railway+vehicles

SUBJECT AREA: Land transport, Railways and locomotives

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Ill health forced Adams to live abroad when he was a young man and when he returned to England in the early 1830s he became a partner in his father's firm of coachbuilders. Coaches during that period were steered by a centrally pivoted front axle, which meant that the front wheels had to swing beneath the body and were therefore made smaller than the rear wheels. Adams considered this design defective and invented equirotal coaches, built by his firm, in which the front and rear wheels were of equal diameter and the coach body was articulated midway along its length so that the front part pivoted. He also applied himself to improving vehicles for railways, which were developing rapidly then.

In 1843 he opened his own engineering works, Fairfield Works in north London (he was not related to his contemporary William Adams, who was appointed Locomotive Superintendent to the North London Railway in 1854). In 1847 he and James Samuel, Engineer to the Eastern Counties Railway, built for that line a small steam inspection car, the Express, which was light enough to be lifted off the track. The following year Adams built a broad-gauge steam railcar, the Fairfield, for the Bristol \& Exeter Railway at the insistance of the line's Engineer, C.H.Gregory: self-propelled and passenger-carrying, this was the first railcar. Adams developed the concept further into a light locomotive that could haul two or three separate carriages, and light locomotives built both by his own firm and by other noted builders came into vogue for a decade or more.

In 1847 Adams also built eight-wheeled coaches for the Eastern Counties Railway that were larger and more spacious than most others of the day: each in effect comprised two four-wheeled coaches articulated together, with wheels that were allowed limited side-play. He also realized the necessity for improvements to railway track, the weakest point of which was the joints between the rails, whose adjoining ends were normally held in common chairs. Adams invented the fishplated joint, first used by the Eastern Counties Railway in 1849 and subsequently used almost universally.

Adams was a prolific inventor. Most important of his later inventions was the radial axle, which was first applied to the leading and trailing wheels of a 2–4–2 tank engine, the White Raven, built in 1863; Adams's radial axle was the forerunner of all later radial axles. However, the sprung tyres with which White Raven was also fitted (an elastic steel hoop was interposed between wheel centre and tyre) were not perpetuated. His inventiveness was not restricted to engineering: in matters of dress, his adoption, perhaps invention, of the turn-down collar at a time when men conventionally wore standup collars had lasting effect.

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SUBJECT AREA: Land transport, Railways and locomotives

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Behr trained as an engineer in Britain and had several railway engineering appointments before becoming associated with C.F.M.-T. Lartigue in promoting the Lartigue monorail system in the British Isles. In Lartigue's system, a single rail was supported on trestles; vehicles ran on the rail, their bodies suspended pannier-fashion, stabilized by horizontal rollers running against light guide rails fixed to the sides of the trestles. Behr became Managing Director of the Listowel \& Ballybunion Railway Company, which in 1888 opened its Lartigue system line between those two places in the south-west of Ireland. Three locomotives designed by J.T.A. Mallet were built for the line by Hunslet Engine Company, each with two horizontal boilers, one either side of the track. Coaches and wagons likewise were in two parts. Technically the railway was successful, but lack of traffic caused the company to go bankrupt in 1897: the railway continued to operate until 1924.

Meanwhile Behr had been thinking in terms far more ambitious than a country branch line. Railway speeds of 150mph (240km/h) or more then lay far in the future: engineers were uncertain whether normal railway vehicles would even be stable at such speeds. Behr was convinced that a high-speed electric vehicle on a substantial Lartigue monorail track would be stable. In 1897 he demonstrated such a vehicle on a 3mile (4.8km) test track at the Brussels International Exhibition. By keeping the weight of the motors low, he was able to place the seats above rail level. Although the generating station provided by the Exhibition authorities never operated at full power, speeds over 75mph (120 km/h) were achieved.

Behr then promoted the Manchester-Liverpool Express Railway, on which monorail trains of this type running at speeds up to 110mph (177km/h) were to link the two cities in twenty minutes. Despite strong opposition from established railway companies, an Act of Parliament authorizing it was made in 1901. The Act also contained provision for the Board of Trade to require experiments to prove the system's safety. In practice this meant that seven miles of line, and a complete generating station to enable trains to travel at full speed, must be built before it was known whether the Board would give its approval for the railway or not. Such a condition was too severe for the scheme to attract investors and it remained stillborn.

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See also: Brennan, Louis

1) General subject: railway service

2) Military: rail, railroad transport

3) Engineering: rail mode, rail transportation

4) Economy: rail transport, railroad transportation, railway transportation

5) Sociology: rail traffic, rail-borne traffic, railroad traffic, railway traffic

6) Transport: railway transport

7) EBRD: railway sector

8) Makarov: railway vehicles

1) Railway term: rolling stock, equipment, railway equipment

2) Economy: railway vehicles

3) Logistics: railway rolling stock

1) General subject: stock (напр., ж.д.), rolling stock

2) Engineering: haul rig (лесовозный), hauling rig (лесовозный)

3) Railway term: equipment, railway equipment, RS (Rolling Stock)

4) Economy: hauling stock, rolling-stock

5) Mining: carriage rolling stock

6) Forestry: carrying equipment

7) Logistics: movable equipment of the railway system, rail tonnage, railway vehicles

SUBJECT AREA: Railways and locomotives

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Early American railways used link-and-pin couplings, with consequent danger to life and limb of those who had to go between vehicles to couple and uncouple them. Many inventors tried to produce a coupling that would couple automatically and could be uncoupled from the trackside, and Janney was eventually successful in achieving this. He invented his device, which worked like the hooked fingers of two hands, in 1868, and after improvement it was adopted by the Pennsylvania Railroad in 1874. Janney formed the Janney Car Coupling Company, but it was not until 1888 that the Master Car Builders' Association made the Janney coupling standard on American railways. Automatic couplings were made compulsory in the USA by the Railroad Safety Appliance Act of 1893.

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equipment

railway vehicles

rolling stock

rolling stocks

SUBJECT AREA: Electricity, Land transport, Railways and locomotives

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Laithwaite's education at Kirkham Grammar School and Regent Street Polytechnic, London, was followed by service in the Royal Air Force. After entering Manchester University in 1946 and graduating in 1949, he joined the university staff and became Secretary to the Inaugural Conference of the Ferranti Mark I computer. In 1964 he moved to Imperial College of Science and Technology, London, and became Professor of Heavy Electrical Engineering. From 1967 to 1976 he also held the post of External Professor of Applied Electricity at the Royal Institution. Research into the use of linear induction motors as shuttle drives in weaving looms was followed by investigations into their application to conveyors in industrial processes and as high-speed propulsion units for railway vehicles. With considerable involvement in a tracked hovercraft project in the 1960s and 1970s, he proposed the concept of transverse flux and the magnetic river high-speed linear induction machine. Linear motors and electromagnetic levitation have been applied to high-speed propulsion in the United States, France and Japan.

Laithwaite has written five books and over one hundred papers on the subjects of linear motors and electromagnetic levitation. Two series of Christmas lectures were presented by him at the Royal Institution.

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SUBJECT AREA: Land transport, Railways and locomotives

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Lartigue worked as a civil engineer in Algeria and while there invented a simple monorail for industrial or agricultural use. It comprised a single rail carried on trestles; vehicles comprised a single wheel with two tubs suspended either side, like panniers. These were pushed or pulled by hand or, occasionally, hauled by mule. Such lines were used in Algerian esparto-grass plantations.

In 1882 he patented a monorail system based on this arrangement, with important improvements: traction was to be mechanical; vehicles were to have two or four wheels and to be able to be coupled together; and the trestles were to have, on each side, a light guide rail upon which horizontal rollers beneath the vehicles would bear. Early in 1883 the Lartigue Railway Construction Company was formed in London and two experimental prototype monorails were subsequently demonstrated in public. One, at the Paris Agricultural Exhibition, had an electric locomotive that was built in two parts, one either side of the rail to maintain balance, hauling small wagons. The other prototype, in London, had a small, steam locomotive with two vertical boilers and was designed by Anatole Mallet. By now Lartigue had become associated with F.B. Behr. Behr was Managing Director of the construction company and of the Listowel \& Ballybunion Railway Company, which obtained an Act of Parliament in 1886 to built a Lartigue monorail railway in the South West of Ireland between those two places. Its further development and successful operation are described in the article on Behr in this volume.

A much less successful attempt to establish a Lartigue monorail railway took place in France, in the départment of Loire. In 1888 the council of the département agreed to a proposal put forward by Lartigue for a 10 1/2 mile (17 km) long monorail between the towns of Feurs and Panissières: the agreement was reached on the casting vote of the Chairman, a contact of Lartigue. A concession was granted to successive companies with which Lartigue was closely involved, but construction of the line was attended by muddle, delay and perhaps fraud, although it was completed sufficiently for trial trains to operate. The locomotive had two horizontal boilers, one either side of the track. But the inspectors of the department found deficiencies in the completeness and probable safety of the railway; when they did eventually agree to opening on a limited scale, the company claimed to have insufficient funds to do so unless monies owed by the department were paid. In the end the concession was forfeited and the line dismantled. More successful was an electrically operated Lartigue mineral line built at mines in the eastern Pyrenees.

It appears to have reused equipment from the electric demonstration line, with modifications, and included gradients as steep as 1 in 12. There was no generating station: descending trains generated the electricity to power ascending ones. This line is said to have operated for at least two years.

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See also: Brennan, Louis; Palmer, Henry Robinson

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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[Swahili Word] gari

[Swahili Plural] magari

[English Word] car

[English Plural] cars

[Part of Speech] noun

[Class] 5/6

[Derived Language] Hindi

[Swahili Example] tulisafiri kwa gari kutoka Moshi mpaka Nairobi

[English Example] we travelled by car from Moshi to Nairobi

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[Swahili Word] gari

[Swahili Plural] magari

[English Word] vehicle

[English Plural] vehicles

[Part of Speech] noun

[Class] 5/6

[Derived Language] Hindi

[Related Words] kijigari

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[Swahili Word] gari la abiria

[Swahili Plural] magari ya abiria

[English Word] passenger vehicle

[English Plural] passenger vehicles

[Part of Speech] noun

[Class] 5/6

[Related Words] abiria

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[Swahili Word] -endesha gari

[English Word] drive a car

[Part of Speech] verb

[Related Words] endesha

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[Swahili Word] -enda kwa gari

[English Word] travel by car

[Part of Speech] verb

[Related Words] enda

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[Swahili Word] gari

[Swahili Plural] magari

[English Word] cart

[English Plural] carts

[Part of Speech] noun

[Class] 5/6

[Derived Language] Hindi

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[Swahili Word] gari

[Swahili Plural] magari

[English Word] wagon

[English Plural] wagons

[Part of Speech] noun

[Class] 5/6

[Derived Language] Hindi

[Derived Word] Ind.

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[Swahili Word] gari la farasi

[Swahili Plural] magari ya farasi

[English Word] horse-drawn wagon

[English Plural] horse-drawn wagons

[Part of Speech] noun

[Class] 5/6

[Related Words] farasi

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[Swahili Word] gari la moshi

[Swahili Plural] magari ya moshi

[English Word] train

[English Plural] trains

[Part of Speech] noun

[Class] 5/6

[Related Words] moshi

[Terminology] railway

[Note] contemporary usage in Mombasa

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[Swahili Word] gari la moshi

[Swahili Plural] magari ya moshi

[English Word] locomotive

[English Plural] locomotives

[Part of Speech] noun

[Class] 5/6

[Related Words] moshi

[Terminology] railway

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[Swahili Word] gari la abiria

[Swahili Plural] magari ya abiria

[English Word] passenger car

[English Plural] passenger car

[Part of Speech] noun

[Class] 5/6

[Related Words] abiria

[Terminology] railway

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[Swahili Word] gari la mizigo

[Swahili Plural] magari ya mizigo

[English Word] freight car

[English Plural] freight cars

[Part of Speech] noun

[Class] 5/6

[Related Words] mizigo

[Terminology] railway

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[Swahili Word] chumba cha gari

[Swahili Plural] vyumba vya gari

[English Word] compartment (of a railroad carriage)

[English Plural] compartments

[Part of Speech] noun

[Class] 7/8

[Related Words] chumba

[Terminology] railway

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[Swahili Word] -enda kwa gari

[English Word] travel by train

[Part of Speech] verb

[Related Words] enda

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[Swahili Word] gari la mtoto

[Swahili Plural] magari ya watoto

[English Word] baby carriage

[English Plural] baby carriages

[Part of Speech] noun

[Class] 5/6

[Related Words] mtoto

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[Swahili Word] gari la mtoto

[Swahili Plural] magari ya watoto

[English Word] perambulator

[English Plural] perambulators

[Part of Speech] noun

[Class] 5/6

[Related Words] mtoto

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[Swahili Word] gari la maji

[Swahili Plural] magari ya maji

[English Word] watering machine

[English Plural] watering machines

[Part of Speech] noun

[Class] 5/6

[Related Words] maji

[Terminology] agriculture

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[Swahili Word] gari la kulimia

[Swahili Plural] magari ya kulimia

[English Word] tractor

[English Plural] tractors

[Part of Speech] noun

[Class] 5/6

[Dialect] archaic

[Related Words] lima

[Terminology] agriculture

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[Swahili Word] gari la miguu

[Swahili Plural] magari ya miguu

[English Word] bicycle

[English Plural] bicycles

[Part of Speech] noun

[Class] 5/6

[Dialect] archaic

[Related Words] mguu

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SUBJECT AREA: Electricity, Land transport, Public utilities, Railways and locomotives

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George Westinghouse's father was an ingenious manufacturer of agricultural implements; the son, after a spell in the Union Army during the Civil War, and subsequently in the Navy as an engineer, went to work for his father. He invented a rotary steam engine, which proved impracticable; a rerailing device for railway rolling stock in 1865; and a cast-steel frog for railway points, with longer life than the cast-iron frogs then used, in 1868–9. During the same period Westinghouse, like many other inventors, was considering how best to meet the evident need for a continuous brake for trains, i.e. one by which the driver could apply the brakes on all vehicles in a train simultaneously instead of relying on brakesmen on individual vehicles. By chance he encountered a magazine article about the construction of the Mont Cenis Tunnel, with a description of the pneumatic tools invented for it, and from this it occurred to him that compressed air might be used to operate the brakes along a train.

The first prototype was ready in 1869 and the Westinghouse Air Brake Company was set up to manufacture it. However, despite impressive demonstration of the brake's powers when it saved the test train from otherwise certain collision with a horse-drawn dray on a level crossing, railways were at first slow to adopt it. Then in 1872 Westinghouse added to it the triple valve, which enabled the train pipe to charge reservoirs beneath each vehicle, from which the compressed air would apply the brakes when pressure in the train pipe was reduced. This meant that the brake was now automatic: if a train became divided, the brakes on both parts would be applied. From then on, more and more American railways adopted the Westinghouse brake and the Railroad Safety Appliance Act of 1893 made air brakes compulsory in the USA. Air brakes were also adopted in most other parts of the world, although only a minority of British railway companies took them up, the remainder, with insular reluctance, preferring the less effective vacuum brake.

From 1880 Westinghouse was purchasing patents relating to means of interlocking railway signals and points; he combined them with his own inventions to produce a complete signalling system. The first really practical power signalling scheme, installed in the USA by Westinghouse in 1884, was operated pneumatically, but the development of railway signalling required an awareness of the powers of electricity, and it was probably this that first led Westinghouse to become interested in electrical processes and inventions. The Westinghouse Electric Company was formed in 1886: it pioneered the use of electricity distribution systems using high-voltage single-phase alternating current, which it developed from European practice. Initially this was violently opposed by established operators of direct-current distribution systems, but eventually the use of alternating current became widespread.

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1) General subject: conveyances, transportation, means of transport ( PWC) (таможенный кодекс), transport facilities (E&Y)

2) Military: lift, means of carriage, transportation assets, transportation resources

3) Engineering: transport

4) Construction: mean of conveyance, mean of transportation, means of transport, mobile machinery

5) Railway term: handling device, means of conveyance

6) Law: vehicles that are rated to transport

7) Economy: carrier equipment, shipping facilities, transport equipment, transport facilities, transport vehicles, transportation equipment

8) Accounting: equipment

9) Mining: hauling units

10) Metallurgy: conveying appliance

11) Oil: delivery facilities (для нефтепродуктов), transportation facilities

12) Business: means of transportation, transport means

13) EBRD: vehicles

14) Automation: conveyance, conveyance technologies

15) Makarov: handling technique, mobility means

16) Logistics: carrying equipment, media of transportation, transport media

17) Cement: handling equipment, handling facilities, handling machinery, hauling equipment