DOCSLIB.ORG

Locomotive Engine Driving

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

.UMWr '• .;.'.«.• .•.^•>.riiMfe|il^^^SHfr^ Pi 1 •iri^ p Eli I ^' . •-'• -*L - ,'5't.-- > / A* ,' Ss.^> ' rX t.*V **: '-^- ', i.4:. 4. •* 'j.jsefe' A v\ (aj o X \\ ."'eS' ^. ^>; .-'--^^ Loiid0n:Crost7-Iidfekwoo<i&C? ZSratioDers HaHCoiirt. LOCOMOTIVE ENGINE DRIVING A PRACTICAL MANUAL FOR ENGINEERS IN CHARGE OF LOCOMOTIVE ENGINES By MICHAEL EEYKOLDS MEMBER OF THE SOCIETY OF EXOIXEERS, FOUMERLY LOCOMOTIVE INSPECTOR LONDON, BRIGHTON, AND SODTH COAST RAILWAY EIGHTH EDITION COMPRISING, BESIDES OTHER ADDITIONAL MATTER A KEY TO THE LOCOMOTIVE ENGINE SSEith nttmcrotts lUustratimts gpiol];u. LONDON CROSBY LOCKWOOD AND SON 7, STATIONERS' HALL COURT, LTJDGATE HILL 1888 \_All rights reserved'] 1 J :i TO THE ENGINEMEN AND FIREMEN OF LOCOMOTIVE ENGINES THEOUGHOUT THE UNITED KINGDOM THIS WOEK IS AS A TRIBUTE OF EEGARD AND RESPECT BY THEIR SERVANT THE AUTHOB rrxv^^ PEEFACE. I AM ambitious to extend and improve the social condition of locomotive drivers by placing within their reach a standard test of capacity that will be unaffected by local or temporary prejudices, fancies, fashions, or accidental connections. It appears to me that our enginemen of to-day will be to those of the next century what " Puffing Billy " in 1825 is to the " Monarch of Speed " in 1877. I hold a very strong opinion that our enginemen may be stripped of old habits and customs by self-help and self-reliance, and developed into a high state of efficiency. In carrying out such a measure of progress, difficulties, no doubt, which usually attend the work of reformation, will crop up ; and many disappointments await the pioneer. The engine is ahead of the engineman—all the hard scheming, comparatively speaking, is done ; but the engineman remains where he was in George Stephenson's time, and his stationary condi- tion jars with his surroundings. I propose to introduce certificates for locomotive drivers, which will in my opinion be an efficacious method of cele- brating and crowning the great and mighty work of Stephen- son, who particularly watched over the craft (enginemen), and was, I am informed, in his element when he was with them. One can easily understand this, for he was hims-elf originally an engine-driver. By means of certificates of proficiency I hope to see the vocation of engine-driver brought up to the standard of what, Vi PREFACE. I think, Steplienson would have worked it to, tiad he lived longer. He would have made every possible provision for the recognition of ability, and for giving enginemen a fair opportunity of advancing with the engine and with the times. By such means each man would develop the brightest tints of his nature ; and I see no reason why such anticipations should not come to maturity in the region of fact. The life of engine -driving has in recent years undergone great changes for the better. In the improvements of engines and in personal comforts, introduced even during the last twenty years, locomotive enginemen may find much upon which to congratulate themselves. But—to summarise their experience—it has consisted of labour and bustle without progress. This unsatisfactory condition of things may, it is anticipated, be amended by the institution of certificates, with the encouragement of corresponding degrees of rank and of special uniforms. Certificates of examination afford a useful means of gauging a man's capacity, when one might otherwise be deceived by appearances. My object in writing this work has been to communicate that species of knowledge which it is necessary for an engine- driver to possess who aspires to take high rank on the foot- plate, and to win a certificate of the first class. In the first part the elements of the locomotive are described, the general working conditions are specified, the principles and methods of inspection are elaborately set forth, and the causes of failure are analyzed and exposed. Moreover, the various duties of an engine-driver, from the moment that he enters the running- shed until he returns to it, are completely but concisely explained ; whilst the duties and the training of a fireman are described with much detail, and the principles of the management of the fire—not an easy problem— are very fully investigated. With a brief notice of the arithmetical problems which most usually come within the range of an engine-driver's PREFACE. VII pra<itlce, the scientific principles of expansion, combustioDf &c., involved in his practice, are explained. Finally, the groundwork of examination for first-class, second-class, and third-class certificates of proficiency is succinctly set forth ; to which is added a carefully compiled collection of regulations for enginemen and firemen. Extracts from the General Acts of Parliament for the Regulation of Railways are added in an Appendix. Michael Reynolds. Bkighton: August, 1877. NOTE. I have had much, 'pleasure in revising the text of this ivork, the production of Mr. Reynolds. It contains a body of original carries with it the matter J in a fresh field of literature, which charm of novelty, as well as the more lasting attraction of solid utility. Many engineers will perceive in its pages the reflection of their own experience; and it may be questioned whether the business of a locomotive-engine driver could have been better presented, by a practical man, for the instruction of the engineers and firemoi of the United Kingdom. D. K. Clark. PEEFACE TO THE THIED EDITIO^^T. It is my high privilege to thank most sincerely locomotive engineers and firemen, the press and the public, for their help and patronage in making "Locomotive Driving" a practical success. Short of eight months since, the first edition was issued, to take its chance—to rise or fall. I sometimes fancied it Vlll PREFACE. would live and thrive ; at other seasons I thoasjht it would die by the "Gorgon visage of neglect," for in its manuscript form it was unheeded by some, and set aside by others ; and it had no friends. It was harshly judged, and wearily I wrapped it in brown paper, and laid it on a shelf, where it remained for a considerable length of time. But, when a lad, I had read of Columbus strolling as far as the gate cf the Convent Juan Perez de Marchena to talk with the Prior about the vast continent beyond the Atlantic, of the spheri- cal form of the earth, of the construction of maps, and of other subjects, and I remembered how the Prior " shut him up," and how it turned out in the end that the Prior was wrong—very much wrong—and Columbus was right. I never forgot the story. So I flung aside uncharitable thoughts, and fetched the manuscript down off the shelf, hoped for the best, and found a discriminating and active publisher. Result : Success. I have been blamed for writing : ft book —Found guilty of scattering light where there ivas no light. However, " Locomotive Driving," as is evi- dent from the great demand for the work, and from the large number of letters I have received from all parts of the globe—supplied a want, proved of assistance to many ; and this is my great reward. This, the third edition, like its predecessors, has been revised by Mr. D. K. Clark, the eminent author of " Railway Machinery," and other works. Much additional information is contained in this edition, more especially in the "Key to the Locomotive Engine," which wdll, I hope, bo of assistance to every person whose avocation necessitates a thorough knowledge of a locomotivo engine. I hope also that the other extra matter supplied will prove acceptable to the young engineer. It will, I be- lieve, materially assist him in mastering the technical language employed in the profession. Michael Reynolds. Bkighton : Mill/, 1878. ——— ————• CONTENTS. fAGS rNTRODUCTORY CHAPTER . , . r „ , . 1 PART I.—DESCRIPTION AND MANAGEMENT OF THE LOCOMOTIVE. Chapter I. General Description of the Locomotive: — Classification of Locomotives.—Tlie Boiler.—Barrel. —Fire- box Shell.—Fire-box.—Tubes. —Smoke-box.—Chimney. - Boiler-mountings.—Framing.—Cylinders.—Horn-blocks. Guide-bars. — Crank-shaft.—Excentrics.—Expansion-links. — Steam-pipe and Blast-pipe. —Feed-pumps.—Injector. Slide-valves.—Lead.—Lap.—Inside Lead.—Compression. Axle-boxes.— Springs.—Wheels.— Coupling-rods. — Brick Arch.—Fire-bai's. —Ash-pan. —Blower. — Sand-box. — Cab. —Tools, &c.—Tool-box.—Gauge-glasses . 8— 32 Chapter II, Detailed Description of the Locomotive, with Key : —The Express Locomotive, " Grosvenor," by Mr. W. Stroudley.—Frame.—Boiler. —Regulator.—Safety-valves. Gauge-glasses. —Cylinder and Valves.—Slide-bars. —Cylin- der-covers.—Pistons and Piston-rods.— Connecting-rod. —Valve-gear. — Excentrics. — Reversing-handle. — Crank- axle. —Wheels. — Axle-boxes. — Springs. — Feed-pumps. Lubrication. — Steam-brake. — Speed-indicator. —The Cah and its Fittings. —Workmanship. — Literal References. — Principal . Dimensions .... 33—56 Chapter III. Characteristics of Good-workixg Engines Performing Long Runs:—The "Pandora" Express, by Mr. John Ramsbottom.—Boiler. —Principal Dimensions. Express Locomotive, by Mr. Patrick Stirling. —Principal Dimensions and Weights.—Express Bogie Locomotive, by ——— ———— X CONTENTS. FACTE Mr. S. W. Johnson.—Differences of Sister-engines. —Free Running,—Steadiness and Safety .... 57—68 Chapter IV.—To set the Slide-valves . 69—71 Chapter V.—How to become a Model Engine-driver:— The Model Engine-driver. '— How successfal Driving is attained 72—78 PTER VI.-- Duties of an Engine-driver:—Rules ana Principles.- -The Notice Board.—Inspection of the Engine from the Foot-plate.—Inspection of the Engine over a Pit, in Shed.—Big-ends. — Little-ends. — Excenti-ics. — Inside Springs and Axle-boxes.—Gearing.—Glands. —Piston-rod, &c.—Ash-pan. — Smoke-box. — Brake. — Screw-shackle. Condition of the Fire in the Shed.—Examination after arriving in Shed ........ 79—91 Chapter VII. Duties and Trainino of a Fireman:—Train- ing Firemen.—Making up the Fire.—Oiling the Ma- chinery .........
Recommended publications
  • My,M~Lflijltl~Ffdu \'------­

    My,M~Lflijltl~Ffdu \'------­

    A Review of Rail Behavior u.s. Department Under Wheel/flail Impact Of Transportation Federal Railroad Administration Load ing ,/mY,M~lflijltl~ffDU \'---------­---- Office of Research and Development Washington DC 20590 D. R. Ahlbeck Batelle Columbus. Laboratories 505 King Avenue Columbus. Ohio 43201-2693 DOT -FRA-ORO-86-01 April 1986 This document IS avaliableto the DOT -TSC-FRA-85-5 Final Report Public through the National Technical Information Service, Springfield, Virginia 22161. RfPROOUCED BY NA Tl.ONAL TECHNICAL INFORMATION SERVICE u.s. DEPARTMENT OF COMMERCE SPRINGFiElD, VA. 22161 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse products of manufacturers. Trade of manufacturers'names appear herein solely because they are con­ sidered essential to the object of this report. a... - Technical Report Documentation Page I. Repo"No~---------------------r~2~.~G~0-v-.-r"-m-e-n-t~A-c-c-e'-I~io-n~N-o.~---------r~3-.~R~e-c~iP-i-en-t~·'~C-ot-o~lo-g-N--0.---------------, DOT-FRA-ORO-86-0l 4. Till. and Subtitle s. Reporr Dale April 1986 A REVIEW OF RAIL BEHAVIOR UNDER WHEEL/RAIL 6. Perform,ng Orgoni zalian Caoe IMPACT LOADING TSC/DTS-73 r-:;--:-7""~:----------------------------------------------------~ 8. P .rformi ng Orgoni zation Repo,' No. 7. Author'.) / D.R. Ahlbeck _pOT-~SC-FRA-85-5 9. P .,forming_ O,gani &a'ion Nom. and Addr.ss 10. Worlo Unit No, (TRAIS) Batelle Columbus Laboratories RR6l9/R6654 505 King Avenue 11.
  • The Locomotives of the Great Northern Railway, 1847-1910

    The Locomotives of the Great Northern Railway, 1847-1910

    [OCOMOTIVES of tl^e 11 Ix. C^ jtA. I North ern I LWAY ]^ J tmmtmmmmimmam i ¥Bwm \ inm miiminuviNH i m <i m mnmm THE UNIVERSITY OF ILLINOIS LIBRARY ie\0 OAK ST. HDSF THE LOCOMOTIVES OF THE GREAT NORTHERN RAILWAY. ¥ < ^ .r^ : j tP f. Mr. H. A. IVATT, M.i.Mech.E. Locomotive Engineer, Great Northern Railway. The Locomotives of The Great Northern Railway^ 1847^1910^ BY GEO. FREDK. BIRD. NEW AND REVISED EDITION, With 8 Full-page Illustrations and 121 Illustrations in the Text by the Author. ^I-I^- Published by the Locomotive Publishing Co., Ltd. 3, Amen Corner, London, E.G. I 9 I o . PRINTED BY PERCY LUND, HUMPHRIES AND CO., LTD., BRADFORD AND LONDON, FOR THE LOCOMOTIVE PUBLISHING CO., LTD., 3, AMEN CORNER, LONDON, E.C. Ok- PREFACE. V — CL> T N presenting a history of the various types of locomo- I tives have been constructed for the j which Great Northern the is aware of ,^^ Railway, compiler many .^ deficiencies in the work. So far from this being a history ^ of the line, the following pages cannot claim to comprise 1 more than a somewhat brief of loco- 1 anything catalogue J motives, many of which have earned fame in the annals of L railway development. To have dealt with them as fully as ^^ might be is not in the power of the compiler, and equally ?. beyond the limits of space allowable in a publication of this 'S' character. The utmost that can be urged is that, principally ^owing to the disinterested assistance of many kind friends, 0--the writer has been enabled to produce what is, so far as he ^ is aware, the first approximately complete list of the ^locomotives built for the Great Northern Railway from 'Oits opening as a small branch line in Lincolnshire until ^.
  • The Evolution of the Steam Locomotive, 1803 to 1898 (1899)

    The Evolution of the Steam Locomotive, 1803 to 1898 (1899)

    > g s J> ° "^ Q as : F7 lA-dh-**^) THE EVOLUTION OF THE STEAM LOCOMOTIVE (1803 to 1898.) BY Q. A. SEKON, Editor of the "Railway Magazine" and "Hallway Year Book, Author of "A History of the Great Western Railway," *•., 4*. SECOND EDITION (Enlarged). £on&on THE RAILWAY PUBLISHING CO., Ltd., 79 and 80, Temple Chambers, Temple Avenue, E.C. 1899. T3 in PKEFACE TO SECOND EDITION. When, ten days ago, the first copy of the " Evolution of the Steam Locomotive" was ready for sale, I did not expect to be called upon to write a preface for a new edition before 240 hours had expired. The author cannot but be gratified to know that the whole of the extremely large first edition was exhausted practically upon publication, and since many would-be readers are still unsupplied, the demand for another edition is pressing. Under these circumstances but slight modifications have been made in the original text, although additional particulars and illustrations have been inserted in the new edition. The new matter relates to the locomotives of the North Staffordshire, London., Tilbury, and Southend, Great Western, and London and North Western Railways. I sincerely thank the many correspondents who, in the few days that have elapsed since the publication: of the "Evolution of the , Steam Locomotive," have so readily assured me of - their hearty appreciation of the book. rj .;! G. A. SEKON. -! January, 1899. PREFACE TO FIRST EDITION. In connection with the marvellous growth of our railway system there is nothing of so paramount importance and interest as the evolution of the locomotive steam engine.
  • Derailment of a Passenger Train Near Clogwyn Y Gwin South Foot Crossing, Welsh Highland Railway, 10 June 2018 Important Safety Message

    Derailment of a Passenger Train Near Clogwyn Y Gwin South Foot Crossing, Welsh Highland Railway, 10 June 2018 Important Safety Message

    Derailment of a passenger train near Clogwyn y Gwin South foot crossing, Welsh Highland Railway, 10 June 2018 Important Safety Message This derailment demonstrates the importance of heritage railways ensuring that specific and appropriate inspections and checks are built into the vehicle maintenance and overhaul regimes to monitor the integrity of all safety critical components which could cause derailment in the event of failure, and also to ensure that such components are reassembled correctly after overhaul. This is of particular importance on narrow gauge lines and railways that operate in mountainous areas. Summary of the accident At approximately 12:15 hrs on 10 June 2018, a passenger train, travelling from Porthmadog to Caernarfon on the Welsh Highland Railway, became derailed close to Clogwyn y Gwin South footpath crossing. The crossing is approximately 0.75 miles (1.2 km) north of Rhyd Ddu station. The train was travelling at around the maximum permitted speed at this location of 10 mph (16 km/h). The leading wheelset of the locomotive derailed on a right-hand curve. The driver immediately applied the train’s brake and the train came to a stop in a distance of about 30 metres. The train was hauled by a ‘Garratt’ steam locomotive, number 143, and comprised nine coaches. There were 74 passengers and 7 members of staff on board the train. Rail Accident Investigation Branch Safety digest 06/2018: Clogwyn y Gwin Locomotive 143 at Rhyd Ddu station travelling in same direction (right to left of photograph) as at the time of derailment No injuries were reported amongst the passengers or crew.
  • Modeling China's — and Now Iowa's — Mighty QJ 2-10-2'S

    Modeling China's — and Now Iowa's — Mighty QJ 2-10-2'S

    February 2007, Volume 75, Number 9 Modeling China’s — and now Iowa’s — mighty QJ 2-10-2’s After being replaced by diesels in their home country of China, a few of these modern, heavy-duty steamers have found their way to the American Heartland / Robert D. Turner ntil the end of 2005 one last place remained on Earth where big steam locomotives in substantial numbers were running in regular freight and passenger service on a year- round basis. That place was northern China, and in particular the autonomous region U of Inner Mongolia, to the northwest of Beijing. There, on the JiTong Railway, (often written Ji-tong) a stable of rugged 2-10-2’s—coal-fired and fire breathing—were still racking up ton- miles every day in an uncompromising display of first-class railroading. These impressive machines were China’s QJ class locomotives. QJ is short for Qian Jin, or “Advancing.” It comes from the Chinese revolutionary slogan, “revolution is the locomotive pushing human history forward.” Revolutionary rhetoric aside, which I am sure loses something in the translation, it is fair to say that in years to come the QJ will be remembered as one of the most interesting and important types of steam locomotives developed in the 20th century. In fact, two now reside in North America, having been imported by Railroad Development Corporation in June of 2006. They were moved to the Iowa Interstate Railroad soon after their arrival and were operated on its rails over the weekend of September 14-17, 2006. I met my first QJ early in 2001 on China Rail just before they were retired, and then began to explore the JiTong Railway, where QJ’s were in abundance.
  • 15Th May 2017

    15Th May 2017

    £1.00 15th May 2017 Station Studio, 6 Summerleys Road, Princes Risborough, Bucks, HP27 9DT Tel: 01844 345158 Fax: 01844 274352 Email: [email protected] Web: www.grsuk.com Narrow Gauge Electric Locomotive Kits Prototype Locomotive kits Manufactured by GRS for both 45mm and 32mm gauges Tasmanian K class Beyer-Garratt 0-4-0+0-4-0 The first two Beyer-Garratt’s to be designed and built in Manchester in 1909 for the North -East Dundas Tramway line in Tasmania. They were unique amongst Garratts in being of the Compound type, a system not recommended by their designer, and having cylinders mounted at the inboard end of the power bogies. At the end of it’s service life, in 1947, K1 was repatriated to Gorton works where it was preserved until Beyer-Peacock closed the works in 1965. Now owned by the Ffestiniog railway and returned to service after an extensive restoration in 2004, K1 can now be seen at work on the Welsh Highland line. The kit is designed to be easy to build and comprises largely of a cast resin superstructure complemented by brass etches, sitting on top of two powered chassis of steel frames and brass stretchers which screw together with the addition of steel and Nickel-Silver valve gear. Length 512mm, Width 110mm, Height 175mm CMR250 K1 Beyer-Garratt loco kit 45mm Gauge CMR251 K1 Beyer-Garratt loco kit 32mm Gauge Campbeltown & Machrianish 0-6-2T Locomotive Andrew Barclay produced two of these locos in 1906/07 for the tourist passenger traffic on the remote Kintyre Peninsula railway.
  • Mechanical Track Deterioration Due Tolateral Geometry Irregularities

    Mechanical Track Deterioration Due Tolateral Geometry Irregularities

    THESIS FOR THE DEGREE OF LICENTIATE OF ENGINEERING IN SOLID AND STRUCTURAL MECHANICS Mechanical track deterioration due to lateral geometry irregularities KALLE KARTTUNEN Department of Applied Mechanics CHALMERS UNIVERSITY OF TECHNOLOGY G¨oteborg, Sweden 2012 Mechanical track deterioration due to lateral geometry irregularities KALLE KARTTUNEN c KALLE KARTTUNEN, 2012 Thesis for the degree of Licentiate of Engineering 2013:02 ISSN 1652-8565 Department of Applied Mechanics Chalmers University of Technology SE-412 96 G¨oteborg Sweden Telephone: +46 (0)31-772 1000 Cover: Predicted response of the outer wheel on the leading axle of a freight wagon with Y25- bogies negotiating a 438 metre radius curve. The solid line indicates predicted RCF damage (scale on the left axis) and the dotted line lateral position of wheel/rail contact point (scale on the right axis). Grey areas indicate predicted RCF (positive on the left vertical axis) or wear (negative) according to a wear number based criterion. Chalmers Reproservice G¨oteborg, Sweden 2012 Mechanical track deterioration due to lateral geometry irregularities Thesis for the degree of Licentiate of Engineering in Solid and Structural Mechanics KALLE KARTTUNEN Department of Applied Mechanics Chalmers University of Technology Abstract This thesis deals with how a degraded track geometry influences further degradation of the geometry and the formation of rolling contact fatigue (RCF) and wear of rails. The overall objective is optimisation of railway maintenance. For this, further understanding and quantification of the deterioration of track components are needed. Dynamic multibody simulations have been performed featuring different wagons, and a track with different curve radii and different levels of track geometry degradation.
  • Eksploatacja I Niezawodnosc – Maintenance and Reliability

    Eksploatacja I Niezawodnosc – Maintenance and Reliability

    Eksploatacja i Niezawodnosc – Maintenance and Reliability Volume 23 (2021), Issue 1 journal homepage: http://www.ein.org.pl Article citation info: Konowrocki R, Kalinowski D, Szolc T, Marczewski A. Identification of safety hazards and operating conditions of the low-floor tram with independently rotating wheels with various drive control algorithms. Eksploatacja i Niezawodnosc – Maintenance and Reliability 2021; 23 (1): 21–33, http://dx.doi.org/10.17531/ein.2021.1.3. Identification of safety hazards and operating conditions of the Indexed by: low-floor tram with independently rotating wheels with various drive control algorithms Robert Konowrockia,*, Dariusz Kalinowskia,b, Tomasz Szolca, Artur Marczewskib aInstitute of Fundamental Technological Research, Polish Academy of Sciences, ul. Pawińskiego 5b, 02-106 Warsaw, Poland bPESA Bydgoszcz SA, ul. Zygmunta Augusta 11, 85-082 Bydgoszcz, Poland Highlights Abstract • Bogies with independently rotating wheels in- The aim of the article is to develop a method for the analysis of tram dynamics related to crease travel comfort. safety during operation. To achieve this, a mathematical model of the vehicle represented by a multibody simulation MBS system is used. Models of tram with a classic and innova- • System of independently rotating wheels (IRW) tive drive, based on a system of independently rotating wheels on crank axles are analyzed. reducing the value of wheel-rail forces. A new configuration of an innovative drive control of the considered vehicle with the use • Higher efficiency of tram drive control through of braking of independent wheels is proposed. A new geometry of test track is presented. additional braking. During numerical investigation the values ​​of ‘Y’ leading forces of tram wheels with the con- • New geometry of simulational test track for light sidered innovative drive proved to be lower than in the corresponding vehicle with standard rail vehicles (LRVs).
  • On the Influence of Rail Vehicle Parameters on the Derailment Process and Its Consequences

    On the Influence of Rail Vehicle Parameters on the Derailment Process and Its Consequences

    DAN BRABIE on the Derailment Parameters Vehicle On the Influence of Rail and its Consequences Process TRITA AVE 2005:17 ISSN 1651-7660 ISBN 91-7283-806-X On the Influence of Rail Vehicle Parameters on the Derailment Process and its Consequences DAN BRABIE Licentiate Thesis in Railway Technology KTH 2005 KTH Stockholm, Sweden 2005 www.kth.se On the Influence of Rail Vehicle Parameters on the Derailment Process and its Consequences by Dan Brabie Licentiate Thesis TRITA AVE 2005:17 ISSN 1651-7660 ISBN 91-7283-806-X Postal Address Visiting address Telephone E-mail Royal Institute of Technology Teknikringen 8 +46 8 790 84 76 [email protected] Aeronautical and Vehicle Engineering Stockholm Fax Railway Technology +46 8 790 76 29 SE-100 44 Stockholm . Contents Contents.............................................................................................................................i Preface and acknowledgements.................................................................................... iii Abstract ............................................................................................................................v 1 Introduction.................................................................................................................1 1.1 Background information......................................................................................1 1.2 Previous research.................................................................................................1 1.3 Scope, structure and contribution of this thesis...................................................3
  • Tng 84 Summer 1979

    Tng 84 Summer 1979

    NARROW GAUGI RAlllAY SOCIITY Serving the narrow gauge world since 1951 SECRETARY MEMBERSHIP SECRETARY P.A. Slater, The Hole in The Wall, Bradley, Ashbourne, Derbys. TREASURER J.H. Steele, 32 Thistley Hough, Penkhull, Stoke-on-Trent, ST4 5HU. The Society was founded in 1951 to encourage interest in all forms of narrow gauge rail transport. Members interests cover every aspect of the construction, operation, history and modelling of narrow gauge railways throughout the world. Society members receive this magazine and Narrow Gauge News, a bi-monthly review of current events on the narrow gauge scene. An extensive library, locomotive records, and modelling information service are available to members. Meetings and visits are arranged by local areas based in Leeds, Leicester, London, Malvern, Stoke-on-Trent and Warrington. Annual subscription £4.50 due 1 st April. THI NARROW GAUGI ISSN 0142-5587 EDITOR M. Swift, 47 Birchington Avenue, Birchencliffe, Huddersfield, HD3 3RD. ASSISTANT EDITORS R.N. Redman, A. Neale. BACK NUMBER SALES Published quarterly by the Narrow Gauge Railway Society to record the history and development of narrow gauge rail transport. Our intention is to present a balanced, well illustrated publication, and the Editor welcomes original articles, photographs and drawings for consideration. Articles should preferably be written or typed with double spacing on one side of the paper only. The Editor appreciates a stamped addressed envelope if a reply is required. A range of back numbers, and binders for eight issues are available from the address above. Copyright of all material in this magazine remains vested in the authors and publisher.
  • Practical Scale Catalogue

    Practical Scale Catalogue

    Email: [email protected] Manufacturers and suppliers to the model engineering hobby www.pollymodelengineering.co.uk Polly Model Engineering Limited Tel: +44 115 9736700 Atlas Mills, Birchwood Avenue Fax: +44 115 9727251 Long Eaton NOTTINGHAM ENGLAND NG10 3ND Incorporating BRUCE ENGINEERING PRACTICAL SCALE CATALOGUE October 2012 Tel: 0115 9736700 Fax: 0115 9727251 Polly Model Engineering - Practical Scale – October 2012 1 Introduction: Practical Scale is the fine scale range of locomotive designs offered by Polly Model Engineering. These designs should not be confused with the well known locomotive kits. Designs are exclusive to Polly and include models in the popular scales of 3 ½”, 5” and 7 ¼” gauge. The general aim of Practical Scale has been to provide designs suitable for the 21 st Century where aspirations for fine scale models are very high, but experience, skill and facilities are not always available. Designs are produced by reputable designers with the majority being published in the model engineering press. We specialise in GWR designs, but the range includes locos from other railways, including SR, HR and MR. We offer a number of GWR standard parts also suitable for designs other than those listed. Wheel castings etc for other designs are also available, please enquire. The most well known of our designs is Penrhos Grange in 5” gauge, designed by Neville Evans and although an impressive GWR 4-6-0, this loco is relatively simple to build. In addition to the drawings and castings which might normally be supplied, there are a wide range of lost wax castings, laser cut parts and some machined parts available.
  • Southern Railway Locomotive Drawings and Microfilm Lists.Xlsx

    Southern Railway Locomotive Drawings and Microfilm Lists.Xlsx

    Southern Railway Microfilm Lists Description: These are a selection from the Southern Railway Works drawings collection deemed to be of particular interest to researchers and preserved railways. The cards are listed in two tables – a main list of drawings from each of the main works and a smaller list of sketches. There are 943 drawings in total. The main table of drawings has been sub-divided into the three constituent works of the former Southern Railway and British Rail (Southern Region). These were Ashford (formerly the South Eastern & Chatham Railway), Brighton (formerly the London, Brighton & South Coast Railway, both B and W series) and Eastleigh (formerly the London & South Western Railway and including the predecessor works at Nine Elms). There are 826 drawings in this series. Details in the tables are drawn directly from the originals. Further information may be obtained by cross-reference with the full list of surviving original drawings (locomotives only) or works registers. A small number of drawings are of poor quality and will not print out in fine detail. This has usually been indicated. Users of these aperture cards are advised that they should view the aperture cards before purchasing printed copies as there can be no guarantee that all details will be clearly visible. The tables as set out include all drawings copied up to the present. The majority are from locomotives, but there are some from carriage and wagons. At all the works these were drawn in the same numerical series. The listing of the original carriage and wagon drawings from the former Southern works is still at an early stage and there may therefore be additions to the available aperture cards in due course.