Getting Started...4 Prototype
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Contents Chapter 1 Getting started....................................... 4 Chapter 2 Prototype steam locomotives........................... 12 Chapter 3 Steam locomotive models ............................. 20 Chapter 4 Prototype diesel locomotives........................... 30 Chapter 5 Diesel model basics and maintenance.................... 40 Chapter 6 Freight and passenger cars ............................ 52 Chapter 7 Prototype and model couplers.......................... 68 Chapter 8 Wheels and trucks ................................... 78 Chapter 9 Tools and adhesives .................................. 88 CHAPTER TWO Prototype steam locomotives A Pennsylvania Railroad class K4s Pacific Steam locomotives ruled North American railroads from the (4-6-2) leads the Liberty Limited away from Inglewood Station (Chicago) in early days of railroading through the 1940s. Even though February 1940. The Pacific was the most common passenger locomotive of the they’ve been gone from revenue service for more than 60 1900s, and the Pennsy’s K4s (with more than 400 built from 1914 to 1928) was years, steam engines remain favorites among modelers among the most-famous of the type. Harold Stirton collection for many reasons. These powerful machines provide an impressive show while moving, with the rhythmic motion of valve gear and side rods along with visible and audible chuffs to show how hard they’re working. Steam locomotives were built for specific duties and applications, meaning each railroad’s engines had a distinct appearance and character. 12 THE PARTS OF A STEAM LOCOMOTIVE This cutaway drawing shows the basic components of a steam locomotive. This is a coal-fired 4-4-2 with a mechanical stoker. Models of steam engines, like their locomotives based on power and the refineries were nearer than coalfields— prototypes, are fascinating to watch. type of service. burned fuel oil instead of coal. Oil And, with the tremendous growth in A long, horizontal boiler holds burners relied on jets to atomize the Digital Command Control, sound water, which is heated by a fire in a fuel into a spray for burning within effects make steam models even more firebox. A series of flues or tubes run the firebox. The fuel was thick—much appealing. through the boiler between the firebox thicker than common (no. 2) fuel oil Understanding how prototype and the smokebox (at the front of the today—typically Bunker C (or no. 6 steam locomotives work, how they locomotive), providing more surface fuel oil). It required preheating (via evolved, and knowing what kinds area for heating the water. steam) to flow properly, and the tender of locomotives were used in various The drawing shows a coal-fired tank was slightly pressurized. types of service will help you better locomotive, the most common type. In The firebox on an oil burner lacked determine which model steam engines the firebox, a brick arch extends from a grate and ashpan. For the fireman, are appropriate for your layout. It will the bottom front above the fire itself, maintaining the fire meant adjusting also help you to better model them improving combustion and ensuring valves to control the oil flow. Other in terms of details, operations, and that the draft doesn’t draw the fire and than that, the basic locomotive weathering—all subjects we’ll examine fuel directly out of the firebox through operations were the same. more thoroughly in Chapter 3. the flues. The burning coal rests on a The top surface of the firebox is grate at the base of the firebox; the called the “crown sheet.” The water How steam locomotives work ashpan or ashpan hopper below it level in the boiler must be kept high The cutaway drawing above shows catches ashes as the coal burns. enough to cover the crown sheet at the basic components of a steam Coal engines can be hand-fired, all times, or the extreme heat of the locomotive and illustrates how they meaning the fireman physically scoops firebox will cause the steel sheet to work. Follow along with the diagram coal from the tender through the fire- weaken and fail. This leads to a boiler as we trace the basic construction and box door into the firebox. Larger and explosion—probably the most-feared operation of a steam engine. more modern locomotives had mechan- danger of steam locomotives. The locomotive rests on several sets ical stokers that carried coal from the As the water boils, steam is collected of wheels, with small wheels at the tender under the cab floor or deck and at the top of the boiler in the steam front and rear (the lead and trailing up into the firebox. The drawing shows dome. There, a lever from the throttle trucks) and the large driving wheels a common auger-style stoker. opens and closes a valve atop the dry (“drivers”) in the middle. The number Many locomotives—especially pipe, which allows steam to pass to a of wheels and their size varies among on southwestern railroads where oil valve above the cylinders on each side 13 6 7 Electro-Motive Division E units, such as Florida East Coast E3 Independent Locomotive Service GP9 no. 1334, a General no. 1001, had full-width carbodies. Early Es had long, slanted Motors Diesel Division (Canada) GP9, illustrates the road noses compared to F units and late Es. William L. Wedemeyer switcher body, featuring a narrow hood with side walkways. Electro-Motive Division model 16-567C diesel engine Brake Traction pressure Load Engine Generator gauges motor air filter blower blower regulator Dynamic brake Exhaust Main Auxiliary Throttle Air compressor manifold generator generator Automatic brake 8 9 Reverser Ever wonder what’s behind the hood doors on a diesel locomotive? This Control features vary among locomotives, but this photo reveals the internal components of Southern Pacific SD9 no. 5341. control stand on an EMD GP40-2 is typical of most Trains magazine collection diesels. Ernest L. Novak moved from left to right. Most diesels the throttle and has three positions: What’s on the outside? have nine notches (idle and 1 through left, center, and right. When the handle Unlike steam locomotives, diesel loco- 8); notching the control up increases is moved right, the locomotive is set up motives are fairly standardized with engine RPMs, which increases power. to move forward. Moving the handle common parts and built in assembly- If you look closely, you’ll see that the left sets the locomotive up to move line fashion, meaning an SW1500 on throttle handle has its flat surfaces in reverse. If the reverser is centered, the Wisconsin Central is going to look oriented horizontally. That makes it the dynamic brake handle can’t move fairly similar to one on the BNSF, easier to distinguish by feel the throttle because of a mechanical interlocking. 10. To further understand the exter- handle from that of the dynamic brake, Though the throttle will still move, nal parts of a locomotive, look at the which has the flat surfaces positioned power isn’t sent to the traction motors. Grand Trunk Western GP38-2 in 11. vertically. Two additional brake systems are Where the variations come into play The uppermost lever is the dynamic used. The automatic brake applies and is on the small details. For example, brake, which is moved from left to releases the train brakes by removing railroads use headlights in varying right. It locks in two positions, off (as air from (or adding air to) the train styles from multiple manufacturers; shown in the photo) and set up. It line, the system of pipes and air hoses some railroads prefer mounting head- moves through the rest of its range, 1 that run the length of the train. This lights above the cab windows between through 8. Dynamic braking turns the action triggers control valves on each the number boards, while others like traction motors into generators, provid- car to apply or release the brake shoes, them on the nose. The bell can be ing resistance to turning that serves as which apply pressure on the wheels. under the walkway, on the hood, or on braking power. Dynamic braking is pri- The independent brake, below the nose. Air horn styles vary widely marily used for controlling train speeds the automatic brake, operates the from railroad to railroad. Some rail- on descending grades. locomotive’s brakes separate from the roads opt for cab air conditioners or The reverser handle is located below train. pilot-mounted plows; others do not. 32 10 These locomotives are both EMD SW1500 switchers. At first glance, other than paint, the two locomotives look the same. However, look closely and you’ll see they have different trucks, air horns, and exhaust stack spark arrestors. Firecracker Diesel Details antenna Sand Headlights hatch Radiator fans Number Cab board Short Air horn Radiator screen hood Ditch lights Coupler M.U. Bell Fuel Truck Fuel Fuel Cables Plow filler 11 gauge tank Grand Trunk Western GP38-2 no. 5849 is a fairly typical example of the more than 2,200 of the four-axle road units that were built by Electro-Motive Division between 1972 and 1986. Types of locomotives firm called Electro-Motive Diesel in stacks, number boards, etc.), and type In the 75-plus years of diesel loco- 2005; five years later, Caterpillar-owned of trucks. motives, there have been a handful Progress Rail Services purchased A note on model designations: of major manufacturers and a wide Electro-Motive Diesel. Today, GE Most manufacturers used basic letter variety of locomotives. The major and EMD are the big two of diesel designations to indicate a series or manufacturers include General Motors locomotive manufacturing. type, with numbers indicating either Electro-Motive Division (and General Although there are many subcatego- horsepower or successive (newer) Motors Diesel Division in Canada), ries and crossovers, diesel locomotives models.