high-speed locomotive

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, 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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Chapelon's technical education at the Ecole Centrale des Arts et Manufactures, Paris, was interrupted by extended military service during the First World War. From experience of observing artillery from the basket of a captive balloon, he developed a method of artillery fire control which was more accurate than that in use and which was adopted by the French army.

In 1925 he joined the motive-power and rolling-stock department of the Paris-Orléans Railway under Chief Mechanical Engineer Maurice Lacoin and was given the task of improving the performance of its main-line 4–6–2 locomotives, most of them compounds. He had already made an intensive study of steam locomotive design and in 1926 introduced his Kylchap exhaust system, based in part on the earlier work of the Finnish engineer Kyläla. Chapelon improved the entrainment of the hot gases in the smokebox by the exhaust steam and so minimized back pressure in the cylinders, increasing the power of a locomotive substantially. He also greatly increased the cross-sectional area of steam passages, used poppet valves instead of piston valves and increased superheating of steam. PO (Paris-Orléans) 4–6–2s rebuilt on these principles from 1929 onwards proved able to haul 800-ton trains, in place of the previous 500-ton trains, and to do so to accelerated schedules with reduced coal consumption. Commencing in 1932, some were converted, at the time of rebuilding, into 4–8–0s to increase adhesive weight for hauling heavy trains over the steeply graded Paris-Toulouse line.

Chapelon's principles were quickly adopted on other French railways and elsewhere.

H.N. Gresley was particularly influenced by them. After formation of the French National Railways (SNCF) in 1938, Chapelon produced in 1941 a prototype rebuilt PO 2–10–0 freight locomotive as a six-cylinder compound, with four low-pressure cylinders to maximize expansive use of steam and with all cylinders steam-jacketed to minimize heat loss by condensation and radiation. War conditions delayed extended testing until 1948–52. Meanwhile Chapelon had, by rebuilding, produced in 1946 a high-powered, three-cylinder, compound 4–8–4 intended as a stage in development of a proposed range of powerful and thermally efficient steam locomotives for the postwar SNCF: a high-speed 4–6–4 in this range was to run at sustained speeds of 125 mph (200 km/h). However, plans for improved steam locomotives were then overtaken in France by electriflcation and dieselization, though the performance of the 4–8–4, which produced 4,000 hp (3,000 kW) at the drawbar for the first time in Europe, prompted modification of electric locomotives, already on order, to increase their power.

Chapelon retired from the SNCF in 1953, but continued to act as a consultant. His principles were incorporated into steam locomotives built in France for export to South America, and even after the energy crisis of 1973 he was consulted on projects to build improved, high-powered steam locomotives for countries with reserves of cheap coal. The eventual fall in oil prices brought these to an end.

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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) двигатель

1) двигатель, мотор

2) машина; механизм

3) локомотив

4) орудие, средство

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- air-breathing jet engine

- air-cell diesel engine

- altitude engine

- arc-heating jet engine

- atmospheric jet engine

- augmented engine

- axial engine

- back-pressure steam engine

- balancer-shaft engine

- beam engine

- boat engine

- boost rocket engine

- boost rocket engine

- carburetor engine

- compound engine

- compound steam engine

- compression-ignition engine

- crank engine

- cross-head diesel engine

- crosshead engine

- crude oil engine

- cruise engine

- diaphragm engine

- diesel locomotive engine

- double-acting diesel engine

- double-acting engine

- dual-fuel diesel engine

- energy engine

- explosion engine

- external combustion engine

- four-cycle diesel engine

- four-stroke engine

- free-piston engine

- fuel-injection engine

- fuel-pump engine

- gas turbine jet engine

- geared engine

- heavy-oil engine

- high-speed engine

- hoist engine

- hot-bulb engine

- hybrid rocket engine

- hydraulic engine

- hydrojet engine

- industrial engine

- in-line diesel engine

- ion rocket jet engine

- launching rocket engine

- left-hand engine

- liquid-cooled engine

- liquid-fuel rocket engine

- liquid-propellant jet engine

- liquid-propellant rocket engine

- loop-scavenged engine

- low-compression engine

- low-speed engine

- low-thrust rocket engine

- main propulsion engine

- marine diesel engine

- micro engine

- monopropellant rocket engine

- multibank engine

- multicrank engine

- multinozzle engine

- multipropellant engine

- multirow engine

- non-reversible engine

- nuclear engine

- open-chamber diesel engine

- plate-measuring engine

- pod-type engine

- prime engine

- production engine

- prototype engine

- right-hand engine

- rocket engine

- rotary-piston engine

- self-ignition engine

- semidiesel engine

- short-stroke engine

- single-acting diesel engine

- single-acting engine

- solid-propellant rocket engine

- spark-ignition engine

- spontaneous ignition engine

- stand-by engine

- supercharged diesel engine

- supercompression engine

- sustainer engine

- sustainer rocket engine

- swirl-chamber diesel engine

- tandem team engine

- traction engine

- trunk-piston diesel engine

- turbo-ramjet engine

- turborocket engine

- twin cam engine

- twin ramjet engine

- twin-cam engine

- two-cycle engine

- two-stroke diesel engine

- two-stroke engine

- uncooled engine

- unsupercharged engine

- vane-type steering engine

- vectored-thrust engine

- crisscross tyres

- cushion tyre

- cycle tyre

- damaged tyre

- deflated tyre

- depressed crown tyre

- double-bead tyre

- double-tube tyre

- doughnut tyre

- duo-tread tyre

- duplex tyre

- earth mover tyre

- elastic tyre

- extra-low pressure tyre

- fabric tyre

- farm tractor tyre

- flanged tyre

- flat tyre

- flat-built tyre

- flat-proof tyre

- giant tyre

- green tyre

- ground grip tyre

- hang-fire tyre

- headless tyre tyre

- heavy-duty tyre

- high-capacity tyre

- high-mileage tire

- high-pressure tyre

- high-speed tyre

- inflate a tyre

- inflated tyre

- inner tyre

- inside tyre

- interchangeable tyre

- large cross-section tyre

- left-side worn-out tyre

- lined tire

- locomotive tyre

- lorry tyre

- loose tyre

- low-loading tyres

- low-pressure tyre

- low-profile tyre

- marsh buggy tyre

- metal-cord tyre

- metallic tyre

- mongrel tyre

- motor tyre

- motorcycle tyre

- mount a tyre

- mud-and-snow tyre

- mud-snow tyre

- multiple cord tyre

- new-treated tyre

- non-skid tyre

- off-highway tyre

- off-the-road tyre

- one-ply tyre

- outer tyre

- outside tyre

- overinflated tyre

- oversize tyre

- passenger tyre

- patch a tyre

- pebble-tread tyre

- plane tyre

- pneumatic tyre

- press-on-type tyre

- puncture-proof tyre

- puncture-proof tyre

- puncture-sealing tyre

- punctured tyre

- racing tyre

- radial tyre

- radial-ply tyre

- raised-tread tyre

- recap a tyre

- reinforced tyre

- renewed tyre

- renovated tyre

- resilient tyre

- retread a tyre

- ribbed cord tyre

- rock tyre

- rotate tyres

- rubber tyre

- safety tyre

- scrap tyres

- scribing tyre

- scuffed tyre

- segment tyre

- self-sealing tyre

- shot-proof tyre

- silent tyre

- single tyre

- single-bead tyre

- six-ply tyre

- skidding tyre

- slash a tyre

- smooth-tread tyre

- snow tyre

- soft tyre

- solid tyre

- solid rubber tyre

- sound tyre

- spare tyre

- spiked tyre

- steel-cord tyre

- steel-studded tyre

- stop-start tyre

- straight-side tyre

- studded tyre

- traction-type tyre

- tractor tyre

- trailer car tyre

- trailer car spare tyre

- trouble-proof tyre

- truck tyre

- TT tyre

- twin tyre

- twin-bead tyre

- ultra-low profile tyre

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)

1) реле || ставить реле

2) снабжать релейной защитой; ставить релейную защиту

3) радиорелейная линия

4) трансляция; передача ( сигнала) || транслировать; передавать ( сигнал)

5) ретрансляция; переприём || ретранслировать

6) тлв ретранслятор

1) шина

2) покрышка || надевать покрышку

3) ж.-д. бандаж