- A locomotive must be designed to fulfil two conditions.
Another man says the locomotive moves because its wheels go round.
The first true compound locomotive in England was constructed at Crewe works in 1878 by F.
The first group consists of experiments selected from the records of a large number made on the boiler of the locomotive belonging to the Purdue University, Indiana, U.S.A.
The steam locomotive, however, and with it the railways, soon began to make rapid progress.
A terminal station embraces (I) the passenger station; (2) the goods station; (3) the locomotive, carriage and waggon depots, where the engines and the carrying stock are kept, cleaned, examined and repaired.
These temporary aims are like the broom fixed in front of a locomotive to clear the snow from the rails in front: they clear men's moral responsibilities from their path.
The first one of the group was made on the boiler fixed in the locomotive yard at Stratford, and the two remaining experiments of the group were made while the engine was working a train between London and March.
A locomotive is moving.
A " perfect engine " receiving and rejecting steam at the same temperatures as the actual engine of the locomotive, would develop about twice this power, say 1400 I.H.P. This figure represents the ideal but unattainable standard of performance.
- The maximum power which can be developed by a locomotive depends upon the maximum rate of fuel combustion which can be maintained per square foot of grate.
For much detailed information regarding American smoke-box practice, reference may be made to Locomotive Sparks, by Professor W.
Compound locomotives have been tried, as stated in § 17, but the tendency in England is to revert to the simple engine for all classes of work, though on the continent of Europe and in America the compound locomotive is largely adopted, and is doing excellent work.
Electricity is applied through a separate locomotive attached to the head of the train, or through motor carriages attached either at one end or at both ends of the train, or by putting a motor on every axle and so utilizing the whole weight of the train for traction, all the motors being under a single control at the head of the train, or at any point of the train for emergency.
With a steam locomotive all the power is concentrated in one machine, and therefore the weight on the drivers available for adhesion is limited.
The Rocket possessed the three elements of efficiency of the modern locomotive - the internal water-surrounded fire-box and the multitubular flue in the boiler; the blast-pipe, by which the steam after doing its work in the cylinders was exhausted up the chimney, and thus served to increase the draught and promote the rapid combustion of the fuel; and the direct connexion of the steam cylinders, one on each side of the engine, with the two driving wheels mounted on one axle.
The main features of the steam locomotive were thus established, and its subsequent development is chiefly a history of gradual increase in size and power, and of improvements in design, in material and in mechanical construction, tending to increased efficiency and economy of operation.
R.) Locomotive Power The term " power " is used in technical sense to mean the rate at which work is done against a resistance, and is measured in units of energy expended per unit of time.
For suburban traffic with a service at a few minutes' interval and short distances between the stations electric traction has proved itself to be superior in many respects to the steam locomotive, but for main line traffic and long distance runs it has not yet been demonstrated that it is commercially feasible, though it is known to be practically possible.
Thus if the maximum horse-power which a locomotive can develop is woo, the tractive resistance R, at 60 m.
Smith on " Express Locomotive Engines," Proc. Inst.
Locomotives have to start with the full load on the engine, consequently an outstanding feature of every compound locomotive is the apparatus or mechanism added to enable the engine to start readily.
A famous type of compound locomotive developed on the continent of Europe is the four-cylinder De Glehn, some of which have been tried on the Great Western railway.
The unbalanced masses of a locomotive may be divided into two parts, namely, masses which revolve, as the crank-pins, the crank-cheeks, the couplingrods, &c.; and masses which reciprocate, made up of the piston, piston-rod, cross-head and a certain proportion of the connecting-rod.
In addition to the foregoing list, various special locomotive types have been developed for suburban service, where high rates of acceleration and frequent stops are required.
Other special types are in limited use for " rack-railways," and operate either by engagement of gearing on the locomotive into a rack between the track rails, or by a combination of this and rail adhesion.
When the service is frequent enough to give a good power factor continuously, the steam locomotive cannot compete with the electric motor for the purpose of quick acceleration, because the motors applied to the axles of a train may for a short time absorb power from the central station to an extent far in excess of anything which a locomotive boiler can supply.
With regard to the working of the locomotive, J.
In the United States the danger of the stoves that used to be employed for heating the interiors of the cars has been realized, and now the most common method is by steam taken from the locomotive boiler and circulated through the train in a line of piping, rendered continuous between the cars by flexible coupling-hose.
- Section of Tunnel and Electric Locomotive, City & South London railway.
The whistle of the locomotive penetrates my woods summer and winter, sounding like the scream of a hawk sailing over some farmer's yard, informing me that many restless city merchants are arriving within the circle of the town, or adventurous country traders from the other side.
The only conception that can explain the movement of the locomotive is that of a force commensurate with the movement observed.
It can be moved (by its own locomotive power, if desired) long distances without requiring any complicated means of conveying power to it; and it is rapid in work, fairly economical, and can be adapted to the most varying circumstances.
But the Liverpool & Manchester railway, opened in 1830, first impressed the national mind with the fact that a revolution in the methods of travelling had really taken place; and further, it was for it that the first high-speed locomotive of the modern type was invented and constructed.
The latter, named the America, was the first to be delivered, reaching New York in January 1829, but one of the others, the Stourbridge Lion, was actually the first practical steam locomotive to run in America, which it did on the 9th of August 1829.
The theoretical limit is about i in 16; between I in 20 and 1 in 16 a steam locomotive depending on the adhesion between its wheels and the rails can only haul about its own weight.
In considering the forces that produce derailment the total mass of the vehicle or locomotive may be supposed to be concentrated at its centre of gravity.
Accidents due to simple climbing are, however, exceedingly rare, and are usually found associated with a faulty track, with " plunging " movements of the locomotive or vehicle, or with a " tight gauge " at curves or points.
In order to keep down the expense of shunting the empty trains and engines to and from the platforms the carriage and locomotive depots should be as near the passenger station as possible; but often the price of land renders it impracticable to locate them in the immediate vicinity and they are to be found at a distance of several miles.
At busy stations separate tracks are sometimes appropriated to the use of light engines and empty trains, on which they may be run between the platforms and the locomotive and Loco- carriage depots.
At a locomotive depot the chief building is the " running shed " in which the engines are housed and cleaned.
A locomotive depot further includes stores of the various materials required in working the engines, coal stages at which they are loaded with coal, and an ample supply of water.
Multiplying through by w we obtain Tw = 2FwD = 2µWwD = RV (4) This is a fundamental energy equation for any form of locomotive in which there is only one driving-axle.
Methods of Applying Locomotive Power.
Every axle of an electric locomotive may thus be subjected to a torque, and the large weight which must be put on one pair of wheels in order to secure sufficient adhesion when all the driving is done from one axle may be distributed through as many pairs of wheels as desired.
In fact, there need be no specially differentiated locomotive at all.
The fundamental difference between the two methods is that while the mechanical energy developed by a steam engine is in the first case applied directly to the driving-axle of the locomotive, in the second case it is transformed into electrical energy, transmitted over relatively long distances, and retransformed into mechanical energy on the driving-axles of the train.
In the second case every axle in the train may be made a driving-axle if desired, in which case the locomotive as a separate machine disappears.
- One pound of good Welsh coal properly burned in the fire-box of a locomotive yields about 15,000 British thermal units of heat at a temperature high enough to enable from 50 to 80% to flow across the boiler-heating surface to the water, the rest escaping up the chimney with the furnace gases.
The average value of the product of these percentages, namely o 65 Xo 09 =0.06 say, may be used to investigate generally the working of a locomotive; the actual value could only be determined by experiment in any particular case.
Let E represent the pounds of coal burnt per hour in the fire-box of a locomotive, and let c be the calorific value in B.Th.U.
- One pound of coal requires about 20 lb of air for its proper combustion in the fire-box of a locomotive, though this quantity of air diminishes as the rate of combustion increases.
The man who explains the movement of the locomotive by the smoke that is carried back has noticed that the wheels do not supply an explanation and has taken the first sign that occurs to him and in his turn has offered that as an explanation.
Baldwin, the founder of the famous Baldwin Locomotive Works in Philadelphia, built his first engine, Old Ironsides, for the Philadelphia, Germantown & Morristown railroad; first tried in November 1832, it was modelled on Stephenson's Planet, and had a single pair of driving wheels at the firebox end and a pair of carrying wheels under the smoke-box.
The first true compound locomotive was constructed in 1876 from designs by A.
Moreover, the average tractive power per locomotive and the average capacity per freight car advanced greatly in this period, although specific figures cannot be given.
It has extensive locomotive works, and there are large stone quarries in the district.
Equation (3), § I expresses the fundamental condition which must be satisfied when a locomotive is starting a train.
In America the development of the locomotive dates from almost the same time as in England.
The varying load against which a locomotive works, and the fact that a locomotive is non-condensing, are factors which reduce the margin of possible economy within narrow limits.
Henderson recording the tests of a freight locomotive made on the Chicago & North-Western railway.