REPORT of SURVEY 1 Progress in Railway Mechanical Engineering, 1967-1968

REPORT OF SURVEY 1 Progress in Railway Mechanical Engineering, 1967-1968

Introduction the side post, and floor stringers are made of high density polyurethane [3]. DEVELOPMENTS in the carbuilding field continued at a Pullman-Standard has developed an atmosphere control sys- brisk pace even though there was a sharp decline in the purchasing tem (Figs. 5 and 6) which will both refrigerate and control the of uew equipment by the railroad industry. The trend to pro- oxygen content of the environmental air in an insulated railroad

duce specialized equipment designed to help the consignor and car. The Pullman-Standard system combines nitrogen storage Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 consignee in the loading and unloading of a specific commodity tanks, spray headers, and temperature sensing, and control equip- continues to dominate the development of new equipment. As ment, which are standard components of Linde's "Polarstream" the users of the railroad's service continue to approach their system with Pullman-Standard's specified orifice, heat exchanger, physical distribution problems on a total cost basis, this trend air motor, and fan to achieve the desired temperature and atmo- toward specialized equipment can be expected to continue, and spheric condition within the lading area. The sj'stem operates perhaps accelerate, in the near future. by releasing liquid nitrogen into the lading area. The nitrogen instantly vaporizes and absorbs heat in the lading air space. The orifice draws in outside air to maintain the desired oxygen New Freight Cars percentages in the lading area. By increasing the oxygen content Several new freight cars designed to facilitate the handling of a of the car, discoloration of the meat while in transit can be pre- specific commodity were introduced. Pullman-Standard, the vented. Canadian National Railways, and the Chicago, Burlington, and The Santa Fe, Burlington, and Great Northern railroads have Quincy Railroad have all introduced foam insulated freight cars placed in service a high-cube, canopied, depressed center flatcar designed to facilitate the handling of commodities requiring a to carry cockpit and nose assemblies for Boeing's huge 747 jet specific temperature while in transit. The Pullman-Stanclard- airplanes (Fig. 7). The freight car, which is termed "the world's built, 60-ft, insulated boxcar (Fig. 1) uses foamed-in-place largest freight car," with a capacity of 10,700 cu ft, was polyurethane insulation. The polyurethane insulation is es- manufactured by the St. Paul Foundry and Manufacturing Com- sentially a 5-in. blanket capable of holding a specific temperature pany. The car, fitted with special interior holding devices de- within specified limits for seven days [l].2 signed specifically for Boeing 747 nose assemblies, measures 61 ft The Canadian National's version of a foam-insulated refrigera- 8 in. in length, 19 ft 2 in. in height above the rails, and has a tor car (Fig. 2) also uses foamed-in-place polyurethane insulation breadth of 12 ft 10 in. [4], to envelop the car. Because the floor is predominantly sup- Greenville Steel Car has designed and built a flatcar to carry ported by the polyurethane insulation, the foam becomes part of hot steel coils of different sizes without bracing (Fig. 8). The the cars structural support system allowing the use of wood and 75,000-lb coil car basically consists of heavy sills supporting other heat loss material to be held to a minimum. The tempera- the trough between them. The all steel trough is designed to ture control system can maintain temperatures ranging from —10 accommodate coils ranging in diameter from 36 to 84 in. and with deg F to 70 deg F, no matter what the outside temperature. The temperatures up to 800 deg F [5], heat saving feature of the car will enable the car to operate long The Thrall Car Manufacturing Company introduced a bulk- distances without servicing even if a mechanical failure should oc- head center beam flatcar designed to handle commodities such cur en route. The car is so well insulated it may eliminate the as lumber, pipe, gypsum, steel, and containers (Fig. 9). The 100- need for refrigeration or heating units for many types of traffic [2], ton car features a deep above deck structure located on its longi- The foam-insulated car developed by the Burlington Railroad tudinal center line and extending full length between its 11-ft (Figs. 3 and 4) is a refrigerator car using liquid nitrogen as a cool- bulkheads. The deep beam section serves the same purpose as ant. The Polarstream process uses liquid nitrogen in carefully the below deck center sill in conventional cars, but permits a regulated amounts to both cool the car and induce a low oxygen reduction of 20,000 lbs on the cars light, weight. Because the atmosphere designed to impede product deterioration. Equip- 11-ft beam structure pitches inward from its broadest point at ment installed in the car's engine compartment includes a 1200- deck level, and since the deck itself is also pitched to form a 90-deg gallon 8100-lb capacity liquid nitrogen storage tank, a flow angle with the beam, the car has exceptional lateral load retention. regulator, and temperature control devices. Nitrogen is released In May 1965, a deep beam STRONGBACK® 70-ton bulkhead into the car through small perforated pipes attached to the center car was introduced by Transport Leasing. However, unlike meat rail running the full length of the car. The nitrogen supply the Thrall car's 11-ft beam, the Transport Leasing car's center will last from origin to destination mainly because the car has a beam rises only 2 ft 4 in. above the deck, and a portion of it low heat loss. The low heat loss is possible because 5 in. of is located below the deck [6]. polyurethane insulation enclose the car. Also there are 48 per- A new extra wide auto rack car for transporting automobiles cent fewer conductive parts in the walls, roof and floors because and trucks was developed by the Southern Railway and Paragon Bridge & Steel (Fig. 10). The 89-ft 4-in. standard level flatcars are fitted with auto racks having a. breadth between curbing ' Chairman, N. E. Bateson; members, R. L. Lich and P. H. Baker. angles on their upper levels of 113 in.—a full 13 in. greater The survey covers the period September 1, 1967, to September 1, 1968. than that of earlier racks. The new rack gains the added 13 2 Numbers in brackets designate References at end of paper. in. of deck width by extending its curbing angles out to be- Contributed by the Railroad Division and presented at the yond the outer surfaces of the vertical side posts. By redesigning Winter Annual Meeting, New York, N. Y., December 1-5, 196S, of the column supports at the car's side sills, the width of the loading THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS. Manuscript re- area on the first level has been increased from 94 to 99 in. ceived at ASME Headquarters, September IS, 1968. Paper No. 68—WA/RR-9. In addition to the extra width, this new rack has each end of the

Journal of Engineering for Industry Copyright © 1969 by ASME AUGUST 1 9 6 9 / 857 Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 method of physical distribution. Although this car is similar in basic design to ACF's center flow dry bulk commodities car, this new car uses low-pressure air (5 psi versus 15 psi of previous models) to discharge its cargo into local delivery trucks or into a plant storage system. This low pressure differential car is lighter in weight and can belter accommodate a greater variety of bulk commodities such as flour and dry chemicals. Materials can be discharged by vacuum and gravity as well as by pressure [9]. A new composite steel and aluminum triple-hopper covered hopper car has been designed by Magor Railcar Division of Fruehauf Corporation (Fig. 13). The principle used in developing this design has been to have an aluminum container mechani- cally fastened to a steel underframe. Additionally, the interior of the car has been improved by curving intersecting surfaces to prevent lading retention in corners and valleys. National Steel Car has built 120 covered ore cars to transport iron ore for the Canadian National and Ontario Northland rail- Fig. 2 ways (Fig. 14). These 100-ton ore cars have no center sills, trans- mitting draft and buffing forces through the tubular steel bodies. At the mine the cars are fed by gravity under loading silos where second deck hinged so that it may he raised to produce clearances "trip" levers operate the roof hatches, opening and closing them for automobiles being loaded or unloaded from the first level [7]. automatically. At destination the lading is dumped through During the year, several new railcars were introduced for the drop doors—six cars being unloaded in 60 sec [10]. efficient handling of bulk commodities. The Hawker Siddeley Several new concepts of tank car equipment were introduced Limited of Canada has designed a 100-ton open to]) hopper ear last year. Union Tank Car has developed and plans to produce specifically conceived to haul coal (Fig. 11). The "bathtub" 40 basic designs of a "Changeable" tank car which will have design is of stressed skin construction. The sides of the car flexibility and versatility to meet specific lessee requirements contain the load and function as an underframe and reduce over- (Figs. 15, 16, 17, and 18). These Changeable tank cars are all tare weight of the car. Additional features include a new bi- designed so that ring sections can be added to, or removed as directional automatic dump gate [8]. needed, to change its size and capacity with relatively few me- The Seaboard Coast Line has received a prototype covered chanical steps. Kings are inserted at predetermined points on the hopper car from Bethlehem, equipped with Stanray's hinged roof. car's length in sizes to match new capacity objectives. The The car, designed to go through a rotary dump, features a hinged "Funnel-Flow" design has a built-in slope or pitch to the center, roof which can be entirely removed when unloading phosphate at a rate of one-quarter in. per ft, to facilitate the unloading rock or sugar. of the car. The car's ability to accept larger trucks without struc- ACF Industries has developed a new type of pressure differen- tural change permits conversion to heavier product densities with tial car (Fig. 12) designed especially for combination rail-highway less downtime for modification. Loading and unloading fittings

h —jj ; ^ | j I —U \ HVO R AllLI C 1 cus hJUH ini> GER ATO R lirfii ! i PRE SS 1® t

~ r tli "' •v« - 1 RFl I I —I I

Fig. 3

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Fig. 5

Fig. 6

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the past, asbestos fiber has been shipped in bags because vibration of the railcar during transit so compacted the fiber that it was difficult to handle pneumatically. With the development of this pressure flow car, asbestos fiber may now be handled in bulk [ 12]. Twenty-eight tank cars with 150-ton (six wheel) trucks have been built for Mobil Oil by ACF Industries (Fig. 20). These tank cars, the largest ever built to transport lube oil, are 70 ft long and have a capacity of 38,000 gallons. The increase in payload is obtained by reducing the deadweight of the car by using a stub-sill (no underframe) design [13]. The continued growth in the movement of containers and trailers on flatcars has resulted in the development of a new all purpose flat car for carrying trailers or containers with equal facility (Fig. 21). These latest TTX all-purpose cars were developed from prototypes built by Pullman-Standard, ACF, Bethlehem, and General American and feature uncushioned tractor-operated hitches and adjustable pedestals which fold into the floor when not used. The all-purpose cars are well suited to handle trailers and/or containers interchangeably. Typically, the TTX car will accommodate a highway trailer and a container, each 40 ft long. They are designed to carry a 45-ft and a 40-ft trailer, or Fig. 9 containers in combination ranging from 20 to 40 ft in length. may be switched at any time to give the lessees maximum operat- The inside rub rails allow for growth in trailers without restric- ing latitude. tion [14], Union Tank Car has also designed and built for the Dundee For trailer on flatcar service Pullman-Standard has adapted Cement Company 50 pressure differential tank cars (Fig. 19). an automatic trailer hitch to a car with an end-of-car cushioning Each 3000-cu ft car is capable of carrying 530 barrels of (Fig. 22). The wider hitch and top plate give the trailer a better cement in five conical hoppers. Unloading is accomplished by roll stability while the trailer is in transit. A tractor or a crane the pressure differential process which fluidizes the cement, caus- can be used to raise and lower the hitch. ing it to move as if it were a liquid [11]. ACF Industries has developed an 89-ft 4-in. multipurpose Procor Ltd. of Canada has developed a highly specialized flatcar designed to carry highway trailers and containers sepa- version of a pressure flow car for handling asbestos fiber. In rately or interchangeably as well as bulk materials, such as pipes,

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Fig. 13

Fig. 14

CONVENTIONAL TANK CAR CYLINDER

CONVENTIONAL CYLINDER CUT ON BIAS

ROTATE "B" 180° AND HELD TO "A"

KEYSTONE UNIT SLOPE "C" CONSTANT AT 1/V' PER FOOT

Fig. 15

poles, lumber, and steel extrusions or beams (Fig. 23). The car the car to handle containers, trailers, and Flexi-Van containers is designed so that each of the twin inside guide rails is composed interchangeably. of separate units that can be pivoted either longitudinally to Pullman-Standard has developed a new standard boxcar accommodate highway trailers and containers, or laterally to equipped with built-in dollies, or platforms, which can be moved support bulk materials. Reportedly, one person can convert the from the ends of the car to the doorway area for loading or un- car from pigg.yback to bulk service in 15 min. The car is loading and then rolled back to the end and automatically backed equipped with heavj"- duty side sills incorporating stake pockets in place (Fig. 25). With the use of the dollies, this HELLO and a low silhouette hand brake. Accessories include retractable DOLLY® car, in effect, is completely loaded and unloaded in the trailer hitches, a container trackway system with adjustable and extra wide doorway area permitting the lading to be loaded and retractable pedestals, and lading strip anchors [ 15]. unloaded more quickly, more economically, and more safelj'. Magor has also developed a multipurpose flatcar for handling of The all-door boxcar (Fig. 26), designed by Thrall Car, is trailers and containers (Fig. 24). Pop-up container adapters operating on the MeCloud River Railroad. The patented truss accept the vast majority of domestic and foreign built containers, roof and bulkhead end are designed to insure that all doors open and they fold flush with the floor when not in use. Pull-up, and close easily to protect a watertight interior. A 25-ft wide knockdown stanchions provide trailer stability and adapt to door opening on both sides of this 50-ft boxcar makes it easy lift-on, lift-off loading. Optional Flexi-Van equipment permits for fork trucks to load or unload bulky commodities. Since

810 / AUGUST 1 969 Transactions of the ASME TO KEYSTONE UNIT

1 . Add Trucks Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021

2. Add rings with pre-determined splice lines (a), tubs with interchangeable center plate, and bolster

3. Later add more rings (or remove them) as needs dictate

Fig. 16

UNIFORH PRODUCT LOAD 7 m

Larger diameters result in shorter tanks that are stronger for supporting product loads. Stresses at top and bottom of tank due to product loading are low.

Straight bottom "HO" cars have tendency to deflect upward under compressive end-load. o o

" Funne1 -F1ow" cars, under compres sive end-load, resist upward deflection because of mitered cylinder design.

Fig. 17

Fig. 18

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Fig. 21

810 / AUGUST 1 969 Transactions of the ASME Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021

Fig. 22

lb on the plate end. The device, which is said to ease raising and lowering of the plate, will hold the plate in an upright position Fig. 21 (Continued) without locking at impact speeds approaching 10 mph and may eliminate vibration and retard wear in hinges and locks [19]. Railroad Dynamics has designed a double-acting, hydraulic all cloors, four on each side, are "plug" doors, they move out and damping device to control the roll stability of high center-of- away from the car as they open preventing cargo from shifting and gravity cars (Fig. 32). Four units are applied to each car with jamming. The 70-ton car also features end-of-car cushioning, clevis and side-frame brackets designed for 8.3 deg rotation of and there are no interior posts or pillars to interfere with fork the truck, permitting traversing of 125-ft radius curves. The trucks during loading. Although the car was designed to handle clamping device clamps both relative motion between truck lumber, there is a variety of merchandise it can haul 116]. and bodj' and the motion of the truck bolster on its supporting springs [20]. Miscellaneous Freight Car Parts An end-of-car cushioning device (Fig. 33) has been developed A new trouble-free outlet valve designed to unload all forms of by the Cushion Coupler Corporation which uses elastomer pads plastic has been developed by Pullman-Standard (Figs. 27, 2S, for cushioning and clamping. The pad arrangement inside the and 29). The outlet valve has large clearances between operating coupler is such that shock forces are expanded as various elas- parts eliminating chances of jamming or binding because of tomer pads are deflected in shear or in compression or through product or by deflection. The straight pneumatic outlet can frictional resistance to the travel of the coupler's head shank. unload with both high and low vacuum systems with or without Energy absorption is about 220,000 ft-lb at full travel [21]. probes, and the unloading rate can easily be adjusted to accommo- During the year various new materials were used as freight date both large and small unloading systems. The valve can car construction (Fig. 34). The Burlington Railroad put into easily be disassembled and assembled by one man in minutes, service two insulated boxcars containing plastic roofs. The making the outlet valves easy to clean. roof, applied to two of the Burlington's polyurethane foam- A new freight car truck, named the "Super C-l with Wedge- insulated 70-ton boxcars, is made of 5 in. of polyurethane lock," has been developed by the National Castings Division of foam sandwiched between two layers of fiber-glass reinforcement. the Midland Ross Corporation, for high capacity roller bearing The three-piece roof, which has tongue-and-groove ends which cars in high mileage service (Fig. 30). .Major modifications of the interlock with each other, are secured to the side plates and ends "Super C-l Wedgelock truck" are in the vertical columns for by Huckbolts and cold rivets. Joints are covered by batten friction wedge applications. The Bolster is conventional except strips which are sealed with an epoxy compound. Beneath the where the wear plates are applied. Bolster antirotation protec- roof polyethylene car liners are used to support the Evans bulk- tion is provided by eighl bearing areas instead of four, resulting in heads. The use of the plastic is expected to greatly improve the less surface wear and decrease in side-frame stress during end insulating qualities of the cars, and in addition the plastic roof impact and braking. These changes give the car an improved weighs 2100 lb less than a steel roof of equal strength [22], ride through better car control [17]. A line of molded fiber-glass hatch covers for covered hopper A tapered roller bearing (Fig. 31) having a rated B-10 life of cars, designed to save weight, ease opening and closing, reduce 500,000 miles under an SO percent load has been introduced by maintenance, and improve cargo protection, was introduced by the American Kayo Corporation. A patented upset forging and the Molded Fiber Glass Body Company. The covers, which rolling process alters metal grain density and alignment to insure come in trough type and round models, are of all-pressure molded the life and reliability of the races. Vital bearing components fiber-glass reinforced polyester which cannot rust and are cor- are produced from vacuum-degassed, case-hardened steel. Spe- rosion-resistant. A typical installation of four 11-ft fiber glass cial synthetic rubber oil seals are encased in a steel cover to pie- covers and attached hardware weighs 624 lb as compared to vent damage and reduce maintenance [IS], 1414 lb for a similar set of steel covers ]2l]. Akers Manufacturing Company has a torsion bar lifting ar- A new type of stainless steel lias been developed by the Alle- rangement which employs a cylinder containing a strong spring gheny Ludlum Steel Corporation which has the mechanical mounted on the end of the car directly under the bridge plate. properties of the best carbon or low alloy structural steel and the The torsion bar extends from the cylinder to bear against the corrosion-resistance of stainless steel. In addition, no post- underside of the plate to achieve an equivalent weight of 24 fabricating heat-treatment or stress-relieving treatment is

Fig. 23

Transactions of the ASME Fig. 24

necessary. This new stainless steel has been used in covered Passenger Cars and Parts hopper cars designed to cany plastic without fear of contamina- Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 The Southeastern Pennsylvania Transportation Authority has tion [24], acquired 20 new air-conditioned, humidity-controlled electric MU An all steel flooring made of columbium-bearing steel which commuter cars to be operated by the Penn-Central Transporta- "won't turn nails away" has been developed by Armco Steel tion Company. The St. Louis Car-built cars are 85 ft long, Corporation. The floor consists of hat and channel members have a speed of 85 mph, with a rated acceleration of 2.2 mph per laid alternately across the width of a car forming grooves into sec. The improved ride is attributed to GSI's General-70 trucks which nails can be driven. Nails follow the curved groove to which feature a double suspension system of coil equalizer springs automatically clinch and pull easily because they curve only and air bolster spring which smooth out the ride. In addition, once. Besides remaining flat and smooth under loading and un- lateral shock absorbers and vertical friction snubbers provide loading conditions, the steel floor distributes the load evenly and added stability [32]. adds strength and stiffness to the car [25]. The Budd Company has recently delivered 75 high speed A new three-section telescopic cover has been developed by transit cars for service between Philadelphia, Pennsylvania, and Shunk Manufacturing Company, Inc., a subsidiary of Chromalloy Lindenwald, N. J. (Fig. 38). The 67-ft 2-in. cars are air condi- American Corporation, for permanent installation on flatcars, tioned, and special attention has been given to noise suppression. steel railcars, and gondolas (Fig. 35). The complete cover Initial acceleration of 3 mph per sec. with a top speed of 75 mph telescopes into one third its length, leaving two thirds of the car will be provided. The cars are equipped with an automatic train open for easy loading and unloading, and eliminates the need for operating system where the only manual operations will be clos- stacking space required by lift-off type hoods. The cover section ing or opening doors and pushing the start button. can be opened and closed manually, moving on rollers equipped Also under construction at Budd are 270 suburban cars for the with antifriction bearings. Automatic locking devices secure MCTA for service on the Long Island Railroad (Fig. 39). These each section in closed position for payload protection from 85-ft cars will operate in pairs which will share air compressors, weather and dirt [26]. motor alternator, and toilet facilities. "A" cars seat 122 passen- Evans Products Company has introduced a new system of gers, and "B" cars, 118, using three and two seating and are freight car lading controls which was developed by General Foods capable of speeds of 100 mph operations. The cars are built of Corporation (Fig. 36). The device consists of a single movable stainless steel and have rounded sides. bulkhead with two outer panels that expand when attached rub- Corning Glass has introduced a chemically strengthened ber bladders are inflated and maintain constant pressure against laminated glass, said to be four times stronger than annealed the load, preventing shifting of the lading. The pneumatic Vrin. plate glass and equal to '/Vm. air-tempered glass, and feature of the bulkhead eliminates the need for side fillers [27]. offers greater protection from flying objects to passengers and Removable A-frames that can be set up or taken down in train operators than standard laminated safety glass previously minutes are features of a new design lumber flatcar developed by used in transit car windows. If broken, the glass dices into blunt RSP Railway Equipment Corporation (Fig. 37). The use of A- particles with no jagged edges. The glass weighs only 2.26 frames speeds loading and permits the unloading of packaged psf compared to 3.18 psf for a single thickness of Vvin. plate lumber products from the same side of the car. Lumber loaded glass. The tinted polyvinyl interlayer reduces the visible light in layers on the A-frames are secured with built-in cables and transmission in cars up to 38 percent [33]. winches; no metallic strapping is needed. Special "chair" Boron deoxidized copper has been developed for use in braking bases on the frames slant inward to keep weight of cargo toward equipment for high speed railroad and rapid transit service by the center of the car and prevent shifting in transit [28]. the Anaconda American Brass Company. The brakes operate as A trailer hitch with yoke release has been patented by Beth- much as 1500 deg F cooler than conventional air-cooled brakes. lehem Steel Corporation. The trailer hitch, mounted on a The function of the copper plate is to produce friction and conduct railway flatcar for trailer-on-flatcar service, permits the passage heat [34], of tractors and trailers over it since it has folding legs. Buffeting forces during transportation are minimized by shock absorbers in one or more legs of the hitch [29], The Buffalo Brake Beam Company has a new fold away metal Foreign Developments pedestal which permits rapid conversion of a flatcar from piggy- The Gresham & Craven Limited has developed a braking back to container to piggyback handling. The pedestal can be system for the Angola Railways designed to maintain full brake raised or lowered in seconds without using tools. In an upright power during applications of up to 2 hr while an ore train position four pedestals support the container with 5-in. clearance transverses an almost continuous descent of 6000 ft (Fig. 40). beneath container for crane feet to pick it up. When folded The braking system has a two-pipe vacuum brake which main- down, the pedestals lie flush with the deck [30], tains a continuous top-side connection from all ore cars in the A single-handle, cam-operated plug door has been designed by train directly to the locomotive exhausters during brake applica- CoManCo, Inc. The doors, easily operated by one man, are tions. It thus compensates for any leakage tending to reduce continuously seam-welded, and gaskets give positive sealing under brake power over long periods, and also eliminating the normal adverse weather conditions [31]. small initial drop in top-side vacuum due to reduction in volume

Journal of Engineering for Industry AUGU ST ,9 6 9 / 829 tj Bundles in doorway area are removed easily and quickly by a fork lift.

Doors of the Hello Dolly car, which has

* just arrived at Champion Home Builders Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 plant at Dryden, Mich., are opened.

^ When doorway has been emptied, the lift truck fakes 20 seconds to pull out a dolly (platform on rollers) carrying 12,600 pounds of particle board.

"J Bundles are removed from first dolly. Watching is William Plumb, Champion Home Builders purchasing agent.

2 Dunnage bag, one of four in car, is deflated and removed.

Fig. 25 (Continued on opposite page)

Next comes plywood sheets which allow bag to exert even pressure on cargo.

810 / AUGUST 1 969 Transactions of the ASME Fig. 26 g Another dolly is pulled into unloading position at doorway by lift truck. Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021

Fig. 27

(^ Cable is pulled against locked far plat form to draw a dolly into door area.

1 0 bundles are removed from last dolly. Note good arrival condition.

| J Part of shipment is visible as operator * takes last of material from car. Elapsed

unloading time: one hour. Fig. 28

Fig. 32

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Fig. 34

Fig. 35

when the piston moves up. Both the brake pipe and the ex- first time in railway vehicles to reduce the effects of solar heat hauster pipe are provided with valves which automatically passing through the roof of passenger coaches and goods vans. maintain the correct vacuum above and below the pistons ir- The material used, Silbestos, is a mixture of crocidolite asbestos respective of altitude [35]. fibers and cement and is applied by spraying with jets of atomized The R. Y. Pickering & Company, Ltd., has built for the British water. Thicknesses of up to 6 in. have been achieved, but ' A-2 Railway Traffic & Electric Company, Ltd., 42 100-ton tank in. is normal [37]. cars. These cars are designed to run at speeds of 65 mph and have an actual payload of 20,079 gallons. Outlets for the fuel are Locomotives equipped for use with quick action couplings [36]. New locomotive models in all countries show a continued Sprayed asbestos protection has been used in Spain for the emphasis in three areas, namely; high horsepower ratings, im-

Fig. 36

Fig. 38

810 / AUGUST 1 969 Transactions of the ASME Fig. 39 Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021

Contiol vilv* •SFHl

Fig. 40 provement in adhesion, and use of static component (thyristor) Motive Power Distribution in the United States control. One exception to the horsepower race has been the in- The year 1967 saw a decrease of 199 diesel-electric units in the troduction by two builders in the United States of new medium total owned or leased by Class I railroads. The available steam power locomotives. During this period the United States builders roster'has been reduced to 1. The distribution as of January 1, have continued the maximum ratings at the level established by 1968, was reported in AAR Report CS-56A, No. 607 as follows: the end of 1967. Adhesion control appears in most new European and Japanese Locomotives of Class I railroads of U. S. built locomotives by some means of low-level traction transmis- Gas sion between truck and carbody. In this country EMD has in- Diesel Steam Electric Turbine Total troduced a new slip control system for detecting and correcting Units owned or slips by very rapid action in the excitation control system. Also leased 27 ,317 1 321 31 27,670 in the United States, a new 2-axle truck by Alco used the low Units serviceable 25; ,492 1 294 23 25,810 traction principle with reported improvement in adhesion [38, 39]. Units stored-ser- Reports from Britain, Sweden, Japan and Switzerland tell of viceable 267 1 17 8 293 installation of silicon diodes (thyristors) to provide stepless con- Units awaiting re- trol of tractive effort with automatic response to the load demand. pairs 1.,82 5 0 27 8 1,860 In the United States the newly delivered 25 kv, commercial frequency electric locomotive for Muskingum Electric Railway, to Locomotive Developments. A 4000 gloss hp prototype diesel elec- oe described later, is the first application of thyristor control in tric locomotive named the "Kestrel" began high speed passenger this country. service trials on the British Railways last spring. (Fig. 41.) De-

Journal of Engineering for Industry AUGU ST ,9 6 9 / 829 signed and produced by Brush Engineering Company, the loco- control provides continuously variable tractive effort control. motive is powered by a single Sulzer, turbocharged V-16 engine These locomotives also feature automatic proportioning of the running at 1100 rpm. The traction alternator and an auxiliary dynamic brake and the friction brake according to speed, under 530 Kva alternator for train heating are both of the "brushless" control of a single brake handle. The cab is pressurized for design which means the exciters have rotating armatures and cleanliness, air cleaning is by dry inertial type cleaners instead of integral silicon diodes on the end of the main shafts. Thy lis tor conventional oil panels. The 6-axle double ended locomotive is 66 ft 6 in. over buffers and weighs 252,000 pounds with 1200 gallons of fuel. It appears to be a very comprehensive attempt to develop the next step in British Railway power with advances based upon proven mechanical design, machines and systems [40, 41, 42] (see item 9, Table 1). Fig. 42 pictures a French 2-engine hydromechanical drive prototype, Class CC 80,001, which is 70 feet long over buffers and weighs 238,000 pounds with 1000 gallons of fuel. It is powered by two V-12 engines running at 1550 rpm by Chantiers de L'Atlantique. The 2 engines drive through fluid couplings into central, body-mounted, 8-speed transmissions from which cardan Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 shafts drive to axle boxes on each of the 3-axle trucks. During gear changes the input shaft is declutched and braked and the output shaft can freewheel so the internal shafts are stationary. The locomotive rating is 3100 gross horsepower and maximum Fig. 41 British "Kestrel" 4000 hp prototype locomotive

Fig. 42 French hydro-mechanical drive development locomotive Fig. 43 First 25 Kv, 60 cycle electric locomotive in United States

Table 1 Diesel locomotives

Builder, Mechanical Montmirail GE EMD English Electric Krupp Mitsubishi Aisthorn Brush Builder, Transmission GE EMD English Electric Mitsubishi Aisthorn Brush Breda/Brown Bove Marelli

C.F.D. US Railroads US Railroads US Railroads British 1 Germany New Zealand SNCF H-S Italy Mixed Freight Freight F+P Mixed Mixed F+l' Mixed Mixed

Wheel Arrangement C-C C-C C-C c-c B-B B-B-B C-C C-C B-B Engine Data 1 1 1 Engines per cab a (b b b b b HP rating per engine 1525(k) 2250 2300(a) 3300< > 2700 > 2500(b^ 1050< ) 3600< > 3946< > l35o( > Number of cylinders 12 12 12 16 16 12 12 16 16 8 Bore and stroke, in. 7.3 x 9.1 9 x 10-1/2 9-1/16 x 10 9 x 10-1/2 10 x 12 9.1 x - 6-1/4 x 8 9.5 x 11 8-1/4 x 9-1/16 Engine speed, rpm 1550 1025 900 1050 850 1500 1300 1350 1100 1500 Cycles 4 4 2 4 4 4 4 4 4 4 Supercharging Turbo Turbo Turbo Turbo Turbo Turbo 2 Turbo's 2 Turbo's 2 Turbo's Turbo Manufacturer S.G.C.M. GE EMD GE English Electric MAN Capterpillar SAGM Sulzer Fiat Weight on drivers, lb. 238,000 348,000 356,000 256,000 234,000 176,000 142,240 242,000 252,000 132,300 Total locomotive wc., lb. 238,000 348,000 356,000 256,000 234,000 176,000 142,240 242,000 252,000 132,300 il. 1000 3000 3200 3250 1200 900 686 1350 1200 450 n. 41.3 40 40 40 43 39-3/S 37 44.9 43 41 Type.of transmission Hydraulic DC DC AC/DC Electric D.C. Hydraulic AC/DC Electric AC/DC AC /DC DC Track gage, in. 56-1/2 56-1/2 56-1/2 56-1/2 56-1/2 56-1/2 42 56-1/2 56-1/2 56-1/2 Mas. speed, mph 80 70 65 75 100 78 64 85 125 81 Cont i nuo us ra t e d 63,000 85,800 82,280 54,100 33,000 37,400 2S,900 50,600 41,500 24,850 2 4 5. 6 9 10 11 12 1 15

(a) Conti! for traction horsepower (b) Conti: gross horsepower rating

Alsthom - Societe General de Construction Electriques et Mechaniques Alsthom, France Italy - Italian State Railways (F.S.) Breda - Finanziaria Ernesto Breda, S.p.A. Krupp - Fried. Krupp, Essen, Germany Brown Boveri - Brown Boveri & Co., Ltd., Switzerland MAS - Maschienefabrik Augsburg-N'uernburg A.G. Brush - Brush Electrical Engineering Co., Ltd., Leicester, England Marelli - Ercole Marelli & C. S.p.A. C.F.D. - Cempagnie des Chemins de Fer Departementaux Mitsubishi - Mitsubishi Heavy Industries, Ltd., Japan Caterpillar - Caterpillar Tractor Company, Peoria, Illinois Montmirail - Ateliers de Montmirail EMD - Electromotive Division of General Motors Corp., LaGrange, Illinois New Zealand - New Zealand Government Railways English Electric - English Electric Co., Ltd., London, England S.A.C.M. - Societe Alsacienne de Construction Mechaniques (Franci Fiat - Fiat, Grandi Motori, Torino, Italy S.G.C.M. - Chantiers de L'Atlantique GE - General Electric Company, Erie, Pennsylvania SNCF - French National Railways Germany - German Federal Railways (D.B.) Sulzer - Sulzer Bros. Ltd., London, England H-S - Hawker Siddeley Electric Export, Ltd., England

834 / AU G U ST 19 69 Transactions of the ASME speed is SO mph. It is undergoing trials on the French National full width or "streamlined" cab design locomotives. Both Railways [43] (Table 1, item 1). General Electric and EMD furnished units, which, except for The first electric locomotive in the United States to be powered steam generators, passenger speed gearing, and the special car- from a 25,000 volt, 60 cycle catenary was delivered by General body designs, include the standard power plants of the con- Electric this year (Fig. 43). Two locomotives are to be used ventional hood type units. Fig. 47 illustrates the EMD unit on automated coal haulage of the Muskingum Electric Railroad. FP45 which is rated at 3600 net hp with the 20 cylinder version The locomotive uses solid state silicon rectifiers to convert the of the EMD 645 engine. The General Electric U30CG of Fig. 48 commercial frequency a-c to d-c for the standard traction motors. uses the 16 cylinder engine and rates 3000 net horsepower. The control system is the first U. S. application of thyristor control on locomotives.

In addition the locomotives will be automatically controlled Table 2 Electric locomotives from loading to unloading with oil-board speed-distance regula- tion directed by wayside signals. No operating crew is required. Builder, Mechanical GE AEI/EE/M-C Turin The operation is expected to show developments of power and control equipment applicable to U. S. railroad electrification and Builder, Electrical GE AEI/E.E. Turin automation. Owner Muskingum Pakistan Western Ttaly Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 The locomotive is rated at 5000 hp, weights 402,000 pounds, Service Freight Mixed Passenger and is 69 ft 6 in. long. Its mechanical design is very much like Wheel Arrangement c-c B-B B-B the Pennsylvania E44 locomotives except as the new equipment Power Supply 25 kv, 60 cps 25 kv, 50 cps 3000 d.c. has dictated changes. Details are given in Table 2, column 1 [-14, 45]. Power Conversion Silicon Silicon Collector Pantograph Pantograph Pantograph Diesel Locomotives. Early in the year General Electric intro- Wheel dian., in. 40 43 -9.2 Total Weight, lb. 408,000 160,000 174,000 duced the U23C locomotive of Fig. 44 powered with the General Length,over-all, ft.-in. 69 - 6 54-2 55 - 8 Rigid wheel base 13 - 0 9-0 £ - 6 Electric V-12 engine of the same basic design as its V-16. The Total wheel base - 38-0 38-0 locomotive has the same structure as the U33C and is described in Number of Traction Motors 6 4 - Motor Mounting Axle Hung Axle Hung Suspended Table 1, item 2. It uses a d-c generator for traction instead of the Drive Method Gear Gear Floating Ring Gear Ratio 81/22 62/16 77/41 ac/dc transmission of the higher power units. Four axle units Tractive Effort, lb. Continuous rating /3,000 27,300 25,450 of this rating were also produced [46]. Per-cent adhesion 17.9 17 14.7 Rail Horsepower A new turbocharged, 12 cylinder version of the EMD 645 en- Continuous rating 5000 3070 «050 gine was used to power a new model SD/39 by EMD with a 2300 Speed, mph Continuous rating 16 42.2 56.5 hp rating, Fig. 45. The new engine model produces 300 more Maximum 73 75 110 Braking No No Kheostatic horsepower than the nonsupercharged 16-cylinder engine pre- Multiple-unit Yes Yes - viously offered in this range. EMD also oilers a 1-axle model Track Gage, in. 56-1/2 66 and both have d-c transmission. See item 3 of Table 1 [47]. Figure 3 Fig. 46 shows General Electric's 3300 hp U33B (item 4, Table 1) which began delivery in this period using the GE 16 cylinder AEI - Associated Elect:rica l Industries, •lanchesterI , England EE - English Electric Co., Ltd., London , England engine and ac/dc transmission. Six axle models are also being GE - General Electric Company, Erie, Pa ., U.S.A. produced. Italy - Italian State Railways.(F.S.) M-C - Metropolitan-Camr.ell Ltd., Birmingham, England Late in 1967 the Santa Fe received the only recently produced Muskingum - Muskingum Electric Railway. United states Turin - Societe Kazionale delle Officene di Savigllano e£ Turin,

Fig. 45 SD/39 diesel-electric by General Motors Fig. 47 General Motors FP45 for Santa Fe Railway

Journal of Engineering for Industry AUGU ST ,9 6 9 / 829 Electro-motive also produced a second order of similar design power, 6-axle, diesel electric, series CC 72,000, for the French designated F45 without steam generators for high speed trailer Railways. The prototype of this design was announced in the train service on the same railroad [48]. 1966 issue of this report. The power plant is the turbocharged Fig. 49 shows one of the 2700 hp diesel electrics, part of an 16 cylinder AGO-V16 by SACM driving a 3-phase traction alter- order for 50 being supplied to British Railways by English Elec- nator. Silicon rectifiers convert the power to d-c for the 3-axle tric. The 10 cylinder English Electric 16CSVT engine drives a monomotor trucks. The locomotives have two speed ranges train heating generator as well as the traction generator and attained by manual gear changing at standstill to suit the type of auxiliaries. The heating load may be 455 hp. An automatic service. The locomotives have operating compartments at each tractive effort control system using thyristors and other com- end, are 65 feet ll'A inches over all and weigh 242,000 pounds ponents developed on M-U train set equipment provides for with 1350 gallons of fuel (see Fig. 52 and item 8, Table 1) [52], regulating the tractive effort, including wheel slip control, to A locomotive nearly identical to the above has been delivered meet the requirements. to the Morrocan Railways under designation D4101 with only a Another feature is the use of primary inertial filtration and slight reduction in weight and speed rating due to wheel diameter. disposable dry element secondary elements. Fig. 53 illustrates a locomotive with combined diesel-electric The units have dynamic brakes, slow-speed control, and are and straight-electric power systems for the Rhaetian Railway in equipped for multiple unit operation. See Table 1, item 5 for Switzerland. The diesel power is supplied by Cummins engines Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 details [49], providing 1040 rail horsepower. The locomotive can also collect English Electric has an order of 10 locomotives very similar to 1000 volt d-c by pantograph from a catenary system for a 940 these to be exported to the Portuguese Railways [50]. rail horsepower rating. The German Federal Railway (DB) have acquired 22 diesel- The same builders, Brown Boveri and SLM produced two hydraulic locomotives, Class 218, Fig. 50, built by Krupp and diesel-electric locomotives (Fig. 54) for rack and adhesion opera- powered by the M.A.N, turbocharged 12 cylinder V6V23/23 TL tion, also in Switzerland. Two supercharged Cummins 12 cylin- engine. See Table 1, item 6 [57]. der engines produce a gross horsepower rating of 660 hp each. An interesting class of Japanese built diesel electric locomotives A new general purpose locomotive was built by Brush Engi- have begun service on New Zealand Railways. The locomotive, neering for the Philippine Railway. It features two underframe Fig. 51, is powered by the Caterpillar D398 engine and produces mounted d-c traction motors, each driving to an axle box 011 one 1050 gross horsepower with an ac/dc transmission, being probably truck through a cardan shaft. Additional cardan shafts couple the lowest powered unit with a silicon rectifier ac/dc system. The the two axles of each truck. The power plant is a Caterpillar engine drives the main alternator through a flexible coupling, drive D398 turbocharged V-12 engine developing 1050 gross horsepower shaft, and universal joint instead of the usual frame mounted, at 1300 rpm. The trucks are standard car type with coil spring close coupled design. The wheel arrangement is B-B-B with the center truck carrying its load through rollers allowing lateral movement. This arrangement was chosen for ability to negotiate sharp curves on the lightest rail in the system. Tractive effort is transmitted from each truck to the underframe at a point almost on the axle center line by a non-load-carrying resilient center pin. Swiveling of the trucks forces the secondary system of coil springs between truck frame and carbody into a shear deflection (Table 1, item 7) [51]. Alsthom has delivered production units of a 3600 gross horse-

Fig. 50 Krupp diesel-hydraulic locomotive Class 218

Fig. 48 Santa Fe U30CG by General Electric Company Fig. 51 New Zealand 1050 gross hp locomotive with ac/dc system

Fig. 49 British Railways 2700 hp diesel-electric by English Electric Fig. 52 Alsthom built 3600 hp CC72,000 unit for SNCF

810 / AUGUST 1 969 Transactions of the ASME livery of 4, Class E444, 3000 volt d-c electric locomotives. They have an hourly rating of 4500 hp, a maximum speed of 110 mph, and a total weight of 174,000 pounds. They have an automatic acceleration control using resistance steps. Dynamic braking is proportioned with the air brake dependent upon speed using a single brake handle. Weight transfer precautions have been taken by both mechanical and electrical means. Low level traction cables, connected to the trucks 10 inches above the rail transmit tractive effort to the carbody. In addition, the traction motors on the leading truck are 1 electrical resistance step behind the trailing truck during Fig. 53 Combined diesel-electric and straight electric locomotive in series connection acceleration. These precautions eliminate Switzerland most of the weight transfer both within the truck and between the two trucks, see Table 2, item 3. A fifth locomotive of this series will be built with a thyristor

chopper control feeding pidsed power to the 4 motors per- Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021 manently in parallel connection. The voltage applied to the motors can be varied from 0 to 1550 v rms by the circuitry automatically to reach and hold the speed called for by the con- troller handle. Electric braking will also be automatically controlled. These developments make automation or remote control much more attainable [56]. The Survey Committee wishes to thank all of the people who made a contribution by supplying information to be used in this paper, and for the assistance and cooperation extended by builders, equipment suppliers, railroads and trade journals in providing the information for this report.

References 1 Railway Age, Vol. 164, No. 24, June 24, 196S, p. 3S. Fig. 54 Rack and adhesion locomotive by Brown Boveri and SIM 2. Railway Age, Vol. 164, No. 10, March 11, 1968, p. 15. 3 Modern Railroads, Vol. 22, No. 9, Sept. 1967, pp. 90-91. 4 Railway Age, Vol. 164, No. 4, January 29, 1968, p. 30. 5 Railway Age, Vol. 164, No. 8, February 27, 1968, pp. 36-37. 6 Railway Locomotives and Cars, Vol. 142, No. 6, June 1968, p. 40. 7 Railway Locomotives and Cars, Vol. 142, No. 6, June 1968, pp. 40-41. 8 Railway Age, Vol. 154, No. 10, March 11, 1968, p. 36. 9 Railway Age, Vol. 164, No. 10, March 11, 1968, p. 26. 10 Railway Locomotives and Cars, Vol. 142, No. 5, May 1968, p. 28. 11 Traffic Management, Vol. 7, No. 3, Mar. 1968, p. 92. 12 Railway Age, Vol. 164, No. 10, March 11, 1968, p. 24. 13 Railway Age, Vol. 104, No. 15, April 22, 196S, p. 9. 14 Railway Locomotives and Cars, Vol. 142, No. 6, June 1968, p. 40. 15 Modern Railroads, Vol. 23, No. 3, Mar. 1968, pp. 118, 120. 16 Modem Materials Handling, Vol. 22, No. 9, Sept. 1967, p. Fig. 55 Italian State Railway D343 with Fiat V-8 engine 140. 17 Modem Railroads, Vol. 24, No. 5, May 1968, p. 118. IS Railway Locomotives and Cars, Vol. 142, No. 2, Feb. 1968, p. 10. suspension and fixed roller bearing journals except that the bolster 19 Railway Locomotives and Cars, Vol. 141, No. 12, Dec. 1907, p. 11. is arranged to hold the axle box torque arms. This locomotive 20 Railway Locomotives and Cars, Vol. 142, No. 5, May 1968, is intended to be one of a series from 450 to 1050 hp for narrow p. 10. 21 Design News, Vol. 22, No. 19, September 15, 1967, p. 90. gage use when the small unsprung weight and narrow dimensions 22 Railway Age, Vol. 164, No. 15, April 22, 1968, p. 13. of the axle gear boxes are desirable. The design is reminiscent of 23 Traffic Management, Vol. 7, No. 9, Sept. 1967, p. 92. one by EMD reported by this survey in 1959 [53]. 24 Railway Gazette, Vol. 124, No. 3, February 2, 1968, p. 116. The Italian State Railways have acquired the Type D343 25 Railway Locomotives and Cars, Vol. 14, No. 9, Sept. 1967, p. diesel-electric locomotives powered by Fiat V-8 engine reported 11. 26 Modern Railroads, Vol. 22, No. 9, Sept. 1967, p. 122. in 1966. The 4 cycle, turbocharged engine rates 1350 gross 27 Traffic Management, Vol. 6, No. 9, Sept. 1967, p. 92. horsepower at 1500 rpm. The 4 axle, 06 ton unit is intended for 28 Railway Age, Vol. 163, No. 58, December 18/25, 1967, p. 58 mixed service. See Fig. 55 and Table 1, item 10. 29 Container News, Vol. 3, No. 2, Feb. 1968, p. 31. Electric Locomotives. The British Consortium for Electrification 30 Railway Locomotives and Cars, Vol. 142, No. 1, Jan. 1968, p. 9. of Pakistan Railways began shipment of 29 3070 hp a-c electric 31 Railway Locomotives and Cars, Vol. 142, No. 2, February 1968, locomotives for the Pakistan Western Railways. The power p. 8. supply is 25 kv, 50 cycles rectified by silicon rectifiers. The 32 Modem Railroads, Vol. 23, No. 2, Feb. 1968, p. 93. locomotives will incorporate a static control system with thyristors 33 Metropolitan, Vol. 64, No. 2, Mar./Apr. 1968, p. 41. 34 Railway Age, Vol. 142, No. 1, January 1/8, 1968, p. 8. to provide infinitely variable tractive effort control following de- 35 Railmiy Gazette, Vol. 125, No. 1, January 5, 1968, p. 21. velopments on British Railways. The construction is of con- 36 Railway Gazette, Vol. 125, No. 1, January 5, 1968, p. 35 ventional double end, full width body design with B-B wheel 37 Railway Gazette, Vol. 123, No. 21, November 3, 1967, p. 835. arrangement. Low level tractive effort transmission to the 38 Railway Age, Sept. 11, 1967, p. 19. underframe minimizes weight transfer (Table 2 item 2) [54, 55]. 39 Modem Railroads, Sept. 1967, p. 107. 40 Modern Railways, Dec. 1967, p. 639. The electrification program in Italy has been advanced by de- 41 Engineering, Jan. 5, 1968.

Journal of Engineering for Industry AUGUST 1 9 6 9 / 857 42 Railway Gazette, Feb. 1G, 1968, p. 134. 50 Railway Gazette, June 21, 1968, p. 445 43 Railway Gazelle, July 5, 1968, p. 496. 51 Railway Gazette, July 5, 1968, p. 489. 44 Railway Age, Aug. 5, 1968, p. 24. 52 Railway Gazette, June 7, 1968, p. 422. 45 Railway Age, Nov. 11, 1968, p. 20. 53 Railway Gazette, Aug. 16, 1968, p. 623. 46 Railway Age, June 3, 1968, p. 27. 54 Railway Gazette, Jul}- 5, 1968, p. 4S4. 47 Railway Age, Aug. 19, 1968, p. 21. 55 Railway Gazette, Oct. 18, 1968, p. 773. 4S Railway Locomotives and Cars, Jan. 1968, p. 16. 56 Railway Gazette, May 3, 1968, p. 336. 49 Railway Gazette, April 5, 1968, p. 258. 57 Railway Gazette, Aug. 2, 1968, p. 564. Downloaded from http://asmedigitalcollection.asme.org/manufacturingscience/article-pdf/91/3/817/6499103/817_1.pdf by guest on 26 September 2021

810 / AUGUST 1 969 Transactions of the ASME