1.
Boeing P-29
–
The Boeing P-29 and XF7B-1 were an attempt to produce a more advanced version of the highly successful P-26. Although slight gains were made in performance, the U. S. Army Air Corps, the Boeing YP-29 originated as the Model 264, developed as a private venture under a bailment contract negotiated with the U. S. Army. Development of three prototypes was initiated in the interval between the testing of the XP-936 and the delivery of the first P-26A to the U. S. Army. The Model 264 was an updated and modernized P-26, differing in having fully cantilever wings, wing flaps, enclosed greenhouse canopy, the landing gear was similar to the Boeing Monomail, the main wheels retracting backwards about halfway into the wings. The fuselage and the tail were basically the same as those of the P-26, the 264 retained the proven 550 hp Pratt & Whitney R-1340-31 Wasp air-cooled radial, used in the P-26. The armament of one 0. 30-cal and one 0.50 cal machine guns mounted in the fuselage sides and firing between the cylinder heads of the radial engine was the same as the P-26A. The first Model 264 featured a long, narrow, sliding canopy, essentially a transparent continuation of the P-26s protective headrest, the Wasp radial was enclosed in a full NACA cowling rather than the narrow Townend ring of the P-26. One final variant was considered by Boeing, the Model 273, aside from slight dimensional variations, military equipment carried, and the performance ratings of its Wasp engine, the naval fighter was very similar to its Army antecedents. Like the other variants, its enclosed cockpit was modified into an open cockpit. The airplane made its flight on 20 January 1934 and was flown to Wright Field for Army testing under the experimental military designation XP-940 five days later. During testing, the XP-940 achieved a speed of 220 mph at 10,000 ft. After testing, the XP-940 was returned to the factory in March for modifications, due to the tight-fitting canopy and restricted pilot vision from the cockpit enclosure, Boeing reverted to an open cockpit design, retaining the long headrest all the way to the tail. The engine was replaced by a 600 hp R-1340-35 with a drag ring and it was also fitted with flaps, which the XP-940 lacked. Upon completion of testing of the XP-940, the Army decided on 29 June 1934 to purchase it, after the modified XP-940 was returned to the Army in April 1934, it was assigned the designation YP-29A. It eventually was redesignated the P-29A after a change to an R-1340-27 in place of the -35. The cleaner design of the P-29A resulted in an increase of 16 mph over the P-26A. Consequently, the Army cancelled an intended P-29A order, the three prototypes were subsequently used strictly for experimental purposes. The second prototype was completed with a large and roomy glasshouse enclosure around the cockpit and, in addition, other changes included an R-1340-35 enclosed in an anti-drag ring
Boeing P-29
–
P-29/XF7B-1
Boeing P-29
–
Boeing YP-29A
Boeing P-29
–
XF7B-1 prior to modifications to an open cockpit c. 1933
2.
Chicago, Burlington and Quincy Railroad
–
The Chicago, Burlington and Quincy Railroad was a railroad that operated in the Midwestern United States. Its primary connections included Chicago, Minneapolis-St. Paul, St. Louis, Kansas City, because of this extensive trackage in the midwest and mountain states, the railroad used the advertising slogans Everywhere West, Way of the Zephyrs, and The Way West. It merged into Burlington Northern in 1970, in 1967, it reported 19,565 million net ton-miles of revenue freight and 723 million passenger miles, corresponding totals for C&S were 1,100 and 10 and for FW&D were 1,466 and 13. At the end of the year CB&Q operated 8,538 route-miles, C&S operated 708, the earliest predecessor of the Chicago, Burlington and Quincy, the Aurora Branch Railroad, was chartered by act of the Illinois General Assembly on October 2,1848. The Aurora Branch was built from Aurora, through Batavia, to Turner Junction in what is now West Chicago, the line was built with old strap rail and minimal, if any, grading. The line from Aurora to Chicago was built through the towns of Naperville, Lisle, Downers Grove, Hinsdale, Berwyn. It was opened in 1864, and passenger and freight service began, regular commuter train service started in 1864 and remains operational to this day, making it the oldest surviving regular passenger service in Chicago. Both the original Chicago line, and to a lesser extent. With a steady acquisition of locomotives, cars, equipment, and trackage, the Burlington Route was able to enter the trade markets in 1862. From that year to date, the railroad and its successors have paid dividends continuously, the B&MR continued building west into Nebraska as a separate company, the Burlington & Missouri River Rail Road, founded in 1869. During the summer of 1870 it reached Lincoln, the designated capital of Nebraska and by 1872 it reached Kearney. That same year the B&MR across Iowa was absorbed by the CB&Q, by the time the Missouri River bridge at Plattsmouth, Nebraska was completed the B&MR in Nebraska was well on its way to the Mile High city of Denver, Colorado. That same year, the Nebraska B&MR was purchased by the CB&Q, Burlingtons rapid expansion after the American Civil War was based upon sound financial management, dominated by John Murray Forbes of Boston and assisted by Charles Elliott Perkins. Perkins was an administrator who eventually forged a system out of previously loosely held affiliates. Ultimately, Perkins believed the Burlington Railroad must be included into a powerful transcontinental system, though the railroad as far west as Denver and Billings, Montana, it had failed to reach the Pacific Coast during the 1880s and 1890s, when construction was less expensive. Though approached by E. H. Harriman of the Union Pacific Railroad, with its river line to the Twin Cities, the Burlington Route formed a natural connection between Hills home town of St. Paul, Minnesota, and the railroad hub of Chicago. Moreover, Hill was willing to meet Perkins $200-a-share asking price for the Burlingtons stock, by 1900, Hills Great Northern, in conjunction with the Northern Pacific Railway, held nearly 100 percent of Burlingtons stock. In 1901 a rebuffed Harriman tried to gain an indirect influence over the Burlington by launching a raid on the Northern Pacific
Chicago, Burlington and Quincy Railroad
–
This article needs additional citations for
verification. Please help improve this article by
adding citations to reliable sources. Unsourced material may be challenged and removed. (August 2008)
Chicago, Burlington and Quincy Railroad
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The CBQ system map.
Chicago, Burlington and Quincy Railroad
–
Chicago Burlington and Quincy Railroad steam locomotive built 1940 at
West Burlington, Iowa, in service until 1956, on display since 1962 in
Douglas, Wyoming
Chicago, Burlington and Quincy Railroad
–
A Zephyr arriving at
East Dubuque, Illinois
3.
Galesburg, Illinois
–
Galesburg is a city in Knox County, Illinois, United States. This city is forty-five miles northwest of Peoria, as of the 2010 census, the city population was 32,195. It is the county seat of Knox County, Galesburg is home to Knox College, a private four-year liberal arts college, and Carl Sandburg College, a two-year community college. Galesburg City Township is a township that is coterminous with the city. Galesburg is the city of the Galesburg Micropolitan Statistical Area. Galesburg was founded by George Washington Gale, a Presbyterian minister from New York state who dreamed of establishing a manual labor college, a committee from New York purchased 17 acres in Knox County in 1835, and the first 25 settlers arrived in 1836. They built temporary cabins in Log City near current Lake Storey, just north of Galesburg, Galesburg was home to the first anti-slavery society in Illinois, founded in 1837, and was a stop on the Underground Railroad. The city was the site of the fifth Lincoln-Douglas debate, on a speakers platform attached to Knox Colleges Old Main building on October 7,1858. Knox College continues to maintain and use Old Main to this day, an Underground Railroad Museum and Lincoln-Douglas Debate Museum were built in Knox Colleges Alumni Hall after it had finished renovations. Galesburg was the home of Mary Ann Mother Bickerdyke, who provided care for Union soldiers during the American Civil War. After the Civil War, Galesburg was the birthplace of poet, author, and historian Carl Sandburg, poet and artist Dorothea Tanning, Carl Sandburgs boyhood home is now operated by the Illinois Historic Preservation Agency as the Carl Sandburg State Historic Site. The site contains the cottage Sandburg was born in, a museum, the rock under which he and his wife Lilian are buried. Throughout much of its history, Galesburg has been tied to the railroad industry. The Chicago, Burlington and Quincy Railroad sited major rail sorting yards here, the CB&Q also built a major depot on South Seminary Street which was controversially torn down and replaced by a much smaller station in 1983. The yard is used by the BNSF Railway. A series of mergers eventually united both lines under the ownership of BNSF Railway, carrying an average of seven trains per hour between them, as of the closing of the Maytag plant in fall of 2004, BNSF is once again the largest private employer in Galesburg. In addition, Galesburg was home to the brass era automobile company Western. Lombard College was located in Galesburg until 1930, and is now the site of Lombard Middle School
Galesburg, Illinois
–
"Welcome to Galesburg" sign
Galesburg, Illinois
–
A BNSF train passes through central Galesburg near the site of the
former Santa Fe depot.
4.
Electro-Motive Diesel
–
Electro-Motive Diesel is an American manufacturer of diesel-electric locomotives, locomotive products and diesel engines for the rail industry. The company is owned by Caterpillar through its subsidiary Progress Rail Services Corporation, in 1930, General Motors purchased Electro-Motive Company and the Winton Engine Co. combining the two to form its Electro-Motive Division in 1941. In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners, in 2010, Progress Rail Services completed the purchase of Electro-Motive Diesel from Greenbriar, Berkshire, and others. EMDs headquarters, engineering facilities and parts manufacturing operations are based in McCook, Illinois, while its final assembly line is located in Muncie. EMD also operates a traction motor maintenance, rebuild and overhaul facility in San Luis Potosí, as of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of the market for diesel-electric locomotives in North America. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio, in 1922, the company developed and marketed self-propelled railcars using General Electrics newly developed internal combustion-electric propulsion and control systems. Hamilton started his career as a fireman, then locomotive engineer, on the Southern Pacific Railroad. Financing himself, he quit his sales position and set up shop in a hotel with his partner. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific, EMC subcontracted the body construction to St. Louis Car Company, electrical components to General Electric, and the prime mover to Winton Engine Company. The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, in 1925, EMC entered full-scale production, selling 27 railcars. In 1930 General Motors was seeking to improve their Diesel technology and they purchased the Winton Engine Company who, in addition to their Diesel products, sold non-Diesel engines for EMC-developed rail motorcars. The combined resources of GM and their new Winton subsidiary were focused on developing Diesel engines with improved power-to-weight ratios, GM saw EMCs role in marketing and applications development as fitting their objectives and purchased the company shortly after the Winton acquisition, renaming it Electro-Motive Corporation. In 1933 EMC designed the power setups for the Zephyr and M-10000 streamliners, the Zephyr used the first major product of the new GM-Winton venture, the 600 hp Winton 201A 2-stroke Diesel engine. Encouraged by the success of the new streamliners, EMC invested in a new locomotive factory. The new headquarters on 55th Street in McCook, Illinois, west of Chicago, in 1938 EMC started production of locomotives using GMs new 567 engine, which upgraded the horsepower to 2000 per locomotive unit and increased reliability. The 567, named for its displacement-per-cylinder of 567.45 in³, was a two-cycle Roots-blown, Uniflow-scavenged, Unit-injected engine with overhead camshafts and it was built as a V-6, V-8, V-12 and V-16. Charles F. Kettering and the General Motors Research Corporation were in charge of its development and their nearest competitor was the American Locomotive Company, who started production of less-developed Diesel locomotives to compete with the E-units in 1939. Baldwins response to the challenge of the E-units was to develop a steam locomotive design that pushed beyond the limits of practicality, passenger trains made little money for the railroads, but replacement of steam engines with reliable Diesel units could provide railroads with a crucial difference for profitability
Electro-Motive Diesel
–
EMD
builder's plate
Electro-Motive Diesel
–
Burlington Northern EMD F3
Electro-Motive Diesel
–
EMD GP7 (left) and E9A (right)
Electro-Motive Diesel
–
EMD SD40-2
5.
General Motors Diesel
–
General Motors Diesel was a railway diesel locomotive manufacturer located in London, Ontario, Canada. It served many notable companies such as BNSF Railway and Union Pacific, General Motors Diesel, Limited, was created in 1949 as the Canadian subsidiary of the Electro Motive Division of General Motors located in the United States. Tariffs protected Canadian manufacturers against imported goods, thus many companies wanting to do business in Canada set up controlled or wholly owned subsidiaries in Canada. Montreal Locomotive Works in Montreal, Quebec, was created for just this reason building steam locomotives, diesel-electric locomotives were built in Canada beginning in 1928 and continuing to the present. The earliest diesels were custom built one-of-a-kind designs such as Canadian National Railways numbers 9000 and 9001, after these unique locomotives, the railways turned to more traditional designs built in the US and imported to Canada such as the Alco S-2 and EMD NW2 yard switchers. The growing market for diesels in Canada meant it became worthwhile to build facilities in Canada to avoid import duties. While MLW and CLC both utilized existing steam locomotive erecting shops in Montreal and Kingston, respectively, General Motors, never having built steam locomotives, General Motors Diesel selected a site on the outskirts of London, Ontario, for this plant. It opened in 1950, eventually expanding several times to 208 acres and branching out into building transit buses, earth movers, originally designed to produce one unit per day, it was some time before that volume of orders were received. It was later expanded to one and one half units per day, La Grange, as the US plant was referred to, eventually could produce six units per day. The first diesel locomotive built was Toronto, Hamilton and Buffalo Railway number 71 and it was however, not the first order received, which was from Canadian Pacific for ten model FP7A1,500 hp A units of the covered wagon style of carbody. The two orders were on the floor under construction at the same time and it was TH&B71 which was completed first. Pairs of A units were delivered commencing with CP numbers 4028 and 4029 on September 14, TH&B71 cost $191,712 at the time. For comparison, Alco 1,000 hp yard switchers built in Schenectady, New York cost $115,000 including duty, the benefit of diesels over steam was largely their reduced operating costs compared to steam, but they had to be kept going to pay for themselves. Increased utilization was key to their cost benefits, steam locomotives were inherently labor-intensive machines to operate even though less expensive to buy and operate than diesels. The greatest savings were to be had in service where switching often meant idle time. It was here that diesels made their first major inroads into the scene, early road diesels were less dependable than yard engines and failure on the road away from a quick replacement engine would affect operations. Railways were not always willing to trust diesels with passenger trains that were themselves an advertisement for the railway, GMD built units for export, a significant amount of business supported by government grants to foreign countries. GMD also built some experimental diesel-hydraulic locomotives and straight electric units as well, General Motors Diesel Ltd. became the Diesel Division of General Motors of Canada Ltd. on February 1,1969, in a consolidation of all Canadian properties
General Motors Diesel
–
Divisions and subsidiaries
6.
A unit
–
This terminology is generally used in North America, since only there was it commonplace to build B units—cabless locomotive units which normally could not lead a train. Typical driving cab features, and therefore A unit features, include windshields, rectangular windows, crew seats, heating. B units always lack all of these features, except that some EMD F-units have an extra side window for a hostler. This terminology has fallen out of use for newer locomotives, since it only applied to the cab unit style of locomotive. Thus, the cab unit is used only when an A unit has a carbody design. Hood unit road switcher types were equipped with driving cabs. In some cases, A units were converted to B units, if the unit had been involved in a collision which damaged the cab, it was sometimes more cost-effective to rebuild the unit without the cab. In rarer cases, B units were converted to A units, the Chicago and North Western Railway converted several E8B units purchased from the Union Pacific Railroad. The cabs on the units were referred to as Crandall Cabs. Library of Congress Catalog Card No
A unit
–
An
EMD SD40 A unit owned by
BNSF Railway
7.
B unit
–
A B unit, in railroad terminology, is a locomotive unit which does not have a driving cab or crew compartment, and must therefore be controlled from another, coupled locomotive with a driving cab. The terms booster unit and cabless are also used, the concept is largely confined to North America. Elsewhere, locomotives without driving cabs are rare, some B units cannot be moved without a controlling unit attached, but most have some simple controls inside, and often a side window at that control station. For example, B unit versions of the EMD FT with conventional couplers had a fifth porthole-style window added on the side only for the control station. These controls enable a hostler to move the B-unit locomotive by itself in a yard or shops, B units without controls are generally semi-permanently coupled to controlling units. Sometimes, there is a distinction between the types, a booster is a B unit with hostler controls, and a slave is a B unit without hostler controls. The reasons railroads ordered B units included the fact that a B unit was slightly cheaper, with no driving cab, B units lack windshields, crew seats, radios, heating, and air conditioning. There would also be no toilets, which were found in the short hood of an A unit. When a three- or four-unit locomotive was considered an indivisible unit, finally, B units gave a smoother line to the train for passenger service. B units were built in the cab unit days in the 1930s, 1940s, 1950s and 1960s. Few B units have been built in the last 40 years, railroads that kept ordering B units longer than most were largely Western roads, including the Southern Pacific, Union Pacific, Burlington Northern, and the Santa Fe. Santa Fe ordered the GP60B model in 1991, which were the final B units built for service in North America as of 2005. In some cases, a B unit is converted from an already existing A unit, the cab is either removed or has its windows blanked out, and all non-essential equipment is removed. The degree to which equipment is removed depends on the railroad, but may include the removal of the speedometer, event recorder, horn, headlights, toilet. This conversion was performed when the A unit had been in a collision. In some rare instances, B units were converted to incorporate a cab, the homebuilt cabs were referred to as Crandall Cabs. Also, the Santa Fe rebuilt four of its five GP7Bs to GP9us with cabs, in the Illinois Central Gulfs GP11 rebuild program, some of the engines used were ex-UP GP9Bs, and in their SD20 program, some ex-UP SD24Bs were also used. BNSF converted a former ATSF GP60B #370 into a cab unit and was renumbered to #170 in 2010, in rare instances, a B unit will run at the front of a train
B unit
–
BNSF GP60B #346, a rare example of a B unit still in service as of 2005
B unit
–
"B" unit of the Russian 3TE10MK locomotive
B unit
–
Australian
XRB class locomotive.
8.
Track gauge
–
In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
Track gauge
–
Indian Narrow and Broad gauge tracks
Track gauge
–
Track gauge
Track gauge
–
Fish-belly cast-iron rails from the Cromford and High Peak Railway
Track gauge
–
An early Stephenson locomotive
9.
Standard gauge
–
The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
Standard gauge
–
Track gauge
10.
Bogie
–
A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
Bogie
–
A diamond bogie with
axle boxes, known in American English as a "truck"
Bogie
–
Commonwealth bogie as used on BR Mark 1 and CIE Park Royals
Bogie
–
B4 bogie as used on BR Mark 2 and Irish Cravens
Bogie
–
Side view of a
SEPTA K-Car bogie
11.
Blomberg B
–
The Blomberg B is a B diesel locomotive truck. These trucks were the standard EMD four wheel truck from the FT until the GP60, EMD introduced the truck in 1939. Unofficially it is named after Martin Blomberg, who joined the company the year before, the truck was derived from an earlier three axle truck designed by Blomberg, and was used starting with the FT. Blomberg trucks can be identified by their prominent outside swing hangers, the outside placement has the advantage of widening its spring base from 56 to 96 inches. Due to the swinging hanger suspension system these trucks are referred to in the railroad business as swing hanger trucks. The term Blomberg truck isnt used even in some railroad training literature that specifically describes truck types, a popular modification by railroads in later years was reducing the number of brake shoes from 8 to 4 by reconfiguring the double-clasp brake rigging, removing one brake shoe per wheel. This can give the Blomberg B a similar appearance of later Blomberg M trucks, a modified version of the truck called the Blomberg M was used starting with the four-axle Dash 2 series locomotives. Hydraulic snubbers were used on diagonally opposite journals, and the spring suspension was replaced with rubber pads. This version had only one brake actuating cylinder per side and revised brake rigging using threaded adjusters, there is also a later variation of the Blomberg M found on the GP60 and F59PH models. The main spotting features of this version are leaf spring suspension and exposed roller bearing ends, similar looking trucks can be found under modern MPI MPXpress locomotives. The rubber pads seen in the trucks in place of springs are actually springs themselves. Theyre constructed of laminated layers of rubber cushioning material and steel plates and they do provide suspension, truck AAR type A switcher truck
Blomberg B
–
ATSF #3055, an
EMD GP20, rides on Blomberg B trucks.
Blomberg B
–
Blomberg B detail
Blomberg B
–
Blomberg M truck of a GP40-2
12.
Minimum railway curve radius
–
The minimum railway curve radius is the shortest allowable design radius for railway tracks under a particular set of conditions. It has an important bearing on costs and operating costs and, in combination with superelevation in the case of train tracks. Minimum radius of curve is one parameter in the design of vehicles as well as trams. Monorails and guideways are also subject to minimum radii, the first proper railway was the Liverpool and Manchester Railway which opened in 1830. Like the trams that had preceded it over a hundred years, among other reasons for the gentle curves were the lack of strength of the track, which might have overturned if the curves were too sharp causing derailments. There was no signalling at this time, so drivers had to be able to see ahead to avoid collisions with previous trains, the gentler the curves, the longer the visibility. The earliest rails were made in lengths of wrought iron. Minimum curve radii for railroads are governed by the speed operated, for handling of long freight trains, a minimum 717-foot radius is preferred. The sharpest curves tend to be on the narrowest of narrow gauge railways, as the need for more powerful locomotives grew, the need for more driving wheels on a longer, fixed wheelbase grew too. But long wheel bases are unfriendly to sharp curves, various types of articulated locomotives were devised to avoid having to operate multiple locomotives with multiple crews. More recent diesel and electric locomotives do not have a wheelbase problem and this is particularly true of the European buffer and chain couplers, where the buffers extend the profile of the railcar body. For a line with maximum speed 60 km/h, buffer-and-chain couplings reduce the radius to around 200 m. A long heavy freight train, especially those with wagons of mixed loading, may struggle on sharp curves, common solutions include, marshalling light and empty wagons at rear of train intermediate locomotives, including remotely controlled ones. Easing curves reduced speeds reduced cant, at the expense of fast passenger trains, equalizing wagon loading better driver training driving controls that display drawgear forces. And c2013 Electronically Controlled Pneumatic brakes, a similar problem occurs with harsh changes in gradients. To counter this, a cant is used, ideally the train should be tilted such that resultant force acts straight down through the bottom of the train, so the wheels, track, train and passengers feel little or no sideways force. Some trains are capable of tilting to enhance this effect for passenger comfort, because freight and passenger trains tend to move at different speeds and weigh dramatically different, a cant cannot be ideal for both types of rail traffic. The relationship between speed and tilt can be calculated mathematically, the values used when building high-speed railways vary, and depend on desired wear and safety levels
Minimum railway curve radius
–
90-foot (27.43 m) radii on the
elevated 1,435 mm (4 ft 8 1 ⁄ 2 in)
Chicago 'L'. There is no room for longer radii at this
street intersection
13.
Degree of curvature
–
Degree of curve or degree of curvature is a measure of curvature of a circular arc used in civil engineering for its easy use in layout surveying. The degree of curvature is defined as the angle to the ends of an arc or chord of agreed length. Various lengths are used in different areas of practice. This angle is also the change in direction as that portion of the curve is traveled. Curvature is usually measured in radius of curvature, by this method curve setting can be easily done with the help of a transit or theodolite and a chain, tape or rope of a prescribed length. In an n-degree curve, the bearing changes by n degrees over the standard length of arc or chord. The usual distance in North American road work is 100 feet of arc, North American railroad work traditionally used 100 feet of chord and this may be used in other places for road work. Other lengths may be used—such as 30 metres or 100 metres where SI is favoured, or a shorter length for sharper curves. Where degree of curvature is based on 100 units of arc length, the conversion between degree of curvature and radius is Dr = 18000/π ≈5729.57795, where D is degree and r is radius. As an example, a curve with an arc length of 600 units that has a sweep of 6 degrees is a 1-degree curve, For every 100 feet of arc. The radius of such a curve is 5729.57795, if the chord definition is used each 100-unit chord length will sweep 1 degree with a radius of 5729.651 units, and the chord of the whole curve will be slightly shorter than 600 units. Since rail routes have very large radii, they are out in chords, as the difference to the arc is inconsequential. The 100 feet is called a station, used to define length along a road or other alignment, metric work may use similar notation, such as kilometers plus meters 1+000
Degree of curvature
–
Diagram showing different parts of the curve used in the formula
14.
Radius
–
Remote Authentication Dial-In User Service is a networking protocol that provides centralized Authentication, Authorization, and Accounting management for users who connect and use a network service. RADIUS was developed by Livingston Enterprises, Inc. in 1991 as an access server authentication and accounting protocol and these networks may incorporate modems, DSL, access points, VPNs, network ports, web servers, etc. RADIUS is a protocol that runs in the application layer. Network access servers, the gateways that control access to a network, RADIUS is often the back-end of choice for 802. 1X authentication as well. The RADIUS server is usually a background process running on a UNIX or Microsoft Windows server, RADIUS is a AAA protocol which manages network access in the following two-step process, also known as a AAA transaction. AAA stands for authentication, authorization and accounting, Authentication and authorization characteristics in RADIUS are described in RFC2865 while accounting is described by RFC2866. The user or machine sends a request to a Network Access Server to gain access to a network resource using access credentials. The credentials are passed to the NAS device via the link-layer protocol - for example, in turn, the NAS sends a RADIUS Access Request message to the RADIUS server, requesting authorization to grant access via the RADIUS protocol. This request includes access credentials, typically in the form of username, the RADIUS server checks that the information is correct using authentication schemes such as PAP, CHAP or EAP. Historically, RADIUS servers checked the users information against a locally stored flat file database, modern RADIUS servers can do this, or can refer to external sources — commonly SQL, Kerberos, LDAP, or Active Directory servers — to verify the users credentials. The RADIUS server then returns one of three responses to the NAS, 1) Access Reject, 2) Access Challenge, or 3) Access Accept, Access Reject The user is unconditionally denied access to all requested network resources. Reasons may include failure to provide proof of identification or an unknown or inactive user account, Access Challenge Requests additional information from the user such as a secondary password, PIN, token, or card. Access Accept The user is granted access, once the user is authenticated, the RADIUS server will often check that the user is authorized to use the network service requested. A given user may be allowed to use a wireless network. Again, this information may be stored locally on the RADIUS server, each of these three RADIUS responses may include a Reply-Message attribute which may give a reason for the rejection, the prompt for the challenge, or a welcome message for the accept. The text in the attribute can be passed on to the user in a web page. Authorization attributes are conveyed to the NAS stipulating terms of access to be granted and this might be with a customizable login prompt, where the user is expected to enter their username and password. Alternatively, the user use a link framing protocol such as the Point-to-Point Protocol
Radius
15.
Wheelbase
–
In both road and rail vehicles, the wheelbase is the distance between the centers of the front and rear wheels. For road vehicles with more than two axles, the wheelbase is defined as the distance between the axle and the centerpoint of the driving axle group. In the case of a truck, the wheelbase would be the distance between the steering axle and a point midway between the two rear axles. The wheelbase of a vehicle equals the distance between its front and rear wheels, at equilibrium, the total torque of the forces acting on a vehicle is zero. So, for example, when a truck is loaded, its center of gravity shifts rearward, the amount the vehicle sinks will depend on counter acting forces like the size of the tires, tire pressure, and the stiffness of the suspension. If the vehicle is accelerating or decelerating, extra torque is placed on the rear or front tire respectively, so, as is common experience, when the vehicle accelerates, the rear usually sinks and the front rises depending on the suspension. Likewise, when braking the front noses down and the rear rises, because of the effect the wheelbase has on the weight distribution of the vehicle, wheelbase dimensions are crucial to the balance and steering. For example, a car with a greater weight load on the rear tends to understeer due to the lack of the load on the front tires. This is why it is crucial, when towing a single-axle caravan, likewise, a car may oversteer or even spin out if there is too much force on the front tires and not enough on the rear tires. Also, when turning there is lateral torque placed upon the tires which imparts a turning force that depends upon the length of the distances from the CM. Wheelbases provide the basis for one of the most common vehicle size class systems, some luxury vehicles are offered with long-wheelbase variants to increase the spaciousness and therefore the luxury of the vehicle. Prime Minister of the United Kingdom Tony Blair was given a version of the Rover 75 for official use. In contrast, coupé varieties of vehicles such as the Honda Accord are usually built on shorter wheelbases than the sedans they are derived from. The wheelbase on many commercially available bicycles and motorcycles is so short, relative to the height of their centers of mass, in skateboarding the word wheelbase is used for the distance between the two inner pairs of mounting holes on the deck. This is different from the distance between the centers of the two wheel pairs. A reason for this use is that decks are sold with prefabricated holes. It is therefore easier to use the holes for measuring and describing this characteristic of the deck. A common misconception is that the choice of wheelbase is influenced by the height of the skateboarder, however, the length of the deck would then be a better candidate, because the wheelbase affects characteristics useful in different speeds or terrains regardless of the height of the skateboarder
Wheelbase
–
Wheelbase (measured between rotational centers of wheels)
16.
Prime mover (locomotive)
–
In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the mover is thus the source of power for its propulsion. Generally it is any locomotive powered by a combustion engine. In an engine-generator set, the engine is the prime mover, in a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels. The prime mover can also be a gas turbine instead of a diesel engine, in either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no prime mover, instead relying on an external power station. The engine and generator set of a locomotive are sometimes coupled as a removable unit called the power unit
Prime mover (locomotive)
–
An
EMD 12-645E3 turbocharged
two-stroke diesel engine, installed in an
Irish 071 class locomotive
Prime mover (locomotive)
–
Power unit (engine and generator right) from a
diesel-electric locomotive
17.
EMD 567
–
The EMD567 is a line of large medium-speed diesel engines built by General Motors Electro-Motive Division. This engine, which succeeded Wintons 201A, was used in EMDs locomotives from 1938 until its replacement in 1966 by the EMD645 and it has a bore of 8 1⁄2 in, a stroke of 10 in and a displacement of 567 cu in per cylinder. Like the 201A, the EMD645 and the EMD710 and it is a V engine with an angle of 45° between cylinder banks. The 710,645, and 567 are the only two-stroke engines commonly used today in locomotives, eugene W. Kettering, son of Charles F. Kettering, joined Winton Engine in 1930. He moved to Detroit in 1936, and was a figure in the development of the 567. He moved to EMD in 1938, became Chief Engineer at EMD in 1948, then Division Director in 1956, although this power increase is not recommended, horsepower-for-horsepower updates are quite successful and common. Because of their age,567 engines are exempt from emissions rules. EMD manufactures a series of 645 power assemblies which are particularly useful in updating these exempt 567 engines. EMDs chief competitor, GE, now makes EMD-compatible replacement parts, all 567 engines are two-stroke 45 degree V-engines. The engine is a design with four poppet-type exhaust valves in the cylinder head. For maintenance, an assembly, consisting of a cylinder head, cylinder liner, piston, piston carrier. The block is made flat, formed and rolled structural steel members. Blocks may, therefore, be repaired, if required. Each bank of cylinders has a camshaft which operates the exhaust valves. The 567 is laid out with engine accessories at the forward end, the blowers and camshafts are at the rear end of the engine, with the blowers mounted above the power take off. All engines have mechanically-controlled unit injectors, see EMD645 for general specifications common to all 567-645-710 engines. All 567 engines utilize forced induction, with either a Roots blower or a turbocharger, at higher engine speeds, increased exhaust gas temperature is sufficient to drive the turbine and the clutch disengages, turning the turbo-compressor system into a true turbocharger. The turbo-compressor can revert to compressor mode momentarily during demands for large increases in output power
EMD 567
–
An EMD 16-567B on display at the North Carolina Transportation Museum. Shown in the foreground is an "exploded" Power Assembly, with the piston, piston carrier and piston rod (fork type) on the left, and the cylinder liner and cylinder head on the right.
EMD 567
–
An EMD 16-567A at the Florida Central Railroad locomotive shops
18.
Two-stroke engine
–
A two-stroke, or two-cycle, engine is a type of internal combustion engine which completes a power cycle with two strokes of the piston during only one crankshaft revolution. This is in contrast to an engine, which requires four strokes of the piston to complete a power cycle. In a two-stroke engine, the end of the combustion stroke, two-stroke engines often have a high power-to-weight ratio, power being available in a narrow range of rotational speeds called the power band. Compared to four-stroke engines, two-stroke engines have a reduced number of moving parts. The first commercial two-stroke engine involving in-cylinder compression is attributed to Scottish engineer Dugald Clerk, however, unlike most later two-stroke engines, his had a separate charging cylinder. The crankcase-scavenged engine, employing the area below the piston as a pump, is generally credited to Englishman Joseph Day. The first truly practical two-stroke engine is attributed to Yorkshireman Alfred Angas Scott, gasoline versions are particularly useful in lightweight or portable applications such as chainsaws and motorcycles. In a two-stroke engine, the transfer from the engine to the cooling system is less than in a four-stroke. Two-stroke petrol engines are preferred when mechanical simplicity, light weight, the Japanese manufacturer Suzuki did the same in the 1970s. Production of two-stroke cars ended in the 1980s in the West, eastern Bloc countries continued until around 1991, with the Trabant and Wartburg in East Germany. They are also common in power tools used outdoors, such as lawnmowers, chainsaws, with direct fuel injection and a sump-based lubrication system, a two-stroke engine produces air pollution no worse than a four-stroke, and it can achieve higher thermodynamic efficiency. Therefore, the cycle has also been used in large diesel engines, most notably large industrial and marine engines, as well as some trucks. Although the principles remain the same, the details of various two-stroke engines differ depending on the type. The design types vary according to the method of introducing the charge to the cylinder, the method of scavenging the cylinder, piston port is the simplest of the designs and the most common in small two-stroke engines. All functions are controlled solely by the covering and uncovering the ports as it moves up. In the 1970s, Yamaha worked out some principles for this system. They found that, in general, widening an exhaust port increases the power by the amount as raising the port. However, there is a limit to the width of a single exhaust port
Two-stroke engine
–
A two-stroke minibike
Two-stroke engine
–
This article needs additional citations for
verification. Please help improve this article by
adding citations to reliable sources. Unsourced material may be challenged and removed. (September 2010)
Two-stroke engine
–
Lateral view of a two-stroke Forty series
British Seagull outboard engine, the serial number dates it to 1954/1955
Two-stroke engine
–
A
Cox Babe Bee 0.049 cubic inch (0.8 cubic cm) reed valve engine, disassembled, uses glow plug ignition. The mass is 64 grams.
19.
V16 engine
–
A V16 engine is a V engine with 16 cylinders. Engines of this number of cylinders are uncommon in automotive use, in addition V angles of 45° and 135° give an impulse every 45°, so are optimal solutions, for even-firing and non-split bearing crankshaft journals. V16 engines are used in automobiles because V8s or V12s of the same displacement typically produce just as much power. The few V16s that have produced were used in high-end luxury. Today, the most common applications for V16 engines are railroad locomotives, marine craft, howard Marmon had begun working on the worlds first automotive V16 engine in 1927, but was unable to complete the production Sixteen model until 1931. By that time, Cadillac had already introduced their V16, designed by ex-Marmon engineer Owen Nacker, peerless, too, was developing a V16 with help from another ex-Marmon engineer, James Bohannon. The Cadillac Series 452 was the most exclusive model of the marque from January 1930 until 1940, from 1930 to 1937, Cadillac used a 452 CID, OHV motor with a 45° V. For 1938, a new 431 CID design was introduced for the Series 90, with a flathead valvetrain and an angle of 135°, however, it was never as popular or highly regarded as its 452 CID predecessor. By contrast, the Marmon Sixteen was a 45° engine made almost entirely of aluminium, like modern engines, it used pressed steel cylinder liners. Just 400 Marmon Sixteens were produced between 1931 and 1933 and it began production in 1991 but only a few cars were produced before the company closed its doors for good. Cadillac revived the V16 concept in 2003 with a General Motors concept car and this car used a 1,000 hp OHV V16. BMW also experimented with a V16, eventually showing a 9-litre version in the Rolls-Royce 100EX concept car, however, one of the Rolls-Royce Phantom Coupés which featured in the film Johnny English Reborn is powered by this V16 engine. That was not BMWs first foray into V16, BMW had conceived the Project Goldfish, the BMW Goldfish V16 motor had the displacement of 6. 7-litre, putting out about 408 hp and 637 N·m. That motor was also trialled in the new Bentley Mulsanne in the early 1990s, the first known use of a V16 in auto racing was by Maserati with their 1929 Tipo V4. Harry Miller installed a custom-built V16 that he had built for a Cord supercar he had working on into a chassis that he had built for the 1931 Indianapolis 500 driven by Shorty Cantlon. The car was competitive, charging from 26th on the grid to 3rd, bryan Saulpaugh qualified the car third for the 1932 Indianapolis 500, but the car suffered a broken oil line on lap 55 and their race was over. Shortly after the race the V16 was removed and replaced with a conventional Miller four-cylinder, the car was re-assembled and rebuilt with an exact replica V16 in 1993. The V16 was used in Grand Prix by the mid-engined Auto Union racing cars that rivalled the Mercedes from 1933 to 1938, alfa Romeo made two cars with V16 engine the Tipo 162 and Tipo 316
V16 engine
–
1933 Marmon V16 engine.
V16 engine
–
Early 1930s Cadillac 452 cui,
OHV 16-cylinder 45-degree vee engine
V16 engine
–
Auto Union V16 engine
V16 engine
–
72-litre MGO V16 BSHR-diesel engine on Finnish Dv12-class locomotive.
20.
Diesel engine
–
Diesel engines work by compressing only the air. This increases the air temperature inside the cylinder to such a degree that it ignites atomised diesel fuel that is injected into the combustion chamber. This contrasts with spark-ignition engines such as an engine or gas engine. In diesel engines, glow plugs may be used to aid starting in cold weather, or when the engine uses a lower compression-ratio, the original diesel engine operates on the constant pressure cycle of gradual combustion and produces no audible knock. Low-speed diesel engines can have an efficiency that exceeds 50%. Diesel engines may be designed as either two-stroke or four-stroke cycles and they were originally used as a more efficient replacement for stationary steam engines. Since the 1910s they have used in submarines and ships. Use in locomotives, trucks, heavy equipment and electricity generation plants followed later, in the 1930s, they slowly began to be used in a few automobiles. Since the 1970s, the use of engines in larger on-road and off-road vehicles in the US increased. According to the British Society of Motor Manufacturing and Traders, the EU average for diesel cars accounts for 50% of the total sold, including 70% in France and 38% in the UK. The worlds largest diesel engine is currently a Wärtsilä-Sulzer RTA96-C Common Rail marine diesel, the definition of a Diesel engine to many has become an engine that uses compression ignition. To some it may be an engine that uses heavy fuel oil, to others an engine that does not use spark ignition. However the original cycle proposed by Rudolf Diesel in 1892 was a constant temperature cycle which would require higher compression than what is needed for compression ignition. Diesels idea was to compress the air so tightly that the temperature of the air would exceed that of combustion, to make this more clear, let it be assumed that the subsequent combustion shall take place at a temperature of 700°. Then in that case the pressure must be sixty-four atmospheres, or for 800° centigrade the pressure must be ninety atmospheres. In later years Diesel realized his original cycle would not work, Diesel describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression temperatures exceeding the temperature of combustion, now all that is mentioned is the compression must be high enough for ignition. In 1806 Claude and Nicéphore Niépce developed the first known internal combustion engine, the Pyréolophore fuel system used a blast of air provided by a bellows to atomize Lycopodium
Diesel engine
–
Diesel generator on an oil tanker
Diesel engine
–
A Diesel engine built by
MAN AG in 1906
Diesel engine
–
A
Hornsby-Akroyd oil engine working at the
Great Dorset Steam Fair
Diesel engine
–
Diesel's original 1897 engine on display at the Deutsches Museum in Munich, Germany
21.
Roots-type supercharger
–
The Roots type blower is a positive displacement lobe pump which operates by pumping a fluid with a pair of meshing lobes not unlike a set of stretched gears. Fluid is trapped in pockets surrounding the lobes and carried from the side to the exhaust. The most common application of the Roots type blower has been as the device on two-stroke Diesel engines, such as those produced by Detroit Diesel. Roots type blowers are also used to supercharge Otto cycle engines, with the blower being driven from the crankshaft via a timing or V-belt. In 1900, Gottlieb Daimler included a Roots-style blower in an engine design. Roots blowers are commonly referred to as air blowers or PD blowers, the Roots-type blower is simple and widely used. It can be effective than alternative superchargers at developing positive intake manifold pressure at low engine speeds. Peak torque can be achieved by about 2000 rpm, accumulated heat is an important consideration in the operation of a compressor in an internal combustion engine. Of the three basic types, the Roots design historically possessed the worst thermal efficiency, especially at high pressure ratios. In accordance with the gas law, a compression operation will raise the temperature of the compressed output. Additionally, the operation of the compressor itself requires energy input, although intercoolers are more commonly known for their use on turbochargers, superchargers may also benefit from the use of an intercooler. Internal combustion is based upon a cycle, and a cooler temperature of the intake charge results in a greater thermodynamic expansion. An intercooler reduces the efficiency by losing the heat introduced by compression. Above about 5 psi the intercooling improvement can become dramatic, with a Roots-type supercharger, one method successfully employed is the addition of a thin heat exchanger placed between the blower and the engine. Water is circulated through it to a unit placed near the front of the vehicle where a fan. The Roots design was used on two-stroke diesel engines, which require some form of forced induction. The Rootes Co. two-stroke diesel engine, used in Commer and Karrier vehicles, had a Roots-type blower but the two names are not connected. The model name of these units delineates their size, i. e. the once commonly used 4–71 and 6–71 blowers were designed for General Motors diesels having four or six cylinders of 71 cubic inches each
Roots-type supercharger
–
An Eaton M62 Roots-type
supercharger is visible at the front of this
Ecotec LSJ engine in a 2006
Saturn Ion Red Line
Roots-type supercharger
–
A Roots blower with two-lobed rotors. Most real Roots blowers' rotors have three or four lobes. Key: 1 Rotary vane 1 2. Pump body 3. Rotary vane 2 a. Intake b. Pumping c. Forced air or air-fuel mixture into intake manifold
Roots-type supercharger
–
Roots Supercharger Efficiency Map. Generalized blower efficiency map shows how a blower's efficiency varies with speed and boost.
22.
Engine-generator
–
An engine-generator or portable generator is the combination of an electrical generator and an engine mounted together to form a single piece of equipment. This combination is called an engine-generator set or a gen-set. In many contexts, the engine is taken for granted and the unit is simply called a generator. Engine-generators are available in a range of power ratings. Regardless of the size, generators may run on gasoline, diesel, natural gas, propane, bio-diesel, water, sewage gas or hydrogen. Most of the units are built to use gasoline as a fuel. Some engines may also operate on diesel and gas simultaneously, many engine-generators use a reciprocating engine, with fuels mentioned above. This can be an engine, such as most coal-powered fossil-fuel power plants use. Some engine-generators use a turbine as the engine, such as the gas turbines used in peaking power plants. The generator voltage, frequency and power ratings are selected to suit the load that will be connected, engine-driven generators fueled on natural gas fuel often form the heart of small-scale combined heat and power installations. There are only a few portable three-phase generator models available in the US, most of the portable units available are single-phase generators and most of the three-phase generators manufactured are large industrial type generators. In other countries where power is more common in households, portable generators are available from a few kW. Portable engine-generators may require an external power conditioner to safely operate some types of electronic equipment, small portable generators may use an inverter. Inverter models can run at slower RPMs to generate the power that is necessary, thus reducing the noise of the engine, inverter generators are best to power sensitive electronic devices such as computers and lights that use a ballast. The mid-size stationary engine-generator pictured here is a 100 kVA set which produces 415 V at around 110 A and it is powered by a 6. 7-liter turbocharged Perkins Phaser 1000 Series engine, and consumes approximately 27 liters of fuel an hour, on a 400-liter tank. Diesel engines in the UK can run on red diesel and rotate at 1,500 or 3,000 rpm and this produces power at 50 Hz, which is the frequency used in Europe. In areas where the frequency is 60 Hz, generators rotate at 1,800 rpm or another divisor of 3600, many generators produce enough kilowatts to power anything from a business to a full-sized hospital. These units are particularly useful in providing backup power solutions for companies which have serious economic costs associated with a shutdown caused by an power outage
Engine-generator
–
Cart-mounted engine-generator being used at a construction site
Engine-generator
–
A Cummins Onan transfer switch
Engine-generator
–
MAN diesel stationary engine and generator, now on outdoor museum display
Engine-generator
–
Side view of a large Perkins diesel generator, manufactured by FG Wilson Engineering Ltd. This is a 100
kVA set
23.
Traction motor
–
A traction motor is an electric motor used for propulsion of a vehicle, such as an electric locomotive or electric roadway vehicle. Direct-current motors with field windings were the oldest type of traction motors. These provided a speed-torque characteristic useful for propulsion, providing high torque at speeds for acceleration of the vehicle. By arranging the field winding with multiple taps, the speed characteristic could be varied, a further measure of control was provided by using pairs of motors on a vehicle, for slow operation or heavy loads, two motors could be run in series off the direct current supply. Where higher speed was desired, the motors could be operated in parallel, making a higher voltage available at each, parts of a rail system might use different voltages, with higher voltages in long runs between stations and lower voltage near stations where slower operation would be useful. A variant of the DC system was the AC operated series motor, since both the armature and field current reverse at the same time, the behavior of the motor is similar to that when energized with direct current. The AC system allowed efficient distribution of power down the length of a rail line, AC induction motors and synchronous motors are simple and low maintenance, but are awkward to apply for traction motors because of their fixed speed characteristic. An AC induction motor only generates useful amounts of power over a speed range determined by its construction. Traditionally road vehicles have used diesel and petrol engines with a mechanical or hydraulic transmission system, traditionally, these were series-wound brushed DC motors, usually running on approximately 600 volts. The availability of high-powered semiconductors has now made practical the use of much simpler, synchronous AC motors are also occasionally used, as in the French TGV. Before the mid-20th century, a large motor was often used to drive multiple driving wheels through connecting rods that were very similar to those used on steam locomotives. Examples are the Pennsylvania Railroad DD1, FF1 and L5 and the various Swiss Crocodiles and it is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the motor is three-point suspended between the bogie frame and the driven axle, this is referred to as a nose-suspended traction motor. The problem with such an arrangement is that a portion of the weight is unsprung, increasing unwanted forces on the track. In the case of the famous Pennsylvania Railroad GG1, two bogie-mounted motors drove each axle through a quill drive, the Bi-Polar electric locomotives built by General Electric for the Milwaukee Road had direct drive motors. The rotating shaft of the motor was also the axle for the wheels, by mounting the relatively heavy traction motor directly to the power cars frame rather than to the bogie, better dynamics are obtained allowing better high-speed operation. The DC motor was the mainstay of electric drives on both electric and diesel-electric locomotives, street-cars/trams and diesel electric drilling rigs for many years. It consists of two parts, an armature and fixed field windings surrounding the rotating armature mounted around a shaft
Traction motor
–
Swiss
Rhaetian Railway Ge 6/6 I Krokodil locomotive, with a single large traction motor above each bogie, with drive by coupling rods.
Traction motor
–
Nose-suspended traction motor for a Czech
ČD class 182 locomotive
24.
Cylinder (engine)
–
A cylinder is the central working part of a reciprocating engine or pump, the space in which a piston travels. Multiple cylinders are arranged side by side in a bank, or engine block. Cylinders may be sleeved or sleeveless, a sleeveless engine may also be referred to as a parent-bore engine. A cylinders displacement, or swept volume, can be calculated by multiplying its cross-sectional area by the distance the piston travels within the cylinder, the engine displacement can be calculated by multiplying the swept volume of one cylinder by the number of cylinders. The rings make near contact with the walls, riding on a thin layer of lubricating oil. The first illustration depicts a longitudinal section of a cylinder in a steam engine, the sliding part at the bottom is the piston, and the upper sliding part is a distribution valve that directs steam alternately into either end of the cylinder. Refrigerator and air compressors are heat engines driven in reverse cycle as pumps. Internal combustion engines operate on the inherent volume change accompanying oxidation of gasoline, diesel fuel or ethanol and they are not classical heat engines since they expel the working substance, which is also the combustion product, into the surroundings. The reciprocating motion of the pistons is translated into crankshaft rotation via connecting rods, as a piston moves back and forth, a connecting rod changes its angle, its distal end has a rotating link to the crankshaft. A typical four-cylinder automobile engine has a row of water-cooled cylinders. V engines use two angled cylinder banks, the V configuration is utilized to create a more compact configuration relative to the number of cylinders. For example, there are also rotary turbines, the Wankel engine is a rotary adaptation of the cylinder-piston concept which has been used by Mazda and NSU in automobiles. Rotary engines are relatively quiet because they lack the clatter of reciprocating motion, air-cooled engines generally use individual cases for the cylinders to facilitate cooling. Inline motorcycle engines are an exception, having two-, three-, four-, water-cooled engines with only a few cylinders may also use individual cylinder cases, though this makes the cooling system more complex. The Ducati motorcycle company, which for years used air-cooled motors with individual cylinder cases, in some engines, especially French designs, the cylinders have wet liners. They are formed separately from the casting so that liquid coolant is free to flow around their outsides. Wet-lined cylinders have cooling and a more even temperature distribution. During use, the cylinder is subject to wear from the action of the piston rings
Cylinder (engine)
–
Malossi air-cooled cylinder for
two-stroke scooters. The
exhaust port is visible to the right.
Cylinder (engine)
–
Four-stroke cycle (or Otto cycle) 1. Intake 2. Compression 3. Power 4. Exhaust
Cylinder (engine)
–
Air-cooled
boxer engine on a
1954 BMW motorcycle
25.
Horsepower
–
Horsepower is a unit of measurement of power. There are many different standards and types of horsepower, two common definitions being used today are the mechanical horsepower, which is approximately 746 watts, and the metric horsepower, which is approximately 735.5 watts. The term was adopted in the late 18th century by Scottish engineer James Watt to compare the output of engines with the power of draft horses. It was later expanded to include the power of other types of piston engines, as well as turbines, electric motors. The definition of the unit varied among geographical regions, most countries now use the SI unit watt for measurement of power. With the implementation of the EU Directive 80/181/EEC on January 1,2010, units called horsepower have differing definitions, The mechanical horsepower, also known as imperial horsepower equals approximately 745.7 watts. It was defined originally as exactly 550 foot-pounds per second [745.7 N. m/s), the metric horsepower equals approximately 735.5 watts. It was defined originally as 75 kgf-m per second is approximately equivalent to 735.5 watts, the Pferdestärke PS is a name for a group of similar power measurements used in Germany around the end of the 19th century, all of about one metric horsepower in size. The boiler horsepower equals 9809.5 watts and it was used for rating steam boilers and is equivalent to 34.5 pounds of water evaporated per hour at 212 degrees Fahrenheit. One horsepower for rating electric motors is equal to 746 watts, one horsepower for rating Continental European electric motors is equal to 735 watts. Continental European electric motors used to have dual ratings, one British Royal Automobile Club horsepower can equal a range of values based on estimates of several engine dimensions. It is one of the tax horsepower systems adopted around Europe, the development of the steam engine provided a reason to compare the output of horses with that of the engines that could replace them. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines and this royalty scheme did not work with customers who did not have existing steam engines but used horses instead. Watt determined that a horse could turn a mill wheel 144 times in an hour, the wheel was 12 feet in radius, therefore, the horse travelled 2.4 × 2π ×12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds-force. So, P = W t = F d t =180 l b f ×2.4 ×2 π ×12 f t 1 m i n =32,572 f t ⋅ l b f m i n. Watt defined and calculated the horsepower as 32,572 ft·lbf/min, Watt determined that a pony could lift an average 220 lbf 100 ft per minute over a four-hour working shift. Watt then judged a horse was 50% more powerful than a pony, engineering in History recounts that John Smeaton initially estimated that a horse could produce 22,916 foot-pounds per minute
Horsepower
–
A team of six horses mowing hay in
Lancaster County, Pennsylvania
26.
Kilowatt
–
The watt is a derived unit of power in the International System of Units defined as 1 joule per second and can be used to quantify the rate of energy transfer. Power has dimensions of M L2 T −3, when an objects velocity is held constant at one meter per second against constant opposing force of one newton the rate at which work is done is 1 watt. 1 W =1 V ⋅ A Two additional unit conversions for watt can be using the above equation. 1 W =1 V2 Ω =1 A2 ⋅ Ω Where ohm is the SI derived unit of electrical resistance, a person having a mass of 100 kilograms who climbs a 3-meter-high ladder in 5 seconds is doing work at a rate of about 600 watts. Mass times acceleration due to gravity times height divided by the time it takes to lift the object to the given height gives the rate of doing work or power. A laborer over the course of an 8-hour day can sustain an output of about 75 watts, higher power levels can be achieved for short intervals. The watt is named after the Scottish scientist James Watt for his contributions to the development of the steam engine, in 1960 the 11th General Conference on Weights and Measures adopted it for the measurement of power into the International System of Units. For additional examples of magnitude for multiples and submultiples of the watt, technologically important powers that are measured in femtowatts are typically found in reference to radio and radar receivers. For example, meaningful FM tuner performance figures for sensitivity, quieting and these input levels are often stated in dBf. This is 0.2739 microvolt across a 75-ohm load or 0.5477 microvolt across a 300-ohm load, the picowatt is equal to one trillionth of a watt. Technologically important powers that are measured in picowatts are typically used in reference to radio and radar receivers, acoustics, the nanowatt is equal to one billionth of a watt. Important powers that are measured in nanowatts are also used in reference to radio. The microwatt is equal to one millionth of a watt, compact solar cells for devices such as calculators and watches are typically measured in microwatts. The milliwatt is equal to one thousandth of a watt, a typical laser pointer outputs about five milliwatts of light power, whereas a typical hearing aid for people uses less than one milliwatt. Audio signals and other electronic signal levels are measured in dBm. The kilowatt is equal to one thousand watts and this unit is typically used to express the output power of engines and the power of electric motors, tools, machines, and heaters. It is also a unit used to express the electromagnetic power output of broadcast radio. One kilowatt is equal to 1.34 horsepower
Kilowatt
–
Base units
27.
North America
–
North America is a continent entirely within the Northern Hemisphere and almost all within the Western Hemisphere. It can also be considered a subcontinent of the Americas. It is bordered to the north by the Arctic Ocean, to the east by the Atlantic Ocean, to the west and south by the Pacific Ocean, and to the southeast by South America and the Caribbean Sea. North America covers an area of about 24,709,000 square kilometers, about 16. 5% of the land area. North America is the third largest continent by area, following Asia and Africa, and the fourth by population after Asia, Africa, and Europe. In 2013, its population was estimated at nearly 565 million people in 23 independent states, or about 7. 5% of the worlds population, North America was reached by its first human populations during the last glacial period, via crossing the Bering land bridge. The so-called Paleo-Indian period is taken to have lasted until about 10,000 years ago, the Classic stage spans roughly the 6th to 13th centuries. The Pre-Columbian era ended with the migrations and the arrival of European settlers during the Age of Discovery. Present-day cultural and ethnic patterns reflect different kind of interactions between European colonists, indigenous peoples, African slaves and their descendants, European influences are strongest in the northern parts of the continent while indigenous and African influences are relatively stronger in the south. Because of the history of colonialism, most North Americans speak English, Spanish or French, the Americas are usually accepted as having been named after the Italian explorer Amerigo Vespucci by the German cartographers Martin Waldseemüller and Matthias Ringmann. Vespucci, who explored South America between 1497 and 1502, was the first European to suggest that the Americas were not the East Indies, but a different landmass previously unknown by Europeans. In 1507, Waldseemüller produced a map, in which he placed the word America on the continent of South America. He explained the rationale for the name in the accompanying book Cosmographiae Introductio, for Waldseemüller, no one should object to the naming of the land after its discoverer. He used the Latinized version of Vespuccis name, but in its feminine form America, following the examples of Europa, Asia and Africa. Later, other mapmakers extended the name America to the continent, In 1538. Some argue that the convention is to use the surname for naming discoveries except in the case of royalty, a minutely explored belief that has been advanced is that America was named for a Spanish sailor bearing the ancient Visigothic name of Amairick. Another is that the name is rooted in a Native American language, the term North America maintains various definitions in accordance with location and context. In Canadian English, North America may be used to refer to the United States, alternatively, usage sometimes includes Greenland and Mexico, as well as offshore islands
North America
–
Map of North America, from 1621.
North America
–
North America
North America
–
The
El Castillo pyramid, at
Chichén Itzá, Mexico.
North America
–
Benjamin West 's
The Death of General Wolfe (1771) depicting the
Battle of the Plains of Abraham.
28.
Diesel locomotive
–
A diesel locomotive is a type of railway locomotive in which the prime mover is a diesel engine. Several types of diesel locomotive have been developed, differing mainly in the means by which power is conveyed to the driving wheels. Early internal combustion engine-powered locomotives and railmotors used gasoline as their fuel, soon after Dr. Rudolf Diesel patented his first compression ignition engine in 1892, it was considered for railway propulsion. Progress was slow, however, as several problems had to be overcome, power transmission was a primary concern. As opposed to steam and electric engines, internal combustion engines work efficiently only within a range of turning frequencies. In light vehicles, this could be overcome by a clutch, in heavy railway vehicles, mechanical transmission never worked well or wore out too soon. Experience with early gasoline powered locomotives and railcars was valuable for the development of diesel traction, one step towards diesel-electric transmission was the petrol-electric vehicle, such as the Acsev Weitzer railmotor, which could operate from batteries and electric overhead wires too. Steady improvements in diesel design gradually reduced its size and improved its power-to-weight ratio to a point where one could be mounted in a locomotive. Once the concept of drive was accepted, the pace of development quickened. In 1930, Armstrong Whitworth of the United Kingdom delivered two 1,200 hp locomotives using engines of Sulzer design to Buenos Aires Great Southern Railway of Argentina, currently, almost all diesel locomotives are diesel-electric, although the diesel-hydraulic type was widely used between the 1950s and 1970s. The Soviet diesel locomotive TEP80-0002 lays claim to the speed record for a diesel railed vehicle. In 1894, a 20 h. p. two axle machine built by Priestman Brothers was used on the Hull Docks, in 1896 an oil-engined railway locomotive was built for the Royal Arsenal, Woolwich, England, in 1896, using an engine designed by Herbert Akroyd Stuart. It was not, strictly, a diesel because it used a hot bulb engine, following the expiration of Dr. Rudolf Diesels patent in 1912, his engine design was successfully applied to marine propulsion and stationary applications. However, the massiveness and poor power-to-weight ratio of early engines made them unsuitable for propelling land-based vehicles. Therefore, the potential as a railroad prime mover was not initially recognized. This changed as development reduced the size and weight of the engine, the worlds first diesel-powered locomotive was operated in the summer of 1912 on the Winterthur-Romanshorn Railroad in Switzerland, but was not a commercial success. In 1906, Rudolf Diesel, Adolf Klose and the steam, Sulzer had been manufacturing Diesel engines since 1898. During further test runs in 1913 several problems were found, after the First World War broke out in 1914, all further trials were stopped
Diesel locomotive
–
These
Pacific National -operated specimens show three styles of diesel locomotive body:
box cab (rear),
hood unit (center) and
cab unit (front).
Diesel locomotive
–
The
InterCity 125, the current confirmed record holder as the
fastest diesel-powered train at 148 mph (238 km/h); is made up of two
power cars, one at each end of a fixed formation of carriages; capable of 125 mph (201 km/h) in regular service.
Diesel locomotive
–
Twin-section diesel locomotive
2M62M-1198 (rebuilt with
CAT engines), near Kyviškės,
Lithuania.
Diesel locomotive
–
Petrol-electric
Weitzer railmotor, first 1903, series 1906
29.
Freight
–
Multi-modal container units, designed as reusable carriers to facilitate unit load handling of the goods contained, are also referred to as cargo, specially by shipping lines and logistics operators. Similarly, aircraft ULD boxes are also documented as cargo, with associated packing list of the contained within. When empty containers are shipped each unit is documented as a cargo and when goods are stored within, seaport terminals handle a wide range of maritime cargo. Automobiles are handled at many ports and are carried on specialized roll-on/roll-off ships. Break bulk cargo is typically stacked on pallets and lifted into. The volume of bulk cargo has declined dramatically worldwide as containerization has grown. One way to secure break bulk and freight in intermodal containers is by using Dunnage Bags, bulk cargo, such as salt, oil, tallow, and scrap metal, is usually defined as commodities that are neither on pallets nor in containers. Bulk cargoes are not handled as individual pieces, the way heavy-lift, alumina, grain, gypsum, logs, and wood chips, for instance, are bulk cargoes. Neo-bulk cargo comprises individual units that are counted as they are loaded and unloaded, in contrast to bulk cargo that is not counted, containers are the largest and fastest growing cargo category at most ports worldwide. Containerized cargo includes everything from auto parts, machinery and manufacturing components to shoes and toys to frozen meat, air cargo, commonly known as air freight, is collected by firms from shippers and delivered to customers. Aircraft were first used for carrying mail as cargo in 1911, eventually manufacturers started designing aircraft for other types of freight as well. There are many commercial aircraft suitable for carrying cargo such as the Boeing 747 and the bigger An‑124, such large aircraft employ quick-loading containers known as unit load devices, much like containerized cargo ships. The ULDs are located in the front section of the aircraft, most nations own and utilize large numbers of military cargo aircraft such as the C‑17 Globemaster III for logistical needs. Popular commercial aircraft transformed to an aircraft such as Saab 340A is designed for high revenue. Trains are capable of transporting a number of containers that come from shipping ports. Trains are also used for the transportation of water, cement, grain, steel, wood and they are used because they can carry a large amount and generally have a direct route to the destination. Under the right circumstances, freight transport by rail is more economic and energy efficient than by road, the main disadvantage of rail freight is its lack of flexibility. For this reason, rail has lost much of the business to road transport
Freight
–
Cargo being unloaded from a ship using a
cargo net at
Haikou New Port,
Haikou City,
Hainan, China
Freight
–
Container ship at the
Port of Helsinki in
Finland
Freight
–
Cargolux Boeing 747-400F with the nose loading door open
Freight
–
Boeing 777 freighter of
Emirates arrives at
London Heathrow Airport (2015).
30.
Atchison, Topeka and Santa Fe Railway
–
The Atchison, Topeka and Santa Fe Railway, often abbreviated as Santa Fe or AT&SF, was one of the larger railroads in the United States. Chartered in February 1859, the reached the Kansas-Colorado border in 1873 and Pueblo, Colorado. To create a demand for its services, the set up real estate offices. Despite the name, its main line never served Santa Fe, New Mexico, as the terrain was too difficult, the Santa Fe was a pioneer in intermodal freight transport, an enterprise that included a tugboat fleet and an airline. Its bus line extended passenger transportation to areas not accessible by rail, the AT&SF was the subject of a popular song, Harry Warren & Johnny Mercers On the Atchison, Topeka and the Santa Fe, written for the film, The Harvey Girls. The railroad officially ceased operations on December 31,1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern & Santa Fe Railway. The Atchison, Topeka & Santa Fe Railway was chartered on February 11,1859, to join Atchison and Topeka, Kansas, with Santa Fe, in its early years, the railroad opened Kansas to settlement. Much of its revenue came from wheat grown there and from cattle driven north from Texas to Wichita, rather than turn its survey southward at Dodge City, AT&SF headed southwest over Raton Pass because of coal deposits near Trinidad, Colorado and Raton, New Mexico. D&RG paid an estimated $1.4 million to Santa Fe for its work within the Gorge and agreed not to extend its line to Santa Fe, while Santa Fe agreed to forego its planned routes to Denver and Leadville. Building across Kansas and eastern Colorado was simple, with few natural obstacles and it set up real estate offices in the area and promoted settlement across Kansas on the land that was granted to it by Congress in 1863. It offered discounted fares to anyone who traveled west to land, if the land was purchased. AT&SF reached Albuquerque in 1880, Santa Fe, the destination of the railroad, found itself on a short branch from Lamy. In March 1881 AT&SF connected with the Southern Pacific at Deming, New Mexico, the railroad then built southwest from Benson, Arizona, to Nogales on the Mexican border where it connected with the Sonora Railway, which the AT&SF had built north from the Mexican port of Guaymas. The Atlantic & Pacific Railroad was chartered in 1866 to build west from Springfield, Missouri, the infant A&P had no rail connections. The line that was to become the St. Louis–San Francisco Railway would not reach Springfield for another four years, A&P started construction in 1868, built southwest into what would become Oklahoma, and promptly entered receivership. In 1879 A&P struck a deal with the Santa Fe and Frisco railroads to construct a line for each. The railroads would jointly build and own the A&P railroad west of Albuquerque, in 1883 A&P reached Needles, California, where it connected with an SP line. A&P also built a line between Tulsa, Oklahoma and St. Louis, Missouri for the Frisco, but the Tulsa-Albuquerque portion remained unbuilt, by January 1890, the entire system consisted of some 7,500 miles of track
Atchison, Topeka and Santa Fe Railway
–
Cyrus K. Holliday, first president of AT&SF.
Atchison, Topeka and Santa Fe Railway
–
Atchison, Topeka and Santa Fe Railway
Atchison, Topeka and Santa Fe Railway
–
AT&SF trademark in the late 19th century incorporated the
British lion out of respect for the country's financial assistance in building the railroad to California.
Atchison, Topeka and Santa Fe Railway
–
AT&SF
caboose on display at the
Deaf Smith County Historical Museum in
Hereford,
Texas.
31.
Super Chief
–
The Super Chief was one of the named passenger trains and the flagship of the Atchison, Topeka and Santa Fe Railway. It claimed to be The Train of the Stars because of the celebrities it carried between Chicago, Illinois, and Los Angeles, California, the Super Chief was the first Diesel-powered, all-Pullman sleeping car train in America, and it eclipsed the Chief as Santa Fes standard bearer. The extra-fare Super Chief left Dearborn Station in Chicago for its first trip on May 12,1936, with one set of equipment, the train initially operated once a week from both Chicago and Los Angeles. After more cars had been delivered the Super Chief ran twice weekly beginning in 1938, adding to the trains mystique were its gourmet meals and Hollywood clientele. Competitors to the Super Chief were the City of Los Angeles on the Chicago and North Western Railway and the Union Pacific Railroad, the train maintained its high level of service until the end of Santa Fe passenger operations on May 1,1971. In 1974 the Santa Fe withdrew permission to use the due to a perceived decline in service. Following the delivery of new Superliner equipment, the Santa Fe allowed Amtrak to call it the Southwest Chief in 1984, Santa Fes marketing advantage for the Super Chief lay in the geography of the route as well as its ownership. The Santa Fe began as a line along the old Santa Fe and Spanish Trails, from the confluence of the Missouri and Kansas rivers to the Pecos River. This initial route was extended to Los Angeles. The convenience of traveling Santa Fe All The Way was superior to anything that the competing jointly operated railroads could provide on their routes to the west coast, a single traffic and operating department ruled all the divisions and districts of the Santa Fe route from Chicago to Los Angeles. Dining cars, the supply chains, the on-board service crews and their management. During the war the rules were relaxed to carry passengers to and from Albuquerque and La Junta, not until the postwar era could passengers travel to intermediate stations on the Super Chief. The Santa Fe intended the Super Chief as the latest in a line of luxury Chicago–Los Angeles trains wedded to the latest in railroad technology. In the 1930s these included air conditioning, lightweight all-metal construction, in August 1935 the General Motors Electro-Motive Corporation delivered two blunt-nosed diesel-electric units Nos.1 and 1A, intended to pull the Super Chief. Aside from an ALCO HH600 switcher at Dearborn Station in Chicago, they were the Santa Fes first diesels and these locomotives made their first test run with eight heavyweight passenger cars and a dynamometer car on September 9. The first Super Chief operated on May 12,1936, with the diesels pulling air-conditioned heavyweight Pullman cars, eleanor Powell, Hollywoods legendary dancer, christens it The Train of the Stars. May 10,1937, The last of four runs of the Super Chief-2, with an improved 3,600 hp, two-unit, streamlined diesel locomotive set built by EMC. All heavyweight cars used on the Super Chief are replaced with stainless steel cars
Super Chief
–
Super Chief being serviced at
Albuquerque, New Mexico in March 1943. A headlight "blackout shield" was a wartime
Civil Defense requirement on trains running to the Pacific Coast.
Super Chief
–
A map depicting the "Grand Canyon Route" of the
Atchison, Topeka & Santa Fe Railway c. 1901.
Super Chief
–
The EMC Nos. 1 and 1A depicted on August 31, 1935.
Super Chief
–
Santa Fe #19L, leading the Super Chief, after smashing through a concrete barrier at
Los Angeles Union Station in January 1948
32.
El Capitan (passenger train)
–
The El Capitan was a streamlined passenger train operated by the Atchison, Topeka and Santa Fe Railway between Chicago, Illinois, and Los Angeles, California. It operated from 1938 to 1971, Amtrak retained the name until 1973, the El Capitan was the only all-coach or chair car to operate on the Santa Fe main line between Chicago and Los Angeles on the same fast schedule as the railroads premier all-Pullman Super Chief. It was also the first train to receive the pioneering Hi-Level equipment with which it would become synonymous, the El Capitan debuted on February 22,1938 on a twice-weekly schedule, using two five-car sets of streamlined equipment built by the Budd Company. Like the Pennsylvania Railroads Trail Blazer, it offered low-cost passage with high-speed convenience, fare Chicago to Los Angeles was $5.00 above the $39.50 regular coach fare in 1938. Originally conceived as the Economy Chief, the name El Capitan was chosen to commemorate the Spanish conquistadors, unique in charging an extra fare despite being a coach train, it pioneered such features as RideMaster seats optimized for sleeping. On its inaugural run the El Capitan left the line at Williams. In regular operation passengers bound for the Grand Canyon would connect at Williams, in its first year and a half the El Capitan ran at 80% capacity, superior to similar services. Reservations had to be made weeks in advance, in 1942 the consist expanded to 12 cars. On September 29,1946 the El Capitan began running every day, departing Los Angeles. Together with the Super Chief on even-numbered days, the two formed what the Santa Fe billed as the first and only daily 39 3/4 hour service between Chicago and California. In 1948 the Santa Fe received additional equipment which permitted the Super Chief and El Capitan to start operating daily, the extra-fare charges were dropped from both El Capitan and the Chief on December 14,1953. El Capitan was one of the first Santa Fe trains to use the Budd-built Big Dome-Lounge cars and these were soon given to the Chief, and replaced by new double-decker Hi-Level chair cars developed by Budd and the railroad in 1954–1956. These experimental cars had a ride, increased seating capacities. The Sante Fe combined the Super Chief and El Capitan on January 12,1958, the combined train used the Super Chiefs numbers,17 and 18, but the Santa Fe continued to use both names. On its formation Amtrak continued the combined Super Chief/El Capitan designation until April 29,1973, today the route of the El Capitan is served by Amtraks Southwest Chief. Many Amtrak trains used a combination of refurbished former Santa Fe Hi-Level cars with newer Superliner railcars until the early 2000s, the El Capitan debuted in February 1938 with two all-lightweight consists manufactured by the Budd Company. Each included a baggage-dormitory-coach, two coaches, a lunch counter-dining car, and coach-observation car, the baggage-dormitory-coach had a small baggage area forward, followed by bunks for the trains crew and 32 coach seats. Both coaches seated 52 and featured mens and womens restrooms at opposite ends, in the observation car the restrooms were located forward, followed by 50 coach seats
El Capitan (passenger train)
–
The El Capitan depicted on a 1950s
postcard at some point after receiving its
Hi-Level equipment.
El Capitan (passenger train)
–
El Capitan
El Capitan (passenger train)
–
The train at Albuquerque in 1938
El Capitan (passenger train)
–
The combined Super Chief / El Capitan, led by
EMD F7s in Santa Fe's Warbonnet paint scheme pulls into Track 10 at Los Angeles' Union Passenger Terminal (
LAUPT) on September 24, 1966.
33.
EMD F-unit
–
EMD F-units were a line of diesel-electric locomotives produced between November 1939 and November 1960 by General Motors Electro-Motive Division and General Motors-Diesel Division. Final assembly for all F-units was at the GM-EMD plant at La Grange, Illinois and they were sold to railroads throughout the United States, Canada, Mexico and a few were exported to Saudi Arabia. The term F-unit refers to the numbers given to each successive type. The F originally meant Fourteen, as in 1,400 horsepower, longer E-units for passenger service had twin 900 horsepower diesel engines. The E meant Eighteen as in 1,800 horsepower, similarly, for early model EMD switchers S meant Six hundred and N meant Nine hundred horsepower. F-units were originally designed for freight service – although many without steam generators pulled short-distance, some carriers even equipped small numbers of their Fs with steam generators for long-haul passenger service. Almost all F-units were B-B locomotives, meaning that they ran on two Blomberg B two-axle trucks with all axles powered, the prime mover in F-units was a sixteen-cylinder EMD567 series mechanically aspirated two-stroke diesel engine, progressing from model 16-567 through 16-567D. Structurally, the locomotive was a unit, with the body as the main load-bearing structure, designed like a bridge truss. The so-called bulldog nose was a feature of the locomotives appearance. The F-units were the most successful first generation diesel locomotives in North America. Before this, diesel units were only built as switcher locomotives. When a trains locomotive consist included only F-units, the train would then be called a wagon train and these two usages are still popular with the railfan community. The FT, introduced in 1939 with the new 1,350 hp 567 engine and Blomberg B trucks, was a successful design, the F3 was also two feet longer than the FT to allow a standard draft gear to be installed at the rear of the unit. The 567B engine was uprated to 1,500 hp, some F3s were nicknamed “chickenwire” for the type of engine room air-intake structure along the sides. The F7 and F9 were evolutionary, the F7 had improved traction motors, a louver arrangement over the vents changed their appearance from the F3. There were also 4 foot longer versions, the FP7 and FP9, only one F model did not have Blomberg B trucks, the FL9 had a lightweight Flexicoil B in front and a standard passenger A-1-A at the rear. It should be noted that descriptions are as built, EMC/EMD locomotives are often rebuilt to newer standards. In the May 2014 issue of Trains Magazine at page 10 is an article by Chris Guss concerning freight, the F series used a 16-cylinder version of the 567 series diesel engine, introduced in 1939
EMD F-unit
–
An EMD FL9 locomotive at
Danbury Railway Museum in
New York Central's passenger locomotive colors. The NYC did not own any FL9s.
EMD F-unit
–
FT
EMD F-unit
–
F2
EMD F-unit
–
F3
34.
Cab unit
–
A cab unit and a carbody unit are body styles of locomotives in North American railroad terminology. While closely related, they are not exactly the same, with both body styles, a bridge-truss design framework is used to make the body a structural element of the locomotive. The body rises above the frame, and extends the full width of the locomotive. The service walkways are inside the body and this configuration gives a cab or carbody unit poor rear visibility compared with a hood unit. For that reason, cab or carbody units are used in situations where rear visibility is not important, such as power for through freight. Cab and carbody units are more aerodynamic than hood units. A cab unit is a unit with a driving cab. Thus, a cab unit is always an A unit. By contrast, a unit can be either an A unit. In recent years, locomotive manufacturers have switched from cab units to cowl units when a body is desired. Cab units were not generally used in Great Britain, the traditional makers continued to use heavyweight frames and cowl units instead. Most British diesel locomotives, e. g. the British Rail Class 37, are cab units, the Class 37, like most British diesel and electric locomotives, has a cab at each end
Cab unit
–
Three body styles of
diesel locomotive, from front to rear: cab unit,
hood unit and
box cab. These locomotives are operated by
Pacific National in
Australia.
35.
EMD F3
–
The EMD F3 was a 1, 500-horsepower B-B freight- and passenger-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMDs La Grange, Illinois plant, a total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built. The F3 was the model in GM-EMDs highly successful F-unit series of cab unit diesel locomotives. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors, along with the heavier-duty electrical cables, used in the F7, the F3 used a 16-cylinder 567B series diesel engine developing 1,500 hp at 800 rpm. The 567 was designed specifically for railroad locomotives, a supercharged 2 stroke 45 degree V type with 567 cu in displacement per cylinder, a D. C. generator powered four traction motors, two on each Blomberg B truck. EMD has built all of its major components since 1939, as built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were altered by the railroad. Early versions of the F3 had the chicken wire grilles along the top edge of the carbody, later production featured a distinctive fabricated stainless steel grille. The identification of locomotive phases is a creation of railfans, EMD used no such identification, and instead only kept track of the marketing name and individual locomotives build numbers. During the production cycle of a model, as design and production techniques improved. This practice has proved popular over the years among diesel locomotive modelers looking to create the most true to life models possible. That could be - and often were - updated or swapped interchangeably during production runs, the following are normally identified as F3 phases, Built from July 1945. High, flat-topped 36 in roof fans, top third body panel had chicken wire in openings only. Center-third body panel with three equally-spaced porthole windows and D17 traction motors, as-built Phase I F3 units are identical to the F2, they differ only in electrical equipment and numberboard size. Three highly modified locomotives survive from this series, rebuilt as FP10s, top third body panel now had full-length chicken wire. Center third body panel now had two portholes, area covered with chicken wire, over 4 smaller rectangular openings. Roof radiator fans change to low, pancake fans, center third body panel now has no chicken wire between the portholes, the four rectangular openings now have louvres
EMD F3
–
BN #9762, ex-NP #6502, leading the
North Coast Hiawatha into
Yakima, Washington in August 1971.
EMD F3
–
A Metro-North F10 that was formerly an F3 (originally
GM&O and later an
Illinois Central #880A) in
Bridgeport, Connecticut, operates for Metro-North Railroad in 2005. This locomotive also ran for the
MBTA.
36.
EMD F9
–
The EMD F9 was a 1,750 horsepower Diesel-electric locomotive produced between February 1953 and May 1960 by the Electro-Motive Division of General Motors and General Motors Diesel. It succeeded the F7 model in GM-EMDs F-unit sequence, final assembly was at GM-EMDs La Grange, Illinois plant. The F9 was also built in Canada by General Motors Diesel at their London, a total of 99 cab-equipped lead A units and 156 cabless booster B units were built. The F9 was the model in GM-EMDs highly successful F series of cab unit diesel locomotives. A F9 can be distinguished reliably from a late F7 only by the addition of an extra filter grille ahead of the front porthole on the panels on A units. Internally, the use of an 567C prime mover increased power to 1,750 hp from the F7s 1,500 hp. By the time cab units such as the F9 were built, railroads were turning to the road switcher-style of locomotive, the F9 used a 16-cylinder 567C series Diesel engine developing 1,750 hp at 800 rpm. The 567 was designed specifically for applications, being a 45 degree V-type two-stoke design, with 567 cu in displacement per cylinder. A D. C. generator powered four D37 traction motors, EMD has built all of its major components since 1939. List of GM-EMD locomotives List of GMD Locomotives Media related to EMD F9 locomotives at Wikimedia Commons FallenFlags. org online manuals UtahRails. net online documents
EMD F9
–
D&RGW F9 #5771, 2009. Note the carbody filter grille ahead of the front porthole, the only reliable distinguishing feature of an F9.
37.
La Grange, Illinois
–
La Grange, a suburb of Chicago, is a village in Cook County, in the U. S. state of Illinois. The population was 15,550 at the 2010 census, the area around La Grange was first settled in the 1830s, when Chicago residents moved out to the west due to the rapid population increase in the city in the decade since its incorporation. The first settler, Robert Leitch, came to the area in 1830, the village was officially incorporated on June 11,1879. It was founded by Franklin Dwight Cossitt, who was born in Granby, Connecticut, and raised in Tennessee, in 1870, Cossitt purchased several hundred acres of farmland in Lyons Township, along the Chicago-Dixon Road, known today as Ogden Avenue. Ogden Avenue, on the site of a defunct Native American trail, was referred to as the Old Plank Road. Planks were often stolen by settlers to be used as building material, when the Chicago, Burlington & Quincy Railroad came to town, La Grange was a milk stop called Hazel Glen. Cossitt set out to build the ideal suburban village - laying out streets, planting trees, donating property for churches and schools and he also placed liquor restrictions in the land deeds he sold to prevent the village from becoming a saloon town. When Cossitt began his development, the area was served by a post office known as Kensington, however, today Kensington remains the name of one of the villages major avenues. After the Great Chicago Fire of 1871 destroyed much of city, thousands of its citizens sought new homes and opportunities far from the citys ills. La Grange was ideally situated to accommodate them, La Grange is located at 41°48′29″N 87°52′24″W, about 13 miles west of Chicago. According to the 2010 census, La Grange has an area of 2.52 square miles. Two major railroad tracks run through the village, including the Burlington Northern Santa Fe, some 14,000 years ago, the land under La Grange sat on the western shore of Lake Chicago, predecessor to Lake Michigan. The prehistoric shoreline today is delineated by Bluff Avenue, a street on the villages east side. As of the census of 2000, there were 15,608 people,5,624 households, the population density was 6,220.7 people per square mile. There were 5,781 housing units at a density of 2,304.1 per square mile. The racial makeup of the village was 91. 02% White,6. 02% African American,1. 00% Asian,0. 09% Native American,0. 02% Pacific Islander,0. 99% from other races, and 0. 86% from two or more races. Hispanic or Latino of any race comprised 3. 66% of the population, the top five ancestries reported in La Grange as of the 2000 census were Irish, German, Polish, Italian and English. 24. 5% of all households were made up of individuals and 9. 7% had someone living alone who was 65 years of age or older, the average household size was 2.67 and the average family size was 3.23
La Grange, Illinois
–
La Grange
Village Hall
La Grange, Illinois
–
The downtown district of La Grange
La Grange, Illinois
–
Metra train stop on the
BNSF Railway Line
38.
London, Ontario
–
London is a city in Southwestern Ontario, Canada along the Quebec City–Windsor Corridor. The city has a population of 383,822 according to the 2016 Canadian census, London is at the confluence of the Thames River, approximately halfway between Toronto, Ontario and Detroit, Michigan. The City of London is a municipality, politically separate from Middlesex County. London and the Thames were named in 1793 by John Graves Simcoe, the first European settlement was between 1801 and 1804 by Peter Hagerman. The village was founded in 1826 and incorporated in 1855, since then, London has grown to be the largest Southwestern Ontario municipality and Canadas 11th largest metropolitan area, having annexed many of the smaller communities that surrounded it. London is a centre of health care and education, being home to the University of Western Ontario, Fanshawe College. Londons university and hospitals are among its top ten employers, London lies at the junction of Highway 401 and 402, connecting it to Toronto, Windsor, and Sarnia. It also has an airport, train and bus station. Prior to European contact in the 18th century, the present site of London was occupied by several Neutral, Odawa, archaeological investigations in the region indicate that aboriginal people have resided in the area for at least the past 10,000 years. The current location of London was selected as the site of the capital of Upper Canada in 1793 by Lieutenant-Governor John Graves Simcoe. Simcoe intended to name the settlement Georgina, in honour of King George III, however, the choice of a capital site in the midst of extensive hardwood forests was rejected by Guy Carleton. In 1814, there was a skirmish during the War of 1812 in what is now southwest London at Reservoir Hill, the village of London, named after the English capital of London, was not founded until 1826, and not as the capital Simcoe envisioned. Rather, it was a seat for the area west of the actual capital. At the time, Crown and clergy reserves were receiving preference in the rest of Ontario, in 1832, the new settlement suffered an outbreak of cholera. London proved a centre of strong Tory support during the Upper Canada Rebellion of 1837, London was incorporated as a town in 1840. On 13 April 1845, fire destroyed much of London, which was at the time largely constructed of wooden buildings, one of the first casualties was the towns only fire engine. This fire burned nearly 30 acres of land destroying 150 buildings before burning itself out later the same day, one-fifth of London was destroyed and this was the provinces first million dollar fire. Sir John Carling, Tory MP for London, gave three events to explain the development of London in a 1901 speech
London, Ontario
–
Downtown London skyline
London, Ontario
–
Blackfriars Street Bridge
London, Ontario
–
St. Peter's Cathedral Basilica, seat of the
Roman Catholic Diocese of London
London, Ontario
–
London's Boer War statue, Victoria Park
39.
EMD GP7
–
The EMD GP7 is a four-axle road switcher diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October,1949 and May 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower, the GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. Five GP7Bs were built between March and April 1953, the GP7 was the first EMD road locomotive to use a hood unit design instead of a car-body design. This proved to be more efficient than the car body design as the unit cost less to build, was cheaper and easier to maintain. Of the 2,734 GP7s built,2,620 were for American railroads,112 were built for Canadian railroads and this was the first model in EMDs GP series of locomotives. Concurrently, EMD offered a six-axle SD locomotive, the SD7, unfortunately, in heavy service, the GP7’s frame would bow and sag over time. This defect was corrected in later models, the GP7 proved very popular, and EMD was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio. Later, locomotives in EMDs GP-series came to be nicknamed ‘Geeps’, many GP7s can still be found in service today, although most Class 1 roads stopped using these locomotives by the early 1980s. The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time, most GP7s had three sets of ventilation grills under the cab, and two pair of grills at the end of the long hood. However, some late GP7s were built with car-bodies that were identical to early GP9s, early GP7s had a solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt. Many railroads later removed most of the skirt to improve access, Locomotives could be built with the engineer’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running was also an option, the GP7 was also available with or without dynamic brakes, and a steam generator installed in the short hood was also an option. In the latter case the 1,600 US gallons fuel tank was divided, with half for diesel fuel, and half for boiler water. There are five GP7s on A J Kristopans EMD Serial number page that reused previous serial numbers, B&O6405, CRI&P1308, L&N501 and 502 and these rebuilt units were rebuilt as new on new frames. Another rebuild by GMD is that CN4824 was rebuilt as a GP7 with parts from an F3A in October 1958, a few production GP7s and four of the GP7Bs were built with 567BC or 567C engines starting in March 1953 through May 1954. These are noted on the roster above, many railroads rebuilt their GP7s with low short hoods, some railroads went further in their rebuilding than others. Missouri Pacific Railroad upgraded their GP7s with 567BC engines and replaced the standard EMD 2-stack exhaust with a 4-stack “liberated” exhaust, illinois Central Railroad rebuilt most of its GP7s with 567BC engine blocks, liberated exhausts, paper air-intake filters, 26-L brakes. All but the first locomotive rebuilt had their front hood reduced in height for improved crew visibility, the IC designated these rebuilt locomotives GP8
EMD GP7
–
ITC 1605, at the
Illinois Railway Museum
EMD GP7
–
Aberdeen and Rockfish Railroad 205 at the company’s yard in
Aberdeen, North Carolina.
EMD GP7
–
BBRR 1, a GP7, with the ODC special,
Dillwyn, Virginia.
EMD GP7
–
Chesapeake and Albemarle 2158 (an ATSF GP7U) in
Chesapeake, VA.
40.
Two-stroke diesel engine
–
A two-stroke diesel engine is a diesel engine that works in two strokes. A diesel engine is a combustion engine that operates using the Diesel cycle. Invented in 1892 by German engineer Rudolf Diesel, it was based on the engine design. During the period of 1900 to 1930, four-stroke diesel engines enjoyed a relative dominance in practical diesel applications and this work was instrumental in bringing about the dieselisation of railroads in the 1940s and 1950s. All diesel engines use compression ignition, a process by which fuel is injected after the air is compressed in the combustion chamber, thereby causing the fuel to self-ignite. By contrast, gasoline engines utilize the Otto cycle, or, more recently, two-stroke internal combustion engines are simpler mechanically than four-stroke engines, but more complex in thermodynamic and aerodynamic processes, according to SAE definitions. In a two-stroke engine, more than one function occurs at any time during the engines operation. Intake begins when the piston is near the dead center. Air is admitted to the cylinder through ports in the cylinder wall, all two-stroke Diesel engines require artificial aspiration to operate, and will either use a mechanically driven blower or a turbo-compressor to charge the cylinder with air. In the early phase of intake, the air charge is used to force out any remaining combustion gases from the preceding power stroke. As the piston rises, the charge of air is compressed. Near top dead center, fuel is injected, resulting in combustion due to the extremely high pressure and heat created by compression. As the piston moves downward in the cylinder, it reach a point where the exhaust port is opened to expel the high-pressure combustion gasses. However, most current two-stroke diesel engines use top-mounted poppet valves, continued downward movement of the piston will expose the air intake ports in the cylinder wall, and the cycle will start again. In most EMD and GM two-stroke engines, very few parameters are adjustable, the scavenging ports are open from 45 degrees before BDC, to 45 degrees after BDC. The remaining, adjustable, parameters have to do with exhaust valve and injection timing, they are established to maximize combustion gas exhaust, a single camshaft operates the poppet-type exhaust valves and the Unit injector, using three lobes, two lobes for exhaust valves. Towards the end of scavenging, all products of combustion have been forced out of the cylinder, the compression stroke begins 16° later, at BDC+61°, for a compression stroke duration of 119°. Specific to GM two-stroke and related on-road/off-road/marine two-stroke engines, The same basic considerations are employed, electro-Motive Diesel, uniflow diesel engines for marine, railway and stationary applications Fairbanks-Morse, opposed-piston diesel engines for marine and stationary applications
Two-stroke diesel engine
–
Brons two stroke V8 Diesel engine driving a Heemaf
generator.
41.
Flywheel
–
A flywheel is a mechanical device specifically designed to efficiently store rotational energy. Flywheels resist changes in speed by their moment of inertia. The amount of stored in a flywheel is proportional to the square of its rotational speed. For example flywheels are used in reciprocating engines because the torque from the individual pistons is intermittent. Energy storage systems Flywheel energy storage Delivering energy at rates beyond the ability of an energy source and this is achieved by collecting energy in a flywheel over time and then releasing it quickly, at rates that exceed the abilities of the energy source. High energy density flywheels can be made of fiber composites and employ magnetic bearings. Carbon-composite flywheel batteries have recently been manufactured and are proving to be viable in real-world tests on mainstream cars, additionally, their disposal is more eco-friendly. Flywheels are often used to provide power output in systems where the energy source is not continuous. For example, a flywheel is used to smooth fast angular velocity fluctuations of the crankshaft in a reciprocating engine. In this case, a crankshaft flywheel stores energy when torque is exerted on it by a firing piston, another example is the friction motor which powers devices such as toy cars. In unstressed and inexpensive cases to save on cost the bulk of the mass of the flywheel is toward the rim of the wheel, pushing the mass away from the axis of rotation heightens rotational inertia for a given total mass. A flywheel may also be used to supply intermittent pulses of energy at power levels that exceed the abilities of its energy source, for example flywheels are used in power hammers and riveting machines. Flywheels can be used to control direction and oppose unwanted motions, a flywheel is a spinning wheel, or disc, or rotor, rotating around its symmetry axis. The moment of inertia is a measure of resistance to torque applied on a spinning object. When calculating with SI units, the units would be for mass, kilograms, for radius, meters, and for angular velocity, radians per second, increasing amounts of rotation energy can be stored in the flywheel until the rotor shatters. This happens when the stress within the rotor exceeds the ultimate tensile strength of the rotor material. Flywheels are made from different materials, the application determines the choice of material. Small flywheels made of lead are found in children’s toys, cast iron flywheels are used in old steam engines
Flywheel
–
Trevithick 's 1802 steam locomotive used a flywheel to even out the power of its single cylinder
Flywheel
–
G2 Flywheel Module,
NASA
Flywheel
–
An industrial flywheel.
Flywheel
–
A
Landini tractor with exposed flywheel.
42.
Railfan
–
A railfan, rail buff, or train buff, railway enthusiast or railway buff, trainspotter or anorak, or foamer, is a person interested in a recreational capacity in rail transport. Railfans of many ages can be found worldwide, magazines dedicated to railfanning include Trains and Railfan & Railroad. The term metrophile is used by some to identify a railfan with a particular interest in metro systems, the study of railways, or a general interest in them as a hobby, is sometimes jokingly known as ferroequinology. In the United Kingdom, railfans are sometimes called trainspotters or anoraks, the term gricer has been used in the UK since at least 1969, and is said to have been current in 1938 amongst members of the Manchester Locomotive Society, according to the Oxford English Dictionary. There has been speculation that the term derives from grouser, one who collects dead grouse after a shoot, in Australia, they are sometimes referred to as gunzels. The hobby extends to all aspects of transport systems. It should be noted that items such as timetables and railway paper are collected for study. There are many retailers and auction houses specializing in such material, Railway art or architecture Railway operations, economics or commerce Railway preservation/restoration Level junction. This is where the railfan can also be interested in the railroad or grade crossing signals, monitoring railroad radio communications with a radio scanner. Train photography is an activity of railfans. Most railfans do their photographing from public property, unless they have permission to use a private property owners land. Occasionally, they run into problems with law enforcement, especially due to post 9/11 paranoia, in 2004, for example, the New York City Subway attempted to institute a photo ban. This was met with opposition, and was ultimately scrapped. Some railroad photographers have become known for their works. Stewart, or in Germany with Carl Bellingrodt, in the United Kingdom Photography is allowed at all stations on the National Rail network. London Underground also allows tourists and rail enthusiasts to take pictures and videos while passing through a station, though flash and tripods are not allowed. The Tyne and Wear Metro prohibits all photography without permission from Nexus. In Singapore, photography and filming can be taken in all SMRT, however, upskirt photos are illegal and permission must be obtained from the operators to record weddings and movies on the network
Railfan
–
Railfan
photographers awaiting a special train
Railfan
–
Railfan photographing a
Caltrain service in the
United States
Railfan
–
A
model railway of
Berlin 's
Bahnhof Zoo at the LOXX Berlin model railway
Railfan
–
A
WAG-5 in
Araku Valley near
Vizag,
Andhra Pradesh, India, a paradise for trainspotters
43.
Wabash Railroad
–
The Wabash Railroad was a Class I railroad that operated in the mid-central United States. It served an area, including track in the states of Ohio, Indiana, Illinois, Iowa, Michigan, and Missouri. Its primary connections included Chicago, Illinois, Kansas City, Missouri, Detroit, Michigan, Buffalo, New York, St. Louis, Missouri, and Toledo, Ohio. The Wabashs major freight traffic advantage was the line from Kansas City to Detroit. Despite the Wabash name disappearing in the 1960s, the continued to exist on paper until being merged into the Norfolk Southern Railway in 1991. The name Wabash is an English spelling of the French name for the river, French traders named the river after the native Miami tribes word for the river. Louis and Pacific Railway Council Bluffs and St, the first railroad to use only Wabash and no other city in its name was the Wabash Railway in January 1877 which was a rename of the Toledo, Wabash and Western Railway formed on July 1,1865. The earliest predecessor of the Wabash System was the Northern Cross Railway, the Toledo and Illinois Railroad was chartered April 20,1853 in Ohio to build from Toledo on Lake Erie west to the Indiana state line. The company soon went bankrupt and was sold at foreclosure, the Toledo and Wabash Railroad was chartered October 7,1858 and acquired the Ohio portion October 8. The Wabash and Western Railroad was chartered on September 27 and acquired the Indiana portion on October 5, on December 15, the two companies merged as the Toledo and Wabash Railway. It was this group of railroads that formed the beginning of the Wabash System with the rename in 1877, later mergers and reorganizations formed the Wabash, St. Louis and Pacific Railway on November 7,1879, and Wabash Railroad on August 1,1889. Financier John Whitfield Bunn was one of several capitalists who were instrumental in the consolidation of the Wabash System, however, the Wabash had overextended itself, and the WPT went bankrupt in 1908, it would later become part of the Pittsburgh and West Virginia Railway. The Wabash Railroad itself was sold at foreclosure July 21,1915, the Pennsylvania Railroad acquired loose control of the Wabash in 1927 by buying stock through its Pennsylvania Company. In 1929 the Interstate Commerce Commission charged the PRR with violating the Clayton Antitrust Act, the ruling was appealed, and in 1933 the Circuit Court ruled that the control was for investment only and did not violate the act. The Wabash Railway again entered receivership on December 1,1931, the Wabash Railroad, controlled by the PRR, was organized in July 1941 and bought the Wabash Railway on December 1. In fall of 1960, the PRR agreed to a lease of the Wabash by the Norfolk, the PRRs Detroit, Toledo and Ironton Railroad assumed control of the Wabashs Ann Arbor on December 31,1962. On October 16,1964 the New York, Chicago and St. Louis Railroad merged into the Norfolk and Western Railway, and the N&W leased the Wabash and Pittsburgh and West Virginia Railway. On March 31,1970 the Pennsylvania Company exchanged its last Wabash shares for N&W common stock, because it was only leased, as opposed to merged outright, the Wabash Railroad continued to trade its stock on the New York Stock Exchange
Wabash Railroad
–
Wabash system map, early 20th century
Wabash Railroad
–
Wabash Railroad
Wabash Railroad
–
The Wabash's
City of St. Louis streamliner in the 1950s.
Wabash Railroad
–
1886 system map
44.
Monticello Railway Museum
–
The Monticello Railway Museum is a non-profit railroad museum located in Monticello, Illinois, about 18 miles west of Champaign, IL. It is home to over 100 pieces of equipment, including several restored diesel locomotives. The museum offers a tourist railroad which operates trains over a former railroad line that was owned by Illinois Terminal. For a donation, guests can operate one of the locomotives during the Throttle Time program, trains run May through October and on holidays. Visit the museums website for the latest information, the Camp Creek yard was originally built by the museums volunteers. The Terminal Division is a re-built Illinois Terminal right-of-way running from Camp Creek up to Blackers towards White Heath, the Central Division was purchased by the museum from the Illinois Central. The Central Division purchase allowed the museum to enter into downtown Monticello to the historic Wabash Railroad depot and is the mainline of the heritage railroad. The Central Division is currently being restored up to White Heath to allow occasional operation into that town, the Monticello Railway Museum is located off Interstate 72 at Market St. Exit 166. Turn at the stoplight onto Iron Horse Place at the Best Western Gateway Inn,25 minutes from Champaign and Decatur. The Monticello Railway Museum, an educational organization, was founded in 1966 as SPUR. Its original goal was to encourage the Chicago, Burlington & Quincy Railroad to continue operating its steam-powered railfan excurions, when that effort failed, the organization decided to operate its own steam-powered excursions and began a search for equipment and a suitable location. SPUR contacted the Illinois Central Railroad about operating on the West end of ICRRs lightly used Rantoul District between LeRoy and Sabina, Illinois, for such an operation, ICRR would require SPURs equipment to be in ICC condition and use the railroads union train crews. SPUR concluded this would be expensive for the organization and continued its search. The organizations name was changed in 1970 to the Monticello & Sangamon Valley Railway Historical Society, Inc. the first land purchased was about five miles of former Illinois Terminal interurban right of way between Monticello and White Heath. This right of way had been abandoned a few years before, a former popcorn field was purchased for a railroad yard and maintenance area. The volunteers prepared the area for the arrival of locomotive #1. Through the years track was laid on the former Illinois Terminal interurban grade toward White Heath until approximately 2½ miles was completed, a run-around was constructed at, about 2 miles from White Heath. No further construction took place on the former interurban grade and Blackers became the North end of the line, in 1987, the Museum purchased 7 ½ miles of Illinois Central Gulf Decatur District trackage between Monticello and White Heath which parallels the Illinois Terminal right-of-way
Monticello Railway Museum
–
Monticello Railway Museum
Monticello Railway Museum
–
A museum tourist train, being led by
Wabash Railroad F7A #1189, rests in front of the Nelson's Crossing depot.
Monticello Railway Museum
–
The museum's most notable locomotive,
Wabash Railroad F7A #1189, operates a tourist train.
Monticello Railway Museum
–
Restored
Canadian National Railways FPA4 locomotive, #6789, at the head of a tourist train.
45.
Chicago and North Western Railway
–
The Chicago and North Western Transportation Company was a Class I railroad in the Midwestern United States. It was also known as the North Western, the railroad operated more than 5,000 miles of track as of the turn of the 20th century, and over 12,000 miles of track in seven states before retrenchment in the late 1970s. Until 1972, when the company was sold to its employees, it was named the Chicago and North Western Railway. The C&NW became one of the longest railroads in the United States as a result of mergers with other railroads, such as the Chicago Great Western Railway, Minneapolis and St. Louis Railway and others. By 1995, track sales and abandonment had reduced the total back to about 5,000. The majority of the abandoned and sold lines were lightly trafficked branches in Iowa, Illinois, Minnesota, South Dakota and Wisconsin. Large line sales, such as those that resulted in the Dakota, Minnesota and Eastern Railroad further helped reduce the railroad to a core with several regional feeders. The company was purchased by Union Pacific Railroad in April 1995, the Chicago and North Western Railway was chartered on June 7,1859. It had purchased the assets of the bankrupt Chicago, St. Paul, on February 15,1865, it officially merged with the Galena and Chicago Union Railroad, which had been chartered on January 16,1836. The Winona and St. Peter Railroad was added to the network in 1867, the North Western had owned a majority of the stock of the Chicago, St. Paul, Minneapolis and Omaha Railway since 1882. On January 1,1957 it leased the company, and merged it into the North Western in 1972. The Omaha Roads main line ran from an interchange with the North Western at Elroy, Wisconsin, to the Twin Cities, down to Sioux City, Iowa, the North Western picked up several important short railroads during its later years. It finalized acquisition of the Litchfield and Madison Railway on January 1,1958, the Litchfield and Madison railroad was a 44-mile bridge road from East St. Louis to Litchfield, Illinois. On July 30,1968, the North Western acquired two former interurbans — the 36-mile Des Moines and Central Iowa Railway, and the 110-mile Fort Dodge, Des Moines and Southern Railway. The DM&CI gave access to the Firestone plant in Des Moines, Iowa, on November 1,1960, the North Western acquired the rail properties of the 1, 500-mile Minneapolis and St. Louis Railway. In spite of its name, it ran only from Minneapolis, Minnesota, to Peoria and this acquisition provided traffic and modern rolling stock, and eliminated competition. On July 1,1968 the 1,500 mi Chicago Great Western Railway was merged into the North Western and this railroad went from Chicago to Oelwein, Iowa. From there lines went to the Twin Cities, Omaha, Nebraska, a connection from Hayfield, Minnesota, to Clarion, Iowa, provided a Twin Cities to Omaha main line
Chicago and North Western Railway
–
Chicago and North Western's
Wells Street Station, ca. 1900
Chicago and North Western Railway
–
Chicago and North Western Transportation Company
Chicago and North Western Railway
–
The old
Chicago and North Western Terminal ca. 1912, soon after its completion
Chicago and North Western Railway
–
C&NW Streamliners, 1942
46.
Illinois Railway Museum
–
The Illinois Railway Museum is the largest railroad museum in the United States and is located in Union, Illinois,55 miles northwest of Chicago. The museum is situated at 7000 Olson Rd, the museum was granted its tax-exempt status in 1957 and its mission is to demonstrate the vital role railroads have played in the growth of the Chicago area as well as the United States as a whole. There are over 450 pieces of equipment in its collection as well as numerous displays. Visitors may ride on some of the electric, steam. The museum was founded in 1953 by ten individuals who joined together to purchase Indiana Railroad interurban car 65, originally called the Illinois Electric Railway Museum, the name was changed to IRM in 1961 to reflect the museums expanding scope. The museum was located on the grounds of the Chicago Hardware Foundry in North Chicago. In 1964 the museums collection was relocated to Union along the former right-of-way of the Elgin & Belvidere interurban. Two years later, operations were begun using Illinois Terminal interurban car 415, the first storage barn was erected in 1971. In 1981 a one-mile streetcar loop was constructed, a 4. 6-mile railroad line was built during the 1980s and early 1990s. The museums operations are concentrated around its main campus just east of Union. Train rides are offered on the line as well as the streetcar loop. Electric trains are operated from April through October, and diesel, Trolley bus operation occurs on the Saturdays of the Memorial Day, Independence Day & Labor Day weekends, as well as on Bus Day, the first Saturday in October. IRM is one of two railway museums in the country that operates both electric and diesel trains. It is the museum that offers trolley bus rides. The Illinois Railway Museum has the most extensive physical plant of any museum in North America. The main campus is located at 42°13′40. 0″N 88°31′38. 08″W, among the equipment preserved at IRM is, Ex-Virginian EL-C No.131 Retired Metra F7 locomotive 308. One of only two North Shore Line Electroliner trainsets built Illinois Central steam locomotive 201, participated in the Wheels A-Rolling pageant at the Chicago Railroad Fair in 1949, nebraska Zephyr St. Louis-San Francisco Railway 2-10-0 Decapod Frisco 1630. The first SD40-2 donated to a museum Grand Trunk Western Railroad Class U-3 4-8-46323, two New York City Transit Authority, IRT Division R28 Series Subway Cars from 1960 #s 7926-7927, Built by ACF. in the Berwick PA Plant
Illinois Railway Museum
Illinois Railway Museum
–
The electrified mainline at the Illinois Railway Museum.
Illinois Railway Museum
–
Frisco 1630 crossing Olson Rd. in front of the museum
Illinois Railway Museum
–
One of only two surviving examples of
Union Pacific's turbines is kept in non-operating condition.
47.
California State Railroad Museum
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The California State Railroad Museum is a museum in the state park system of California, USA, interpreting the role of the iron horse in connecting California to the rest of the nation. It is located in Old Sacramento at 111 I Street, the museum features 21 restored locomotives and railroad cars, some dating back to 1862. The Sierra Scene shows a large mockup of a construction scene high in the Sierra Nevada representing Donner Pass circa 1867. Changing exhibits featuring photography, ephemera, and artifacts from the collection, add depth. The roundhouse area of the features a rotating display of locomotives. When not on display, these items are stored and worked on at the nearby Sacramento Railyards in the buildings that were part of the original Southern Pacific Shop complex. In early 2011, the interior remained closed to public use, the Sacramento Southern Railroad owns the Walnut Grove Branch right-of-way that extends south from Sacramento along the eastern bank of the Sacramento River. A few miles of track were rebuilt along the levee near Freeport, the CSRRM hopes to one day have a longer excursion line, perhaps as far as Hood, California. At that location the railroad passengers could disembark the train and take a tourist steamboat back up the Sacramento River to Old Sacramento. The museum has its origins in 1937, when a group of enthusiasts in the San Francisco Bay Area formed the Pacific Coast Chapter of the Railway & Locomotive Historical Society. The Museums first facility, the Central Pacific Railroad Passenger Station, the Railroad History Museum was completed in 1981. Steam-powered passenger train service on the Sacramento Southern Railroad began in 1984, railtown 1897 State Historic Park in Jamestown was added to the Museum complex during 1992. Atchison, Topeka and Santa Fe 2925 - Stored, a 4-8-4 type built by Baldwin Locomotive Works in 1944, atchison, Topeka and Santa Fe 5021 - Stored, a 2-10-4 type built by Baldwin Locomotive Works in 1944. Central Pacific No.1 Gov. Stanford - Cosmetically restored, granite Rock No.10 ) a USATC S100 Class 0-6-0T built by Porter in *1942. Northwestern Pacific 112 - Stored, a 4-6-0 type built by ALCO in 1908, north Pacific Coast 12 Sonoma - Cosmetically restored, a 3 ft narrow gauge 4-4-0 type built by Baldwin in 1875. Sole surviving NPC locomotive, and one of three surviving Baldwin 8/18C class 3 ft narrow gauge 4-4-0s. Central Pacific No.3 / Southern Pacific No.1 C. P. Huntington - Cosmetically restored, Central Pacific No.233 - Stored, awaiting restoration. A 2-6-2 tank engine built by Central Pacifics Sacramento Shops in 1882, donated 2001 by the Pacific Locomotive Association
California State Railroad Museum
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Railroad Museum exterior
California State Railroad Museum
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museum interior
California State Railroad Museum
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North Pacific Coast 12
California State Railroad Museum
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Southern Pacific #6051 EMD E9 painted in Daylight color scheme
48.
Sacramento, California
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Sacramento is the capital city of the U. S. state of California and the seat of Sacramento County. It is at the confluence of the Sacramento River and the American River in the portion of Californias expansive Central Valley. Its estimated 2014 population of 485,199 made it the sixth-largest city in California, Sacramento is the cultural and economic core of the Sacramento metropolitan area, which includes seven counties with a 2010 population of 2,414,783. In 2002, the Civil Rights Project at Harvard University conducted for Time magazine named Sacramento Americas Most Diverse City, Sacramento became a city through the efforts of the Swiss immigrant John Sutter, Sr. his son John Augustus Sutter, Jr. and James W. Marshall. Sacramento grew quickly thanks to the protection of Sutters Fort, which was established by Sutter in 1839, the city was named after the Sacramento River, which forms its western border. The river was named by Spanish cavalry officer Gabriel Moraga for the Santísimo Sacramento, California State University, Sacramento, is the largest university in the city and one of 23 campuses in the California State University system. University of the Pacific is a university with one of its three campuses in Sacramento. In addition, the University of California, Davis, located in nearby Davis, operates its UC Davis Medical Center, nisenan and Plains Miwok Native Americans had lived in the area for perhaps thousands of years. Unlike the settlers who would eventually make Sacramento their home, these Native Americans left little evidence of their existence. Traditionally, their diet was dominated by acorns taken from the oak trees in the region, and by fruits, bulbs, seeds. In 1808, the Spanish explorer Gabriel Moraga discovered and named the Sacramento Valley, a Spanish writer with the Moraga expedition wrote, Canopies of oaks and cottonwoods, many festooned with grapevines, overhung both sides of the blue current. Birds chattered in the trees and big fish darted through the pellucid depths, the air was like champagne, and drank deep of it, drank in the beauty around them. The valley and the river were then christened after the Most Holy Sacrament of the Body and Blood of Christ, John Sutter first arrived on August 13,1839 at the divergence of the American and Sacramento Rivers with a Mexican land grant of 50,000 acres. The next year, he and his party established Sutters Fort, representing Mexico, Sutter called his colony New Helvetia, a Swiss inspired name, and was the political authority and dispenser of justice in the new settlement. Soon, the colony began to grow as more and more pioneers headed west, within just a few short years, John Sutter had become a grand success, owning a ten-acre orchard and a herd of thirteen thousand cattle. Fort Sutter became a stop for the increasing number of immigrants coming through the valley. In 1847, Sutter hired James Marshall to build a sawmill so that he could continue to expand his empire, Sutter received 2,000 fruit trees in 1847, which started the agriculture industry in the Sacramento Valley. In 1848, when gold was discovered by James W. Marshall at Sutters Mill in Coloma and he hired topographical engineer William H
Sacramento, California
Sacramento, California
Sacramento, California
Sacramento, California
49.
Electro-Motive Division
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Electro-Motive Diesel is an American manufacturer of diesel-electric locomotives, locomotive products and diesel engines for the rail industry. The company is owned by Caterpillar through its subsidiary Progress Rail Services Corporation, in 1930, General Motors purchased Electro-Motive Company and the Winton Engine Co. combining the two to form its Electro-Motive Division in 1941. In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners, in 2010, Progress Rail Services completed the purchase of Electro-Motive Diesel from Greenbriar, Berkshire, and others. EMDs headquarters, engineering facilities and parts manufacturing operations are based in McCook, Illinois, while its final assembly line is located in Muncie. EMD also operates a traction motor maintenance, rebuild and overhaul facility in San Luis Potosí, as of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of the market for diesel-electric locomotives in North America. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio, in 1922, the company developed and marketed self-propelled railcars using General Electrics newly developed internal combustion-electric propulsion and control systems. Hamilton started his career as a fireman, then locomotive engineer, on the Southern Pacific Railroad. Financing himself, he quit his sales position and set up shop in a hotel with his partner. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific, EMC subcontracted the body construction to St. Louis Car Company, electrical components to General Electric, and the prime mover to Winton Engine Company. The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, in 1925, EMC entered full-scale production, selling 27 railcars. In 1930 General Motors was seeking to improve their Diesel technology and they purchased the Winton Engine Company who, in addition to their Diesel products, sold non-Diesel engines for EMC-developed rail motorcars. The combined resources of GM and their new Winton subsidiary were focused on developing Diesel engines with improved power-to-weight ratios, GM saw EMCs role in marketing and applications development as fitting their objectives and purchased the company shortly after the Winton acquisition, renaming it Electro-Motive Corporation. In 1933 EMC designed the power setups for the Zephyr and M-10000 streamliners, the Zephyr used the first major product of the new GM-Winton venture, the 600 hp Winton 201A 2-stroke Diesel engine. Encouraged by the success of the new streamliners, EMC invested in a new locomotive factory. The new headquarters on 55th Street in McCook, Illinois, west of Chicago, in 1938 EMC started production of locomotives using GMs new 567 engine, which upgraded the horsepower to 2000 per locomotive unit and increased reliability. The 567, named for its displacement-per-cylinder of 567.45 in³, was a two-cycle Roots-blown, Uniflow-scavenged, Unit-injected engine with overhead camshafts and it was built as a V-6, V-8, V-12 and V-16. Charles F. Kettering and the General Motors Research Corporation were in charge of its development and their nearest competitor was the American Locomotive Company, who started production of less-developed Diesel locomotives to compete with the E-units in 1939. Baldwins response to the challenge of the E-units was to develop a steam locomotive design that pushed beyond the limits of practicality, passenger trains made little money for the railroads, but replacement of steam engines with reliable Diesel units could provide railroads with a crucial difference for profitability
Electro-Motive Division
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EMD
builder's plate
Electro-Motive Division
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Electro-Motive Diesel, Inc.
Electro-Motive Division
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Burlington Northern EMD F3
Electro-Motive Division
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EMD GP7 (left) and E9A (right)
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EMD FP7
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Final assembly was at GM-EMDs La Grange, Illinois plant, excepting locomotives destined for Canada, in which case final assembly was at GMDs plant in London, Ontario. The FP7 was essentially EMDs F7A locomotive extended by four feet to give greater water capacity for the generator for heating passenger trains. While EMDs E-units were successful passenger engines, their A1A-A1A wheel arrangement made them useful in mountainous terrain. Several railroads had tried EMDs F3 in passenger service, but there was insufficient water capacity in an A-unit fitted with dynamic brakes. The Atchison, Topeka and Santa Fe Railways solution was to replace the generators in A-units with a water tank. The Northern Pacific Railways solution was to fit extra water tanks into the first baggage car, the real breakthrough came when EMD recognized the problem and added the stretched FP7 to its catalog. A total of 381 cab-equipped lead A units were built, unlike the freight series, regular F7B units were sometimes used with FP7 A units, since they, lacking cabs, had more room for water and steam generators. The FP7 and its successor, the FP9, were offshoots of GM-EMDs highly successful F-unit series of cab unit freight diesels. The extra 4 ft of length was added behind the first body-side porthole, alaska Railroad 1510 and 1512, used by the Verde Canyon Railroad in Clarkdale, Arizona, on its excursion train. Chicago Great Western Railway 116-A, on display, at Hub City Heritage Railroad Museum, Oelwein, canadian Pacific Railway 4071, renumbered as Western Maryland Railway 243, in working condition and in use at the Durbin and Greenbrier Valley Railroad. Canadian Pacific Railway 4069, in working condition and in use at the West Coast Railway Heritage Park, clinchfield Railroad 200, renumbered as Western Maryland Railway 67, in working condition and in use at the Durbin and Greenbrier Valley Railroad. Milwaukee Road 101A, on display in Cresco, Iowa. Milwaukee Road 104C, at the Illinois Railway Museum, Union, milwaukee Road 96C, in Monon livery waiting to be restored at the Indiana Transportation Museum, Noblesville, Indiana. Reading 900, at the Reading Railroad Museum in Hamburg, Pa, Reading 902, on display at Steamtown National Historic Site in Scranton, Pennsylvania. Reading 903, also on display at Steamtown, soo Line 500A, on display at Ladysmith, Wisconsin. Soo Line 2500A, restored to working condition, at Lake Superior Railroad Museum, Duluth,6133, in working condition at the North Carolina Transportation Museum at Spencer, North Carolina. 6143, in working condition and in use at the Stone Mountain Park at Atlanta, southern Railway, two units in use by the Kentucky Dinner Train operation out of Bardstown, Kentucky. Western Pacific 805-A, a used on the famous California Zephyr, is preserved in operable condition at the Western Pacific Railroad Museum at Portola
EMD FP7
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AMTK #113 leading two
EMD SDP40Fs with the
San Francisco Zephyr at Yuba Gap, 1975.
EMD FP7
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Reading 903 at the
Railroad Museum of Pennsylvania.
