Top Link Winter 2002–3
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
ON the CONSTRUCTION of CANADIAN LOCOMOTIVES. in The
186 MAY 1887. ON THE CONSTRUCTION OF CANADIAN LOCOMOTIVES. BY MR. FRANCIS R.- F. BROWN, OF MONTREAL. In the present paper the writer purposes dealing morc particularly with those classes of Locomotives wbich have been built from his designs and under his personal supervision at the shops of the Canadian Pacific Railway, Montreal. A few preliminary remarks are desirable, in order to present the subject on a fairer basis for comparison with English practice. The permanent way in Canada consists generally of flat- bottomed rails, weighing from 56 lbs. to 72 lbs. per yard according to class of service and age of road. The rails are spiked to flattened ties or sleepers at about 2 feet centres, or closer if necessary. Either common or angle fish-plates are used ; and brace castings are placed against the outside rails at curves as required. Grades are usually expressed in percentage, or in ft. per mile ; and curvature in degrees of the anglc subteuded by a 100-ft, chord on the curve ; thus a curve of 1" has a radius of 5,730 feet, and a 5730 curve of 6" has a radius of 7= 955 feet. The maximum grades on main lines are commonly 1 per cent. or 52.8 feet per mile, and the sharpest curvature 6" or 955 feet radius ; these limits of course do not apply to mountain sections, The classes of service comprise :-way or stopping freight, that is, goods trains; through or fast freight ; mixed, that is, one or more passenger coaches attached to freight trains for local country service; local passenger; and express. -
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. -
O-Steam-Price-List-Mar2017.Pdf
Part # Description Package Price ======== ================================================== ========= ========== O SCALE STEAM CATALOG PARTS LIST 2 Springs, driver leaf........................ Pkg. 2 $6.25 3 Floor, cab and wood grained deck............. Ea. $14.50 4 Beam, end, front pilot w/coupler pocket...... Ea. $8.00 5 Beam, end, rear pilot w/carry iron.......... Ea. $8.00 6 Bearings, valve rocker....................... Pkg.2 $6.50 8 Coupler pockets, 3-level, for link & pin..... Pkg. 2 $5.75 9 Backhead w/fire door base.................... Ea. $9.00 10 Fire door, working........................... Ea. $7.75 11 Journal, 3/32" bore.......................... Pkg. 4. $5.75 12 Coupler pockets, small, S.F. Street Railway.. Pkg.2 $5.25 13 Brakes, engine............................... Pkg.2 $7.00 14 Smokebox, 22"OD, w/working door.............. Ea. $13.00 15 Drawbar, rear link & pin..................... Ea. $5.00 16 Handles, firedoor............................ Pkg.2. $5.00 17 Shelf, oil can, backhead..................... Ea. $5.75 18 Gauge, backhead, steam pressure.............. Ea. $5.50 19 Lubricator, triple-feed, w/bracket, Seibert.. Ea. $7.50 20 Tri-cock drain w/3 valves, backhead.......... Ea. $5.75 21 Tri-cock valves, backhead, (pl. 48461)....... Pkg. 3 $5.50 23 Throttle, nonworking......................... Ea. $6.75 23.1 Throttle, non working, plastic............... Ea. $5.50 24 Pop-off, pressure, spring & arm.............. Ea. $6.00 25 Levers, reverse/brake, working............... Kit. $7.50 26 Tri-cock drain, less valves.................. Ea. $5.75 27 Seat boxes w/backs........................... Pkg.2 $7.50 28 Injector w/piping, Penberthy,................ Pkg.2 $6.75 29 Oiler, small hand, N/S....................... Pkg.2 $6.00 32 Retainers, journal........................... Pkg. -
Full Page Photo
THE LIFE AND TIMES OF A DUKE Martyn J. McGinty AuthorHouse™ UK Ltd. 500 Avebury Boulevard Central Milton Keynes, MK9 2BE www.authorhouse.co.uk Phone: 08001974150 © 2011. Martyn J. McGinty. All rights reserved No part of this book may be reproduced, stored in a retrieval system, or transmitted by any means without the written permission of the author. First published by AuthorHouse 04/25/2011 ISBN: 978-1-4567-7794-4 (sc) ISBN: 978-1-4567-7795-1 (hc) ISBN: 978-1-4567-7796-8 (e) Front Cover Photo: Th e Duke at Didcot (Courtesy P. Treloar) Any people depicted in stock imagery provided by Th inkstock are models, and such images are being used for illustrative purposes only. Certain stock imagery © Th inkstock. Th is book is printed on acid-free paper. Because of the dynamic nature of the Internet, any web addresses or links contained in this book may have changed since publication and may no longer be valid. Th e views expressed in this work are solely those of the author and do not necessarily refl ect the views of the publisher, and the publisher hereby disclaims any responsibility for them. Born out of Tragedy and Riddles, his lineage traceable, unerasable, back through the great houses of Chapelon, Giffard, Stephenson, Belpaire and Watt, the Duke was laid to rust by the sea, a few meagre miles from the mills that shaped the steel that formed the frames that bore the machine that Crewe built. Time passed and the Duke was made well again by kindly strangers. -
Modification in EMU Bogie for High Speed Application
International Journal of Scientific & Engineering Research Volume 10, Issue 5, May-2019 ISSN 2229-5518Modification In EMU Bogie For High Speed 81 Application Kunal Wetkoli Rahul Sanap Dept Of Mechanical Engineering Dept Of Mechanical Engineering Saraswati College Of Engineering Saraswati College Of Engineering Kharghar,Navi Mumbai Kharghar,Navi Mumbai [email protected] [email protected] Kunal Keni Saurabh Pote Dept Of Mechanical Engineering Dept Of Mechanical Engineering Saraswati College Of Engineering Saraswati College Of Engineering Kharghar,Navi Mumbai Kharghar,Navi Mumbai [email protected] [email protected] Abstract— The rail industry is one of the biggest part • Minimizing generation of track irregularities and rail of India society in transport as well as economical way. abrasion. We have so much developed from steam engine to For designing a bogie for EMU train for high current EMU Train. But as population increase so this speed application, safety is a prime parameter to be rail technology has to be continuously developed so as considered, hence the design has to be full proof. The to meet requirement of current era. running or working performance of train depends on the Current using technology referred as EMU i.e electric bogie design. multiple unit. Instead of using single power unit to drive coaches of train, multiple unit drive attached to each distinct number of coaches. As we know each technology has drawback, this technology is not exception for this. In India we can drive rail upto the speed of 150 km/hrs. If the speed exceeds beyond this limit, some serious problem can occur such as bogie failure, hunting of bogie, failure of suspension etc. -
Oxford Radial
Oxford Rail Adams Radial Tank EM Finescale Conversion. Before you start, it is a good idea to have some small containers or snap top poly bags to put screws and components in for safe keeping......much better than crawling about on the floor trying to find lost bits! LOCO CONVERSION 1. With the loco inverted and well supported, first undo the bogie retaining screw and lift the bogie clear from the loco. Be careful, as there is a spring and plastic washer underneath! We replaced the screw in the chassis, which also retains the spring and washer so these do not get lost. Bogie removal 2. Slacken crankpin screws and remove the coupling and connecting rods. The connecting rods can be left dangling, and the coupling rods are identical each side, so do not need to be marked left and right! Coupling rod removal 3. Undo the screws holding the keeper plate, and lift away. The brake linkage at the rear under the cab gets in the way a bit, but it will come off the chassis easily, making life a bit easier. Keeper plate removed. 4. It is worth looking at how Oxford have designed this chassis. The driving wheels are on 2mm diameter axles, running in very nice brass bushes. All very standard apart from the axle size! As Oxford built it…. 5. If we now lift out the wheels, we find a very well cast pair of slots for the bearings to sit in……these just happen to be exactly the right size to take a standard 1/8 inch axle. -
Right Side Builder's Photo of the Original H10 #8000. Built by Lima in May 1922, B/N 6242
Right side builder's photo of the original H10 #8000. Built by Lima in May 1922, B/N 6242. Left side builder's photo of the original H10 #8000. Right side builder's photo of the first production H10a #1. Built by Lima in September 1922, B/N 6357. -10- New York Central Class HlO 2-8-2 Type Mikado Locomotives R. S. Curl The H10 class locomotive was the first result of the location of the throttle between the superheater and the efforts of William E. Woodard, Vice President and Chief cylinders eliminated the usual damper and rigging and Engineer of the Lima Locomotive Works, to develop a also enabled the locomotive to respond more quickly to more powerful and more efficient steam locomotive than changes made by the engineer in the throttle position. those in service during the early 1920's. Lima's Since the throttle valve was not in the steam dome, a management approached the President of the New York steam separator was placed at the highest point in the Central, Alfred H. Smith, to agree to test and later, if dome to remove water from the saturated steam before successful, purchase a locomotive incorporating it entered the dry pipe. Woodard's ideas and designs. Another improvement was the use of superheated steam As a result, Lima constructed, at its own expense, one for the feed water pump, air pump, electric turbo-generator, locomotive, Michigan Central8000, in May, 1922, on order stoker engine and booster engine. The piping to these L-1027. The basic design evolved from the ten Michigan auxiliaries was also arranged to use saturated steam if Central class H7e 2-8-2's, built in 1920 along with 50 it became necessary. -
Technical Note
Facility for Accelerated Service Te/tlng ‘ jL£ \ Hlgfi tonnage Loop TECHNICAL NOTE 1 FRA/ORD-91-16 WHEEL/TRUCK TOLERANCE EXPERIMENT AT FAST MAY 1991 \ FAST/HTL is an international, cooperative government-industry research program sponsored by the Federal Railroad Administration, the Association of American Railroads, and the Railway Progress Institute. This report has been prepared from test results produced by the AAR at the Transportation Test Center, Pueblo, Colorado, under contract to the FRA. The information that it contains is distributed by the FRA in the interest of information exchange. No portion of this report may be regarded as an endorsement by the AAR, TTC, the FRA, or the RPl. ’ 'l 03 - Rail Vehicles st Components j NOTICE This document reflects events relating to testing at the Facility for Accelerated Service Testing (FAST) at the Transportation Test Center, which may have resulted from conditions, procedures, or the test environment peculiar to that facility. This document is disseminated for the FAST Program under the sponsorship of the U. S. Department of Transportation, the Association of American Railroads, and the Railway Progress Institute in the interest of information exchange. The sponsors assume no liability for its contents or use thereof. The FAST Program does not endorse products or manufacturers. Trade or man ufacturers’ names appear herein solely because they are considered essential to the object of this report. 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. F R A /O R D - 91-16 4. Title and Subtitle 5. Report Date Wheel/Truck Tolerance Experiment at FAST May 1991 6. -
HO-Steam-Price-List-Mar2017.Pdf
Part # Description Package Price ======== ================================================== ========= ========== HO SCALE STEAM CATALOG PARTS LIST 44 Springs, coil, .075" dia. x .165" long, Pkg. 12 $6.50 journal, for trucks & draft gear............. 78 Caps, delrin crank pins...................... Pkg. 4 $5.00 107 Screw, gear box retainer, for KTM gear boxes, Pkg. 2 $6.00 4x1.8mm thread, 5.8mm overall................ 108 Washers, .180 ID, .300 OD, .020 thick........ Pkg. 12 $6.50 118 Bearings, oilite,.125 ID, .187 OD, flanged... Pkg. 4 $6.50 119 Washers, .110 ID, .190 OD, .018 thick........ Pkg. 12 $6.50 120 Washer, .125 ID, .237 OD, .008 thick, plastic Pkg. 12 $6.50 123 Washers, .163 ID,.317 OD,.011 thick,PLASTIC.. Pkg. 12 $6.50 124 Washers, .160 ID, .248 OD, .020 thick........ Pkg. 12 $6.50 125 Washers,.160 ID,.248 OD,.020 thick,plastic... Pkg. 12 $6.50 126 Motor mount, multi-use for smaller can Ea. $6.00 motors, HO................................... 128 Washers, .160 ID, .275 OD, .030 thick........ Pkg. 12 $6.50 129 Washers, .161 ID, .237 OD, .020 thick........ Pkg. 12 $6.50 130 Washers, .077 ID, .241 OD, .020 thick........ Pkg. 12 $6.50 131 Crank pin screws, small head,4.2x 1.8mm...... Pkg. 4 $6.75 132 Crank pin screws; large head,4.5 x 2mm....... Pkg. 4 $6.75 137 Rivets, valve gear, shouldered............... Pkg. 12 $7.50 138 Screws, valve gear,2mm thread,2.8mm long, Pkg. 12 $9.50 4.9mm head dia............................... 139 Rivets, valve gear, shouldered............... Pkg. 12 $7.50 140 Rivets, valve gear, 1.5 x 8.5............... -
Adams Radial Tank Flyer
Accucraft UK Ltd Unit 4, Long Meadow Industrial Estate Pontrilas, Hereford Herefordshire HR2 0UA Tel/Fax: ++44 (0) 1981 241380 E-mail: [email protected] NEW FOR 2019 – 1:32 SCALE ADAMS RADIAL TANK 4-4-2T With London suburban services in mind, William Adams' 415 Class was based on his earlier LSWR 46 Class, with a trailing radial axle added to support an enlarged coal bunker. Coupled to a short wheelbase and guiding bogie, the locomotive could accommodate tight curves, a feature that was to ensure the survival of some of the class later on. The 0415's tenure on the London suburban services was relatively short-lived and with the introduction of Drummond's M7 class 0-4-4 tanks and the class was generally removed to rural branch duties from 1895. In 1903 the link was made between the class and the severely curved Lyme Regis branch where the 'Radials' proved to be highly suited to that line. Two were allocated to Exmouth Junction shed, joined in 1946 by a third example retrieved from the East Kent Railway. They continued on the Lyme Regis branch after Nationalisation but the end finally came in 1961. However the final example, No. 30583, was purchased by the Bluebell Railway and preserved. The model is 1:32 scale for 45mm gauge track, gas-fired with a single flue boiler. The chassis is constructed from stainless steel, the wheels are uninsulated. The boiler is copper, the cab and bodywork are constructed from etched brass. The model will run round 4′ 6″ radius curves (TBC). -
Modelling of a Passive Hydraulic Steering for Locomotives
Modelling of a Passive Hydraulic Steering for Locomotives by Torsten Peter Löwe Submitted in partial fulfilment of the requirements for the degree Master of Engineering in the Faculty of Engineering, Built Environment and Information Technology (EBIT) University of Pretoria, Pretoria October 2014 (Lard, 2013) 1 Modelling of a Passive Hydraulic Steering for Locomotives. Candidate: Torsten Peter Löwe Supervisor: Prof P.S. Els Co-Supervisor: Dr C. Kat Department: Mechanical and Aeronautical Engineering Degree: Master of Engineering Abstract During the past few decades, substantial improvements were made to rail infrastructure worldwide. This was necessary to accommodate the ever increasing transportation demand and requirements. Nowadays, trains are required to transport heavier loads and to travel at higher speeds. One of the major improvements was achieved by the development of the off-flange curving bogie designs to reduce wheel and rail wear. Off-flange designs include passive steering and actively controlled steering. The development and implementation of self-steering bogies on locomotives was promoted in the early 1980’s by two major locomotive manufacturers. Up to date, thousands of these locomotives, with built-in self-steering bogies, have been manufactured and taken into service (Swenson, 1999). Most self-steering bogies have mechanical linkage systems to steer the wheel sets. As an alternative to the mechanical linkage system, the DCD Group (a South African manufacturer of rail and mining equipment) initiated the development of a Passive Hydraulic Steering (PHS) system. First PHS prototype systems, developed by DCD, have proven that huge wear reduction possibilities exist on both, rails and wheels. In addition the prototype systems also significantly decreased noise and vibration levels when negotiating tight corners (Swenson & Scott, 1996 and DCD Rolling Stock, 2012). -
ADAMS RADIAL TANK 4-4-2T LIMITED PRODUCTION • 1:32 SCALE • 45 Mm GAUGE
ADAMS RADIAL TANK 4-4-2T LIMITED PRODUCTION • 1:32 SCALE • 45 mm GAUGE S32-15A L&SWR Adams Green #488, Full Lined William Adams’ 415 (later 0415) Class was based on his earlier LSWR 46 Class, with London suburban services in mind. The design was based on a 4-4-0 design with a trailing radial axle added to support an enlarged coal bunker. The radial axle box worked in a corresponding curved horn block the centre of which was struck near the middle of the chassis. Many tank engines so fitted earned the soubriquet ‘Radial Tanks’, or simply ‘Radials and the 415 Class was no exception. The enlarged coal bunker was also designed to incorporate a back tank for extra water storage in addition to the capacity of the side tanks. Coupled to a short wheelbase and guiding bogie, the locomotive was relatively manoeuvrable on tight curves, a feature that was to ensure the survival of some of the class later on. Production began in 1882 when a total of four engineering companies were contracted by the LSWR to construct the new class, which numbered 71 when production ceased in 1885. These were: Robert Stephenson & Co., Dübs & Co., Neilson & Co. and Beyer, Peacock and Company. This arrangement was because Nine Elms, the LSWR’s own locomotive works, was already stretched to capacity in terms of production. Our model is based on the Neilson batch, readily identified by the curvaceous frames in front of the smokebox. Upon the appointment of Dugald Drummond as Superintendent of the LSWR after Adams’ departure, the class was modified slightly, with the application of his lipped chimney in place of the stovepipe version that the locomotives were equipped with when built; in due course they also acquired Drummond boilers with the safety valves incorporated into the dome.