diesel-mechanical locomotive

lokomotywa spalinowa z silnikiem wysokoprężnym z przekładnią mechaniczną

- diesel and fue-oil filter

- diesel cycle

- diesel-electric

- diesel-electric bus

- diesel-electric set

- air-cell diesel engine

- air-injection diesel engine

• diesel-mechanical locomotive

SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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SUBJECT AREA: Land transport, Railways and locomotives

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Stanier's career started when he was Office Boy at the Great Western Railway's Swindon works. He was taken on as a pupil in 1892 and steady promotion elevated him to Works Manager in 1920, under Chief Mechanical Engineer George Churchward. In 1923 he became Principal Assistant to Churchward's successor, C.B.Collett. In 1932, at the age of 56 and after some forty years' service with the Great Western Railway (GWR), W.A.Stanier was appointed Chief Mechanical Engineer of the London Midland \& Scottish Railway (LMS). This, the largest British railway, had been formed by the amalgamation in 1923 of several long-established railways, including the London \& North Western and the Midland, that had strong and disparate traditions in locomotive design. A coherent and comprehensive policy had still to emerge; Stanier did, however, inherit a policy of reducing the number of types of locomotives, in the interest of economy, by the withdrawal and replacement of small classes, which had originated with constituent companies.

Initially as replacements, Stanier brought in to the LMS a series of highly successful standard locomotives; this practice may be considered a development of that of G.J.Churchward on the GWR. Notably, these new locomotives included: the class 5, mixed-traffic 4–6–0; the 8F heavy-freight 2–8–0; and the "Duchess" 4–6–2 for express passenger trains. Stanier also built, in 1935, a steam-turbine-driven 4–6–2, which became the only steam-turbine locomotive in Britain to have an extended career in regular service, although the economies it provided were insufficient for more of the type to be built. From 1932–3 onwards, and initially as part of a programme to economize on shunting costs by producing a single-manned locomotive, the LMS started to develop diesel shunting locomotives. Stanier delegated much of the responsibility for these to C.E.Fairburn. From 1939 diesel-electric shunting locomotives were being built in quantity for the LMS: this was the first instance of adoption of diesel power on a large scale by a British main-line railway. In a remarkably short time, Stanier transformed LMS locomotive stock, formerly the most backward of the principal British railways, to the point at which it was second to none. He was seconded to the Government as Scientific Advisor to the Ministry of Production in 1942, and retired two years later.

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SUBJECT AREA: Land transport, Railways and locomotives

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Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.

With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.

In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.

Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.

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See also: Bulleid, Oliver Vaughan Snell

SUBJECT AREA: Land transport, Railways and locomotives

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Bulleid's father died in 1889 and mother and son returned to the UK from New Zealand; Bulleid himself became a premium apprentice under H.A. Ivatt at Doncaster Works, Great Northern Railway (GNR). After working in France and for the Board of Trade, Bulleid returned to the GNR in 1912 as Personal Assistant to Chief Mechanical Engineer H.N. Gresley. After a break for war service, he returned as Assistant to Gresley on the latter's appointment as Chief Mechanical Engineer of the London \& North Eastern Railway in 1923. He was closely associated with Gresley during the late 1920s and early 1930s.

In 1937 Bulleid was appointed Chief Mechanical Engineer of the Southern Railway (SR). Concentration of resources on electrification had left the Southern short of up-to-date steam locomotives, which Bulleid proceeded to provide. His first design, the "Merchant Navy" class 4–6– 2, appeared in 1941 with chain-driven valve gear enclosed in an oil-bath, and other novel features. A powerful "austerity" 0−6−0 appeared in 1942, shorn of all inessentials to meet wartime conditions, and a mixed-traffic 4−6−2 in 1945. All were largely successful.

Under Bulleid's supervision, three large, mixed-traffic, electric locomotives were built for the Southern's 660 volt DC system and incorporated flywheel-driven generators to overcome the problem of interruptions in the live rail. Three main-line diesel-electric locomotives were completed after nationalization of the SR in 1948. All were carried on bogies, as was Bulleid's last steam locomotive design for the SR, the "Leader" class 0−6−6−0 originally intended to meet a requirement for a large, passenger tank locomotive. The first was completed after nationalization of the SR, but the project never went beyond trials. Marginally more successful was a double-deck, electric, suburban, multiple-unit train completed in 1949, with alternate high and low compartments to increase train capacity but not length. The main disadvantage was the slow entry and exit by passengers, and the type was not perpetuated, although the prototype train ran in service until 1971.

In 1951 Bulleid moved to Coras Iompair Éireann, the Irish national transport undertaking, as Chief Mechanical Engineer. There he initiated a large-scale plan for dieselization of the railway system in 1953, the first such plan in the British Isles. Simultaneously he developed, with limited success, a steam locomotive intended to burn peat briquettes: to burn peat, the only native fuel, had been a long-unfulfilled ambition of railway engineers in Ireland. Bulleid retired in 1958.

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- engine accessories

- engine balance

- engine base

- engine bay

- engine bearer

- engine bed

- engine behavior

- engine block

- engine block heater

- engine bracket

- engine brake

- engine braking

- engine braking effect

- engine case

- engine casing

- engine clutch

- engine clutch housing

- engine compartment

- engine compartment lamp

- engine controls

- engine cooler

- engine cowling

- engine cradle

- engine cranking

- engine cross-drive

- engine displacement

- engine drive

- engine-driven

- engine-driven compressor

- engine-driven industrial truck

- engine is dead

- engine is running rough

- engine mount damper

- engine mount system

- engine support cushion

- engine suspension

- engine test bed

- engine test rig

- adiabatic engine

- agricultural engine

- agricultural traction engine

- air engine

- air-cell diesel engine

- air chamber diesel engine

- air-cooled engine

- air-cooled flat twin engine

- aircraft engine

- air injection engine

- airless-injection Diesel engine

- alcohol engine

- aluminium engine

- antechamber compression ignition engine

- Armstrong-Whitworth variable compression knocktesting engine

- arrow engine

- aspitare engine

- automobile engine

- automomotive engine

- axial engine

- B-type engine

- balance shaft engine

- bare engine

- barrel engine

- barring engine

- basic engine

- beam engine

- binary vapour engine

- blast engine

- blast furnace gas engine

- blowing engine

- blown engine

- broad-arrow engine

- build up an engine

- bus engine

- capstane engine

- carburetor engine

- charcoal-burning engine

- coal-dust engine

- coke-oven gas engine

- cold engine

- cold-starting engine

- cold-starting heavy-oil engine

- combustion engine

- compound engine

- compression ignition engine

- condensating engine

- constant-duty engine

- counterbalanced engine

- coupled engines

- cowled engine

- crosshead engine

- crosswise engine

- dead engine

- derated engine

- differential engine

- direct-drive engine

- donkey engine

- door engine

- double-acting engine

- double-acting rotary engine

- double-acting steam engine

- double-bank radial engine

- double-cylinder engine

- double-expansion engine

- double-piston engine

- double-pistontype engine

- double-row engine

- double-V engine

- dredge engine

- dry sump engine

- dual-fuel engine

- eight-cylinder engine

- experimental engine

- hot

- start up the engine in gear

- swirl-chamber diesel engine

- switch engine

1) Motor, der; (rocket/jet engine) Triebwerk, das

2) (locomotive) Lok[omotive], die

* * *

1) (a machine in which heat or other energy is used to produce motion: The car has a new engine.) der Motor

2) (a railway engine: He likes to sit in a seat facing the engine.) die Lokomotive

•

- academic.ru/116016/engine-driver">engine-driver

- engineering

* * *

1. (mechanical power source) Maschine f, Motor m; of aircraft Triebwerk nt

diesel/petrol \engine Diesel-/Benzinmotor m

jet \engine Düsen[strahl]triebwerk nt

2. RAIL Lok[omotive] f

* * *

1) Maschine f; (of car, plane etc) Motor m; (of ship) Maschine f

2) (RAIL) Lokomotive f, Lok f

3) (COMPUT: search engine) Suchmaschine f

* * *

engine [ˈendʒın]

A s

1. a) Maschine f, mechanisches Werkzeug

b) auch engine of torture HIST Folterwerkzeug n

2. TECH (Antriebs-, Kraft-, Dampf) Maschine f, (besonders Verbrennungs) Motor m

3. BAHN Lokomotive f

4. TECH Holländer m, Stoffmühle f

B v/t mit einem Motor versehen

eng. abk

1. engine

2. engineer (engineering)

3. engraved

4. engraver

5. engraving

* * *

1) Motor, der; (rocket/jet engine) Triebwerk, das

2) (locomotive) Lok[omotive], die

* * *

Lokomotive f.

Maschine -n f.

Motor -en m.

Triebwerk n.

SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Caprotti graduated as a mechanical engineer at Turin Royal Polytechnic College and spent some years in the motor car industry. After researching the application of poppet valves to railway locomotives, he invented his rotary cam valve gear for poppet valves in 1915. Compared with usual slide and piston valves and valve gears, it offered independent timing of inlet and exhaust valves and a saving in weight. Valve gear to Caprotti's design was first fitted in 1920 to a 2−6−0 locomotive of the Italian State Railways, and was subsequently widely used there and elsewhere. Caprotti valve gear was first applied in Britain in 1926 to a Claughton class 4−6−0 of the London, Midland \& Scottish Railway, resulting in substantial fuel savings compared with a similar locomotive fitted with Walschaert's valve gear and piston valves. Others of the class were then fitted similarly. Caprotti valve gear never came into general use in Britain and its final application was in 1954 to British Railways class 8 4−6−2 no. 71000; this was intended as the prototype of a class of standard locomotives for express trains, but the class was never built, because diesel and electric locomotives took their place. Some components survived scrapping, and a reconstruction of the locomotive is in working order.

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1) завод; фабрика; предприятие

2) установка; агрегат

3) электрическая станция, электростанция, ЭС (см. тж
station)

4) энергоблок

5) цех; отделение; мастерская

6) установка сейсмоприёмника в грунте || устанавливать сейсмоприёмник в грунт

7) растение || сажать( растения)

1) поезд; состав; автопоезд

2) последовательность; ряд; серия

3) цепь; цепочка

4) кинематическая цепь

5) последовательно расположенное оборудование, (производственная) линия

6) агрегат из последовательных элементов (колонн, фильтров)

7) группа ( прокатных клетей или валков)

8) электрон. пачка; пакет; эшелон

9) зубчатая передача; ЗП; система ЗП

10) обучать; инструктировать

11) тренировать ( изделия)