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TRACKS Will Be a Useful Reference
TTRRAACCKKSS Inter City Railway Society May 2014 Inter City Railway Society founded 1973 www.intercityrailwaysociety.org Volume 42 No.5 Issue 497 May 2014 The content of the magazine is the copyright of the Society No part of this magazine may be reproduced without prior permission of the copyright holder President: Simon Mutten (01603 715701) Coppercoin, 12 Blofield Corner Rd, Blofield, Norwich, Norfolk NR13 4RT Chairman: Carl Watson - [email protected] Mob (07403 040533) 14, Partridge Gardens, Waterlooville, Hampshire PO8 9XG Treasurer: Peter Britcliffe - [email protected] (01429 234180) 9 Voltigeur Drive, Hart, Hartlepool TS27 3BS Membership Sec: Trevor Roots - [email protected] (01466 760724) Mill of Botary, Cairnie, Huntly, Aberdeenshire AB54 4UD Mob (07765 337700) Secretary: Stuart Moore - [email protected] (01603 714735) 64 Blofield Corner Rd, Blofield, Norwich, Norfolk NR13 4SA Events: Louise Watson - [email protected] Mob (07921 587271) 14, Partridge Gardens, Waterlooville, Hampshire PO8 9XG Magazine: Editor: Trevor Roots - [email protected] details as above Editorial Team: Sightings: James Holloway - [email protected] (0121 744 2351) 246 Longmore Road, Shirley, Solihull B90 3ES Traffic News: John Barton - [email protected] (0121 770 2205) 46, Arbor Way, Chelmsley Wood, Birmingham B37 7LD Website: Manager: Christine Field - [email protected] (01466 760724) Mill of Botary, Cairnie, Huntly, Aberdeenshire AB54 4UD Mob (07765 337700) Yahoo Administrator: Steve Revill Books: Publications Manager: Carl Watson - [email protected] details as above Publications Team: Trevor Roots / Carl Watson / Eddie Rathmill / Lee Mason Contents: Officials Contact List ......................................... 2 Stock Changes / Repatriated 92s ......... 44, 47 Society Notice Board ..................................... 2-5 Traffic and Traction News ................... -
200 Hp Sentinel Steam Locomotive
200 H.P. SENTINEL STEAM LOCOMOTIVE INSTRUCTION MANUAL Preface In the following pages are set forth a considerable amount of information on the technique of driving and maintaining your Sentinel Locomotive to the best advantage. If the instructions and advice given in this book are carefully followed your Sentinel Locomotive will not fail to give good and faithful service and will no doubt earn the affection of its operators and all those concerned with it, as all good machines should. The object of this book is to help all those connected with the locomotive to give it the best possible treatment so that the locomotive may also give its best in return. In order to give operators full advantage of new developments in the locomotive itself or in repair technique or modifications, we propose to send out Service Bulletins from time to time so that everyone may be fully informed of developments. You are cordially invited to write to us if you experience any difficulties in following any of the instructions given in this book or if you require any additional information on subjects not covered. On receipt of your queries we will fully reply to your questions and if it is of general topical interest we will send out a Service Bulletin on the subject raised. By this method we hope to form a fraternity of Sentinel operators. We have kept the size of this book to reasonable proportions so that it can be carried readily in the pocket. In order to achieve this we have not reproduced detailed drawings for each section as this would increase the size of the book considerably. -
PACIFIC’ Coupling Rods Fitted to Tornado at Darlington Locomotive Works
60163 Tornado 60163 Tornado 60163 Tornado THE A1 STEAM LOCOMOTIVE TRUST Registered Office, All Enquiries: Darlington Locomotive Works, Hopetown Lane, Darlington DL3 6RQ Hotline Answerphone: 01325 4 60163 E-mail: [email protected] Internet address: www.a1steam.com PRESS INFORMATION – PRESS INFORMATION - PRESS INFORMATION PR04/04 Monday 4 October 2004 MAJOR STEP FORWARD AS NEW STEAM LOCOMOTIVE BECOMES A ‘PACIFIC’ Coupling rods fitted to Tornado at Darlington Locomotive Works The A1 Steam Locomotive Trust, the registered charity that is building the first new mainline steam locomotive in Britain for over 40 years, today announced that No. 60163 Tornado is now a Pacific following the fitting of all four coupling rods to its six 6ft8in driving wheels (the name Pacific refers to the 4-6-2 wheel arrangement under the Whyte Notation of steam locomotive wheel arrangements) which now rotate freely together for the first time. Each of the four 7ft 6in rods weighs around two hundredweight and after forging, extensive machining and heat treatment, the four cost around £22,000 to manufacture. These rods are vital components within the £150,000 valve gear and motion assemblies, which are now the focus of work on Tornado at the Trust’s Darlington Locomotive Works. The Trust has also started work on the fitting of the rest of the outside motion. The bushes for the connecting rods are currently being machined at Ian Howitt Ltd, Wakefield and one side of the locomotive has now been fitted with a mock-up of parts of its valve gear. This is to enable accurate measurements to be taken to set the length of the eccentric rod as the traditional method of heating the rod to stretch/shrink it used when the original Peppercorn A1s were built in 1948/9 is no longer recommended as it can affect the rod’s metallurgical properties. -
Effective 10/21/2016
Association of American Railroads SAFETY AND OPERATIONS MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION A, PART I TABLES OF CONTENT Compiled under the direction of the Committees responsible for the subjects shown herein. EFFECTIVE 10/21/2016 Published by The Association of American Railroads 425 Third Street, SW., Washington, D.C. 20024 © Copyright Association of American Railroads Printed in U.S.A. EFFECTIVE 10/21/2016 EFFECTIVE Copyright © 2016 by the Association of American Railroads (AAR) Safety and Operations 425 Third Street SW Suite 1000 Washington, DC 20024 All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to promote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR. AAR Manual of Standards and Recommended Practices Tables of Content ORDERING INFORMATION Copies of the various sections of this manual can be obtained as follows: ORDERS FOR Publications Department PUBLICATIONS Transportation Technology Center, Inc. P.O. Box 11130 55500 DOT Road Pueblo, CO 81001 Email: [email protected] Phone: Toll-free 877-999-8824, Direct 719-584-0538 Fax: 719-584-7157 TTCI Web page: http://www.aar.com Online ordering: http://www.aarpublications.com/ CIRCULAR Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in LETTER hardcopy or electronic format (online access via AAR’s Web page at http://aarcirculars.aar.org. -
Interstate Commerce Commission Washington
INTERSTATE COMMERCE COMMISSION WASHINGTON REPORT NO. 3483 wTRAL OF GSOLTIA RAILWAY COMPANY IN RE ACCJ DENT AT MCINTIRE , OA.f ON ATJVAJS: 29, 1952 Report No. 3483 SUMMARY Date: August 29, 1952 Rail road: Central of Georgia Location: Mcli-tyre, G&. Kino oi' accident: Boiler explosion Train Number: Gordon svnitch local Locomotive number: g 00 Conn 1st: Ltjht, at time of accident Speed: Standing Operation: Local si\ri telling Track: On house track Tire : 1:20 p. m, g, nidl!-|c3: 2 Injured Cause : Overheated crown sheet result ing from low water INTERSTATE CONNERCE COMMISSION REPORT NO. 3483 IN THE NATTER OP MAKING ACCIDENT INVESTIGATION UNDER THE LOCOMOTIVE INSPECTION ACT OF FEBRUARY 17, 1911, AS AMENDED CENTRAL OF GEORGIA RAILWAY November 10, 1952 Acoident (boiler explosion) at Hclntyre, Ga,, on August 29, 1952, caused, by overheated, crown sheet due to low water. REPORT OF THE COMMISSION1 PATTERSON, Commissioner: On August ?9, 1952, about 1:10 p.m., at Mclntyre, Ga., the boiler of Central of Georgia Railway locomotive 6?S exploded while the locomotive was standing on the house track. The engi neer and. fireman were seriously injured. lUnder authority of sect: on 17 (2) of the Interstate Commerce Act the above-entitled proceeding was referred by the Commission to Commissioner Patterson for consideration and disposition. - 3 - DESCRIPTION OF ACCIDENT Central of Georgia Railway locomotive 629 wan placed in service at Gordon, Ga,, at 7:30 a.m., August 29, 1952, on the Gordon switch local which regularly performs switching service at four kaolin mines at and between Gordon ana Mclntyre, Ga,, a station 8.9 miles ca?t of Gordon, After switching at two mines the train proceeded, without any known unusual incident, one mile to Nolntyre where the train, consisting of 3 loaded ana 4 empty cars, was placed-on a siding and the locomotive moved to the house track. -
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. -
The Unauthorised History of ASTER LOCOMOTIVES THAT CHANGED the LIVE STEAM SCENE
The Unauthorised History of ASTER LOCOMOTIVES THAT CHANGED THE LIVE STEAM SCENE fredlub |SNCF231E | 8 februari 2021 1 Content 1 Content ................................................................................................................................ 2 2 Introduction ........................................................................................................................ 5 3 1975 - 1985 .......................................................................................................................... 6 Southern Railway Schools Class .................................................................................................................... 6 JNR 8550 .......................................................................................................................................................... 7 V&T RR Reno ................................................................................................................................................. 8 Old Faithful ...................................................................................................................................................... 9 Shay Class B ..................................................................................................................................................... 9 JNR C12 ......................................................................................................................................................... 10 PLM 231A ..................................................................................................................................................... -
Types and Characteristics of Locomotives Dr. Ahmed A. Khalil Steam Locomotives - Operating Principle
Types and Characteristics of Locomotives Dr. Ahmed A. Khalil Steam Locomotives - Operating Principle: The wheel is connected to the rod by a crank. The rod is connected to the piston rod of the steam cylinder., thereby converting the reciprocating motion of the piston rod generated by steam power into wheel rotation. - Main Parts of a steam locomotive: 1. Tender — Container holding both water for the boiler and combustible fuel such as wood, coal or oil for the fire box. 2. Cab — Compartment from which the engineer and fireman can control the engine and tend the firebox. 3. Whistle — Steam powered whistle, located on top of the boiler and used as a signalling and warning device. 4. Reach rod — Rod linking the reversing actuator in the cab (often a 'johnson bar') to the valve gear. 5. Safety valve — Pressure relief valve to stop the boiler exceeding the operating limit. 6. Generator — Steam powered electric generator to power pumps, head lights etc, on later locomotives. 7. Sand box/Sand dome — Holds sand that can be deposited on the rails to improve traction, especially in wet or icy conditions. 8. Throttle Lever — Controls the opening of the regulator/throttle valve thereby controlling the supply of steam to the cylinders. 9. Steam dome — Collects the steam at the top of the boiler so that it can be fed to the engine via the regulator/throttle valve. 10. Air pump — Provides air pressure for operating the brakes (train air brake system). 11. Smoke box — Collects the hot gas that have passed from the firebox and through the boiler tubes. -
T H E G E N E R a T
Newsletter of THE PALMERSTON NORTH MODEL ENGINEERING CLUB INC Managers of the “MARRINER RESERVE RAILWAY” Please address all correspondence to :- 22b Haydon St, Palmerston North. PRESIDENT SECRETARY TREASURER EDITOR Richard Lockett Stuart Anderson Murray Bold Doug Chambers (06) 323-0948 (06) 357-7794 (06) 355-7000 (06) 354-9379 July 2010 [email protected] [email protected] [email protected] [email protected] No 358 PNMEC Home Page www.pnmec.org.nz Email:- [email protected] TRACK RUNNING T This is held on the FIRST and THIRD Sunday of each month, from 1 pm to 4 pm Summer and 1 pm to 3 pm during the Winter. All club members are welcome to attend and help out with loco coaling, watering and passenger marshalling - none of the tasks being at all H Visiting club members are always welcome at the track, at the monthly meeting, or if just visiting and wishing to make contact with members, please phone one of the above office bearers. E Sender:- PNMEC Place 22b Haydon St, stamp Palmerston North here G E N E This Months Featured Model R A T O R - 2 - explained that unfortunately the chassis is now REPORT on the too heavy to bring in for the members to see. Bruce Geange had the tracks and chassis for June Meeting. his Caterpillar RD8 Another good turn out of members on a cold and wet wintery evening. Richard Lockett gave a very good talk on the setting up of milling machines, the vices to hold the work and setting up the jobs. -
Bitten by the Bug Part 1 R J Alliott
• Bitten by The Bug Part 1 R J Alliott Britain’s railway history is littered with a perhaps surprising number of one-offs - the Turbomotive, the Hush-Hush, Fowler’s Ghost, the Duke of Gloucester, and the Great Bear. Many of these remained one-offs because they were partially or wholly unsuccessful, because of subsequent changes of direction in locomotive development or because they were only experimental. However, an unusual example of a one-off that was always intended to be unique from the very outset was the LSWR 4-2-4T known officially as Mr. Drummond’s Car , but known far better by locomen of the time and by enthusiasts ever since as “The Bug”. Drummond himself has also gone down in locomotive engineer folklore as something of a one-off. Born at Ardrossan in 1840, he had served on the Dumbartonshire and Caledonian Railways, and at the North British Railway, where he worked under S. W. Johnson, before moving to the Highland Railway at Inverness under William Stroudley. After a spell with Stroudley again at Brighton, he had become locomotive superintendent of the North British Railway in 1875. Seven years later he joined the Caledonian, but then jointly formed the unsuccessful Australasian Locomotive Engine Works at Sydney. He had then returned quickly to Scotland and founded the Glasgow Railway Engineering Company, finally joining the London and South Western on 1st August 1895 at the very considerable salary of £1,500, this being sharply increased to £2,000 the following year. At the LSWR, he varied between the brilliant and the sadly unsuccessful in his designs and between the severe and compassionate in his dealings with his men and his machines. -
2A. Bluebell Railway Education Department
2a. Bluebell Railway Education Department The main parts of a locomotive Based on a Somerset and Dorset Joint Railway locomotive, built in 1925 From the book “Steam Railways Explained”, author Stan Yorke, with permission of Countryside Books BLUEBELL RAILWAY EDUCATION DEPARTMENT 2b. The development of the railway locomotive 1. The steam locomotive is, in essence, a large kettle which heats water until it turns into steam, that steam is then used, under pressure, to move the engine and the train. One of the earliest and most successful locomotives was “The Rocket” used on the Liverpool and Manchester Railway which opened in 1830. The Rocket Wheel arrangement 0-2-2 Built 1829 2. This early design was rapidly improved upon and the locomotive soon assumed the shape that we recognise today. “Captain Baxter was built in 1877 and can be seen today at the Bluebell Railway. Dorking Greystone Lime Company No 3 “Captain Baxter” Wheels 0-4-0T Built 1877 3. A the years went by bigger and faster locomotives were developed to meet the needs of both passengers and freight as illustrated by this South Eastern & Chatham Railway engine which ran between London and the Kent coast. South Eastern & Chatham Railway No. 263 Wheel arrangement 0-4-4T Built 1905 4. As passenger traffic grew in the 20th century still larger and more powerful engines were required. This Southern Railway engine, built in 1936, was sent to Barry Scrapyard in South Wales following the end of steam on British Railways in 1968. It was rescued by the Bluebell and delivered to Sheffield Park Station in 1978, where it was restored to running order. -
Variable Valve Timing Intelligent System.Pdf
VARIABLE VALVE TIMING INTELLIGENT SYSTEM deepaksubudhi456@ gmail.com WHAT IS VVT ? • Variable Valve Timing (VVT) ,is a generic term for an automobile piston engine technology • VVT allows the lift or duration or timing (some or all) of the intake or exhaust valves (or both) to be changed while the engine is in operation • Two stroke engines use a power valve system to get similar results to VVT. HISTORY • The earliest variable valve timing systems came into existence in the nineteenth century on steam engines. Stephenson valve gear, as used on early steam locomotives supported variable cutoff, that is, changes to the time at which the admission of steam to the cylinders is cut off during the power stroke. Early approaches to variable cutoff coupled variations in admission cutoff with variations in exhaust cutoff. Admission and exhaust cutoff were decoupled with the development of the Corliss valve. These were widely used in constant speed variable load stationary engines, with admission cutoff, and therefore torque, mechanically controlled by a centrifugal governor. As poppet valves came into use, simplified valve gear using a camshaft came into use. With such engines, variable cutoff could be achieved with variable profile cams that were shifted along the camshaft by the governor. • The earliest Variable valve timing systems on internal combustion engines were on the Lycoming R-7755 hyper engine, which had cam profiles that were selectable by the pilot. This allowed the pilot to choose full take off and pursuit power or economical cruising speed, depending on what was needed. WHAT IS VVT-i • The VVT-i system is designed to control the intake camshaft with in a range of 50°(of Crankshaft Angle ) to provide valve timing i.e.