locomotive driver

locomotive driver BAHN Lokführer m, Lokomotivführer m

conductor de locomotora eléctrica, motorista de un tren.

lokomotif makinisti

1) Fahrer, der/Fahrerin, die; (of locomotive) Führer, der/Führerin, die

2) (Computing) Treiber, der

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noun (a person who drives a car etc: a bus-driver.) der Fahrer

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[ˈdraɪvəʳ, AM -ɚ]

1. of car [Auto]fahrer(in) m(f), [Auto]lenker(in) m(f) SCHWEIZ; of lorry [Lastwagen]fahrer(in) m(f); of locomotive Führer(in) m(f); of coach Kutscher(in) m(f)

bus/taxi \driver Bus-/Taxifahrer(in) m(f)

2. (golf club) Driver m

3. MECH Treibriemen m

4. COMPUT Treiber m

5. ( fig: driving force) Antriebskraft f, Verursacher m

6. (trigger) Beweggrund m, Auslöser m

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1) (of car, taxi, lorry, bus) Fahrer(in) m(f); (Brit of locomotive) Führer(in) m(f); (of coach) Kutscher(in) m(f)

2) (of animals) Treiber(in) m(f)

3) (= golf club) Driver m

4) (COMPUT) Treiber m

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driver [ˈdraıvə(r)] s

1. (An)Treiber(in)

2. a) (Auto)Fahrer(in), Kraftfahrer(in), Chauffeur(in)

b)(Kran-, Fahrzeug- etc, Br Lokomotiv)Führer(in)

c) Kutscher(in)

3. (Vieh) Treiber(in)

4. umg Antreiber(in), (Leute)Schinder(in)

5. TECH

a) Treib-, Triebrad n, Ritzel n

b) Mitnehmer m

c) COMPUT Driver m, Treiber m, Signalverstärker m

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1) Fahrer, der/Fahrerin, die; (of locomotive) Führer, der/Führerin, die

2) (Computing) Treiber, der

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Treiber - m. n.

Autofahrer m.

Fahrer - m.

Kutscher - m.

driv·er [ʼdraɪvəʳ, Am -ɚ] n

1) of car [Auto]fahrer(in) m(f); of lorry [Lastwagen]fahrer(in) m(f); of locomotive Führer(in) m(f); of coach Kutscher(in) m(f);

bus/taxi \driver Bus-/Taxifahrer(in) m(f)

2) ( golf club) Driver m

1) связь, система связи; средства связи

2) передача

3) взаимодействие

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- acoustic communications

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

2) (a railway engine: He likes to sit in a seat facing the engine.) máquina, locomotora

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- engine-driver

- engineering

engine n

1. motor

2. locomotora

tr['enʤɪn]

noun

1 motor nombre masculino

2 (of train) máquina, locomotora

\

engine driver maquinista nombre masulino o femenino

engine room sala de máquinas

engine ['ɛnʤən] n

1) motor: motor m

2) locomotive: locomotora f, máquina f

• locomotora s.f.

• motor s.m.

• máquina s.f.

a) ( motor) motor m

b) ( locomotive) locomotora f, máquina f

1. N

1) (=motor) (in car, ship, plane) motor m

2) (Rail) locomotora f, máquina f

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a) ( motor) motor m

b) ( locomotive) locomotora f, máquina f

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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T.W.Worsdell was the son of Nathaniel Worsdell. After varied training, which included some time in the drawing office of the London \& North Western Railway's Crewe Works, he moved to the Pennsylvania Railroad, USA, in 1865 and shortly became Master Mechanic in charge of its locomotive workshops in Altoona. In 1871, however, he accepted an invitation from F.W. Webb to return to Crewe as Works Manager: it was while he was there that Webb produced his first compound locomotive by rebuilding an earlier simple.

In 1881 T.W.Worsdell was appointed Locomotive Superintendent of the Great Eastern Railway. Working with August von Borries, who was Chief Mechanical Engineer of the Hannover Division of the Prussian State Railways, he developed a two-cylinder compound derived from the work of J.T.A. Mallet. Von Borries produced his compound 2–4–0 in 1880, Worsdell followed with a 4–4–0 in 1884; the restricted British loading gauge necessitated substitution of inside cylinders for the outside cylinders used by von Borries, particularly the large low-pressure one. T.W.Worsdell's compounds were on the whole successful and many were built, particularly on the North Eastern Railway, to which he moved as Locomotive Superintendent in 1885. There, in 1888, he started to build, uniquely, two-cylinder compound "single driver" 4–2–2s: one of them was recorded as reaching 86 mph (138 km/h). He also equipped his locomotives with a large side-window cab, which gave enginemen more protection from the elements than was usual in Britain at that time and was no doubt appreciated in the harsh winter climate of northeast England. The idea for the cab probably originated from his American experience. When T.W.Worsdell retired from the North Eastern Railway in 1890 he was succeeded by his younger brother, Wilson Worsdell, who in 1899 introduced the first 4– 6–0s intended for passenger trains in England.

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SUBJECT AREA: Land transport, Railways and locomotives

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At the age of 13, Kirtley was a pupil of George Stephenson on the Stockton \& Darlington Railway. He subsequently became a fireman and then a driver of locomotives: he drove the first locomotive to enter London on the London \& Birmingham Railway. When the Midland Railway was formed in 1844 he was appointed Locomotive Superintendent. Ever since the Act of Parliament for the Liverpool \& Manchester Railway had required that its locomotives consume their own smoke (probably as a reaction to the clouds of black smoke emitted by steamboats at Liverpool), the usual fuel for locomotives had been coke. Early multi-tubular boilers, with their small fireboxes and short tubes, were in any case unsuitable for coal because they did not allow the burning gases sufficient time to combust properly. Many engineers attempted to solve the problem with weird and complex boiler designs. Kirtley and Charles Markham, who was working under him, succeeded by inserting a deflector plate above the firedoor and an arch of firebricks in the front of the firebox: this helped to maintain the high temperatures needed and lengthened the route by which the gases travelled. The brick arch and deflector plate became the usual components of locomotive fireboxes, and expensive coke was replaced as fuel by coal.

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SUBJECT AREA: Land transport, Railways and locomotives

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Mallet's family moved to Normandy while he was still a child. After working as a civil engineer, in 1867 he turned to machinery, particularly to compound steam engines. He designed the first true compound steam locomotives, which were built for the Bayonne- Biarritz Railway in 1876. They were 0–4–2 tank locomotives with one high-pressure and one low-pressure cylinder. A starting valve controlled by the driver admitted high-pressure steam to the low-pressure cylinder while the high-pressure cylinder exhausted to the atmosphere. At that time it was thought impracticable in a narrow-gauge locomotive to have more than three coupled axles in rigid frames. Mallet patented his system of articulation in 1884 and the first locomotives were built to that design in 1888: they were 0–4–4–0 tanks with two sets of frames. The two rear pairs of wheels carried the rear set of frames and were driven by two high-pressure cylinders; the two front pairs, which were driven by the high-pressure cylinders, carried a separate set of frames that was allowed sideplay, with a centre of rotation between the low-pressure cylinders. In contrast to the patent locomotive of Robert Fairlie, no flexible connections were required to carry steam at boiler pressure. The first Mallet articulated locomotives were small, built to 60 cm (23.6 in.) gauge: the first standard-gauge Mallets were built in 1890, for the St Gotthard Railway, and it was only after the type was adopted by American railways in 1904 that large Mallet locomotives were built, with sizes increasing rapidly to culminate in some of the largest steam locomotives ever produced. In the late 1880s Mallet also designed monorail locomotives, which were built for the system developed by C.F.M.-T. Lartigue.

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See also: Bousquet, Gaston du; Vauclain, Samuel Matthews; Webb, Francis William

engine [ˈendʒɪn]

( = motor) moteur m ; [of ship] machine f ; ( = locomotive) locomotive f

• to sit facing the engine être assis dans le sens de la marche

► engine driver noun (British) mécanicien m, - ienne f

► engine failure noun panne f de moteur

► engine room noun [of ship] salle f des machines

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1) (in car, train, aeroplane, boat) moteur m; ( in jet) réacteur m; ( in ship) machines fpl

2) Railways ( locomotive) locomotive f

м. driver;
~ский driver`s;
~ские права driver`s licence sg.

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

2) (locomotive) Lok[omotive], die

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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

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

- engineering

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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

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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

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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

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

2) (locomotive) Lok[omotive], die

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Lokomotive f.

Maschine -n f.

Motor -en m.

Triebwerk n.