH-9565 Bussnang E-46550 Albuixech (Valencia) Phone +41 71 626 21 20 Phone +34 96 141 50 00 [email protected] [email protected] Technical features Vehicle data Technology – Based on the UKLIGHT locomotive Customer BRLL/DRS – Multipurpose locomotive for passenger and freight Region United Kingdom applications Number of vehicles 10 – Adapted to UK gauges and regulations Commissioning 2017 – Caterpillar diesel engine C27 Stage IIB Locomotive type Dual-mode: electric/ – Electrical transmission manufacturer: ABB diesel-electric – AC traction
    [Show full text]
  • Effective 10/21/2016
    Association of American Railroads SAFETY AND OPERATIONS MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION A, PART I TABLES OF CONTENT Compiled under the direction of the Committees responsible for the subjects shown herein. EFFECTIVE 10/21/2016 Published by The Association of American Railroads 425 Third Street, SW., Washington, D.C. 20024 © Copyright Association of American Railroads Printed in U.S.A. EFFECTIVE 10/21/2016 EFFECTIVE Copyright © 2016 by the Association of American Railroads (AAR) Safety and Operations 425 Third Street SW Suite 1000 Washington, DC 20024 All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to promote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR. AAR Manual of Standards and Recommended Practices Tables of Content ORDERING INFORMATION Copies of the various sections of this manual can be obtained as follows: ORDERS FOR Publications Department PUBLICATIONS Transportation Technology Center, Inc. P.O. Box 11130 55500 DOT Road Pueblo, CO 81001 Email: [email protected] Phone: Toll-free 877-999-8824, Direct 719-584-0538 Fax: 719-584-7157 TTCI Web page: http://www.aar.com Online ordering: http://www.aarpublications.com/ CIRCULAR Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in LETTER hardcopy or electronic format (online access via AAR’s Web page at http://aarcirculars.aar.org.
    [Show full text]
  • FERRMED LOCOMOTIVE CONCEPT STUDY 1 2.Pdf
    FERRMED FREIGHT LOCOMOTIVE CONCEPT STUDY By: TABLE OF CONTENTS 1 INTRODUCTION .................................................................................................................... 4 1.1 What is FERRMED? ....................................................................................................... 4 1.2 FERRMED Objectives .................................................................................................... 5 1.3 The FERRMED Standards.............................................................................................. 5 2 EXECUTIVE SUMMARY ....................................................................................................... 7 3 EUROPEAN NETWORK CHARACTERISTICS .................................................................... 9 4 INTEROPERABILITY AND CROSS-ACCEPTANCE .......................................................... 12 4.1 Interoperability .............................................................................................................. 12 4.2 ERTMS.......................................................................................................................... 18 4.3 Cross-Acceptance ......................................................................................................... 21 5 STATE-OF-THE-ART WORLDWIDE LOCOMOTIVES ....................................................... 23 6 REQUIRED STARTING TRACTIVE EFFORT AND POWER TO HAUL “FERRMED TRAINS” .....................................................................................................................................
    [Show full text]
  • 1976 Technical Documentation Locomotive Truck Hunting M.Pdf
    TECHNICAL DOCUMENTATION LOCOMOTIVE TRUCK HUNTING MODEL V. K. Garg OHO G. C. Martin P. W. Hartmann J. G. Tolomei mnnnn irnational Government-Industry 04 - Locomotives ch Program on Track Train Dynamics R-219 TE C H N IC A L DOCUMENTATION rnn nnn LOCOMOTIVE TRUCK HUNTING MODEL V. K. Garg G. C. Martin P. W. Hartmann a a J. G. Tolomei dD 11 TT|[inr i3^1 i i H§ic§ An International Government-Industry Research Program on Track Train Dynamics Chairman L. A. Peterson J. L. Cann Director Vice President Office of Rail Safety Research Steering Operation and Maintenance Federal Railroad Administration Canadian National Railways G. E. Reed Vice Chairman Director Committee W. J. Harris, Jr. Railroad Sales Vice President AMCAR Division Research and Test Department ACF Industries Association of American Railroads D. V. Sartore or the E. F. Lind Chief Engineer Design Project Director-Phase I Burlington Northern, Inc. Track Train Dynamics Southern Pacific Transportation Co. P. S. Settle Tack Tain President M. D. Armstrong Railway Maintenance Corporation Chairman Transportation Development Agency W. W. Simpson Dynamics Canadian Ministry of Transport Vice President Engineering W. S. Autrey Southern Railway System Chief Engineer Atchison, Topeka & Santa Fe Railway Co. W. S. Smith Vice President and M. W. Beilis Director of Transportation Manager General Mills, Inc. Locomotive Engineering General Electric Company J. B. Stauffer Director M. Ephraim Transportation Test Center Chief Engineer Federal Railroad Administration Electro Motive Division General Motors Corporation R. D. Spence (Chairman) J. G. German President Vice President ConRail Engineering Missouri Pacific Co. L. S. Crane (Chairman) President and Chief W.
    [Show full text]
  • Hydrogen-Rail (Hydrail) Development
    H2@Rail Workshop Hydrogen-Rail (hydrail) Development Andreas Hoffrichter, PhD Burkhardt Professor in Railway Management Executive Director of the Center for Railway Research and Education [email protected] H2@Rail Workshop, Lansing, MI March 27, 2019 Contents • Current rail energy consumption and emissions • Hybrids • Primary power plant efficiencies • Hydrail development • Past and on-going research - 2 - Michigan State University, 2019 Current Rail Energy Efficiency and GHG DOT (2018), ORNL (2018) - 3 - Michigan State University, 2019 Regulated Exhaust Emissions • The US Environmental Protection Agency (EPA) has regulated the exhaust emissions from locomotives • Four different tiers, depending on construction year of locomotive • Increasingly stringent emission reduction requirements • Tier 5 is now in discussion (see next slide) • Achieving Tier 4 was already very challenging for manufacturers (EPA, 2016) - 4 - Michigan State University, 2019 Proposed Tier 5 Emission Regulation • California proposed rail emission regulation to be adopted at the federal level (California Air Resources Board, 2017) - 5 - Michigan State University, 2019 Class I Railroad Fuel Cost 2016 (AAR, 2017) • Interest from railways in alternatives high when diesel cost high, interest low when diesel cost low • When diesel cost are high, often fuel surcharges introduced to shippers • Average railroad diesel price for the last 10 years ~US$2.50 per gallon (AAR, 2017) - 6 - Michigan State University, 2019 Dynamic Braking • Traction motors are used as generators • Generated electricity is: – Converted to heat in resistors, called rheostatic braking – Fed back into wayside infrastructure or stored on-board of train, called regenerative braking • Reduces brake shoe/pad wear, e.g., replacement every 18 month rather than every18 days (UK commuter train example) • Can reduces energy consumption.
    [Show full text]
  • Overview of Wheel/Rail Load Environment Caused by Freight Car Suspension Dynamics
    34 TRANSPORTATION RESEARCH RECORD 1241 Overview of Wheel/Rail Load Environment Caused by Freight Car Suspension Dynamics SEMIH KALAY AND ALBERT REINSCHMIDT It has been a well-established fact that excessive wheel/rail loads dynamic load factors that represent only the effects of max­ cause accelerated wheel/rail wear, truck component deterioration, imum dynamic load conditions (7). The most serious problem track damage, and increased potential for derailment. The eco­ with these types of assumptions is that they neither make any nomic and safety impact of the increased wheel rail loads can only distinction for the effects of suspension design used in differ­ be ascertained by a total characterization of the wheel/rail loads. In this paper, a comprehensive set of experimental results obtained ent types of freight cars nor describe the variety of track from on-track testing of conventional North American freight cars conditions found in revenue service. Ideally, for design of using both wayside and on-board measurement systems are pre­ track and fretgh:t car structures, a total description of the load sented. The particular emphasis is given to the wheel/rail loads spectra including low-frequency high-dynamic loads should resulting from suspension dynamics. The dynamic wheel/rail envi­ be used (8). ronment addressed in this paper is limited to dynamic performance Our purpose in this paper is to provide an overall under­ regimes such as rock-and-roll and pitch-and-bounce, hunting, and standing of the dynamic load environment encountered under curving. The strong dependence of the dynamic response of a railway vehicle on a truck suspension system has been illustrated typical North American freight cars.
    [Show full text]
  • Freight Rail & Preserving the Environment
    Freight Rail & Preserving the Environment Preserving the environment and addressing climate change is a responsibility railroads take seriously. As a backbone of the U.S. economy for the last two centuries, freight railroads have evolved to provide efficient and advanced transportation solutions to American businesses and consumers. Today’s railroads continue to modernize their operations to meet tomorrow’s challenges, including improvements that increase efficiency and benefit the environment. • Less Greenhouse Gas Emissions: Greenhouse gas emissions are directly related to fuel consumption. Freight railroads account for just 0.5% of total U.S. greenhouse gas emissions, according to EPA data, and just 1.9% of transportation-related greenhouse gas emissions. • More Fuel Efficient: Freight rail is ahead of other land modes of surface transportation when it comes to limiting its carbon footprint. U.S. freight railroads, on average, move one ton of freight more than 480 miles per gallon of fuel. • Sustainable Choice: AAR analysis of federal data finds: If 25% of the truck traffic moving at least 750 miles went by rail instead, annual greenhouse gas emissions would fall by approximately 13.1 million tons; If 50% of the truck traffic moving at least 750 miles went by rail instead, greenhouse gas emissions would fall by approximately 26.2 million tons. • Holistic Approach: From advanced locomotive technology to zero-emission cranes, freight railroads leverage technology across their operations to limit their impact on the environment. In 2020 alone, U.S. freight railroads consumed 675 million fewer gallons of fuel and emitted 7.6 million fewer tons of carbon dioxide than they would have if their fuel efficiency had remained constant since 2000.
    [Show full text]
  • Norfolk Southern: Locomotive Hydrogen Fuel Perspective
    Norfolk Southern – Locomotive Hydrogen Fuel Perspective Mark Duve Manager – Locomotive Engineering March 27, 2019 Norfolk Southern - Fast Facts • 19,500 route miles in 22 states and District of Columbia • 26,000 employees • 7.9 Million cars and intermodal Units (2018) • 61,000 Freight Cars • 3,400 Locomotives Locomotives • Two Major Locomotives Types – Road – 2241 units Road – Yard and Local – 1171 (61%) units Yard and Local (39%) Road Locomotives • Used on intermodal trains, unit trains and major freight trains between terminals • High Horsepower – 4000 to 4400 • Weigh 415,000 to 432,000 pounds • Majority of fleet built since the year 2000 • Life expectancy 20 to 30 years Yard and Local Locomotives • Used in rail yards and on local trains to spot cars at industries • Lower horsepower (2000-3000 hp) • Lighter weight 250,000 – 390,000 lbs. • Grouped into 4 and 6 axles • Average age 29 years • Low cost Maintenance • Very Reliable EMD SD40-2 A Typical 6 Axle Yard and Local Locomotive Norfolk Southern Repower Successes • Georgia (GA EPD/GDOT –Grant) – Atlanta - • 10 GP33ECO Mother/Slug sets • 8 SD33ECO Mothers & 2 slugs – Rome • 1 GP33ECO Mother & Slug – Macon • 6 SD33ECO Mothers & 2 slugs • Illinois (CMAP Grant) – Chicago • 15 GP33ECO Mothers & 3 Slugs • Pennsylvania (SW PA Commission Grant) – Pittsburgh • 2 GP33ECO Mothers & Slug sets Locomotive Slug • Slug - Engineless locomotive that gets power from a mother locomotive • Provides extra tractive effort at lows speeds • Very suitable for switching service • Reduces the need of powered locomotive where 2 locos are Slug under construction at NS Juniata Shops needed for switching ECO Locomotive Repower – Norfolk Southern – Juniata Shops • Fuel Savings do NOT justify repowering – 75+ year payback • Funding through Public/Private partnerships (70/30 split) • Funding determined by $/Ton of emissions savings NS 999 Electric Switcher .
    [Show full text]
  • 4294 Cab-In-Front Articulated Locomotive
    #4165 passing near Mt. Shasta in Northern California, 1943. # 4294 Cab-In-Front Articulated Locomotive A National Historic Mechanical Engineering Landmark The American Society of Mechanical Engineers May 7, 1981 California State Railroad Museum Sacramento, California Southern Pacific #4294 as photographed in 1944. Southern Pacific #4294, a locomotives on the Southern Pacific dur- ing their time. They were fast—capable 4-8-8-2 cab-in-front articulated The 4-8-8-2 of attaining speeds of 70 miles per hour. locomotive, is the sole surviving These locomotives were used to haul Some people called the 4-8-8-2s heavy freight and passenger trains over steam locomotive of its type. “back-up” locomotives; others called the steep grades in the Sierra and Cas- This engine is the culmination of them “cab-in-front.” However, their cor- cade Mountains. On the Overland Route rect designation was “Articulated-Con- they pulled the Overland Limited, San a series of steam locomotive solidation” or “A-C” for short. They Francisco Challenger and Pacific Limited designs and developments that were numbered from 4100 to 4294. up the Sierra. grew out of the ever expanding Southern Pacific was the only major The Southern Pacific’s Roseville— Sparks Sierra Crossing, built initially as a need for power, speed and railroad in this country to use steam locomotives with the cab in front. This single track railroad in 1869, reached full tractive effort. design concept allowed the engineer and capacity in 1908. At that time serious fireman to see further down the track and consideration had to be given to increas- contributed to greater safety around ing that capacity.
    [Show full text]
  • Association of American Railroads Chicago Technical Center
    ASSOCIATION OF AMERICAN RAILROADS CHICAGO TECHNICAL CENTER R AILROAD W HEEL D YNAMOMETER THE AMERICAN SOCIETY of MECHANICAL ENGINEERS 91 st NATIONAL HISTORIC MECHANICAL ENGINEERING LANDMARK Nov. 29, 1988 AMERICAN SOCIETY OF MECHANICAL ENGINEERS RAIL TRANSPORTATION DIVISION CHICAGO SECTION, REGION VI NATIONAL HISTORIC MECHANICAL ENGINEERING LANDMARK RAILROAD WHEEL DYNAMOMETER ASSOCIATION OF AMERICAN RAILROADS 1955 THIS INERTIA DYNAMOMETER TESTS RAILROAD WHEELS UNDER CONTROLLED CONDITIONS EXCEEDING NORMAL SERVICE: (A) MAXIMUM BRAKE SHOE FORCE OF 40,000 POUNDS; (B) SPEEDS UP TO 178 MPH; (C) THE LARGEST EQUIVALENT INERTIA WHEEL LOAD IN RAILROAD PRACTICE OF 127,000 POUNDS; (D) SIMULTANEOUSLY APPLYING LATERAL AND VERTICAL LOADS OF 15,000 POUNDS AND 60,000 POUNDS, RESPECTIVELY (A UNIQUE CAPABILITY). SPECIFICATION: JOSEPH M. WANDRISCO (US STEEL); DESIGN AND CONSTRUCTION SUPERVISION: REX C. SEANOR (ADAMSON UNITED). IN 1983 IT WAS MOVED FROM US STEEL TO THE AAR. COMPUTER CONTROL ADDED IN 1987. INTRODUCTION EARLIEST WHEEL AND SHOE DYNAMOMETERS The railroad wheel supports the car or locomotive On the Southern Pacific Railroad, every route into as it rolls on its tread along the rail and guides the California involves continuous heavy grade-braking for vehicle through curves and switches with its flange 20 to as long as 85 miles, as from the Sierra summit which projects outward from the tread. The cast or at Norden down to Roseville. To identify and cull out wrought steel wheel also acts as a brake drum. When inadequate wheel designs and manufacture, Southern brakes are applied, the brake shoes press against the Pacific designed and built the first known full-scale wheel tread, and through their rubbing friction slow wheel and braking dynamometer in 1891.
    [Show full text]