Description: RailroadTreasures offers the following item: Southern Pacific Motive Power Annual 1968-1969 Soft Cover 48 pages Southern Pacific 1968-1969 Motive Power Annual Soft Cover 48 pages Copyright 1969 CONTENTS The Era of the Hydros Why Hydros? The Locomotives Operations The Hydro Cycle The Simulater Camera Car Motive Power Changes New Locomotives Two New Models New Units on Roster New Units on Order Disposals Units Vacated and Disposed of: Espees Power of Today Based on the 7-1-68 Roster Switch Engines Built by Alco Built by Baldwin Built by EMD Built by F-M Built by GE Passenger Units Freight Hood Units Hydraulics Cab Freight Units Salute to the One Thousand Beginning in 1961, the Southern Pacific imported twenty-one diesel-hydraulic locomotives from West Germany, besides contracting for three more to be built domestically. By the summer of 1968, all but the home-grown versions were out of service and slated for scrap. Now is the time when we can reasonably ask, what did the Hydraulics prove? The hydraulic transmission in rail service is some seventeen years younger then the electric drive with which we are all familiar. In 1905, Herman Fottinger patented, in Germany, the first hydraulic transmission. He had in mind gearing down shipboard steam turbines to slow-running screw propellers, and achieved a torque converter efficiency of about 85%. At the time, there was literally no interest in applying Fottinger's patents to rail traction, since there was no convenient prime mover available. It took another German -- Rudolf Diesel -- to fill this need. By about 1930, the diesel engine had been developed to the point where it was reliable, lightweight, and efficient. The relatively high thermal efficiency in comparison to steam engines was especially tempting in the depressed Europe of the early 1930's, and diesels came to be used first in lightweight railcars in Austria and Germany. Mechanical transmissions, quite similar to standard automobile designs, were at first used until the load and wear factors rose to a point where some sort of cushioning was necessary. The mechanical engineers at both Voith and Maybach (the latter has a particular niche in engineering history for its Zeppelin engines) unearthed the old Fottinger patents and began developing their own versions of the hydraulic transmission. The first diesel-hydraulic rail units were eighty-horsepower railcars delivered to the Austrian Railways in 1933. Experimentation, base d upon these successful designs, resulted in prototype locomotives in ever-larger sizes until the Second World War interrupted further development. After the war, the German Federal Railways committed itself to a program of diesel-hydraulic drive on all non-electric locomotives and railcars. More than a thousand such locomotives are now in use on the Deutsche Bundesbahn, standardized on three types: 600, 1000, and 2000 hp. The German Federal Railways' experience is not unique. Hydros have been sold in Europe, Asia, and, recently, South America. Some of the reasons for NOT going to electric traction were: shortage of raw materials (especially copper), light trains, and low labor cost. These conditions exist almost everywhere except in the United States, and have become quite important to the domestic hydraulic situation, as we shall see later. As mentioned earlier, the leaders in hydraulic transmission technology were the two German firms of Voith and Maybach. The latter concern, Maybach, has licensed its patents world-wide, under the trade name of Mekydro. As a result, Maybach designs are common even in England -- in medium-power locomotives. Engine technology, too, has been pushed by Maybach. Their designs feature built-up crankcases and higher speeds than comparable American engines. In the United States, internal-combustion prime movers have practically all utilized the basic system of electric traction developed by Frank Sprague in 1888 for the earliest street railways. A number of significant exceptions can be noted, however. One of the very earliest uses of non-steam power with mechanical drive was found in the 150+ McKeen gasoline motor cars built by a subsidiary corporation of the Union Pacific in Omaha from 1905 until about 1920. Innumerable gasoline-mechanical and diesel-mechanical locomotives have been built for light industrial service; the list of builders includes Atlas, Brookville, Davenport, Plymouth, Porter, Vulcan, and Whitcomb, among others. The diesel engine coupled with the hydraulic torque converter transmission has seen extremely limited use in North America. The most successful application of this principle has been in the Budd Rail Diesel Car (RDC), of which 336 have been built for use in the United States and Canada. Locomotives of relatively high power and weight and with the hydraulic transmission are uncommon, to say the least. One of the first experiments in this line was Electro-Motive's DH-1 model, which was introduced in 1951. This little unit had much in common with contemporary. All pictures are of the actual item. There may be reflection from the lights in some photos. We try to take photos of any damage. If this is a railroad item, this material is obsolete and no longer in use by the railroad. Please email with questions. Publishers of Train Shed Cyclopedias and Stephans Railroad Directories. Large inventory of railroad books and magazines. Thank you for buying from us. Shipping charges US Shipments: Ebay will add $1.25 each additional items, there are a few exceptions. Ebay Global shipping charges are shown. These items are shipped to Kentucky and forwarded to you. Ebay collects the shipping and customs / import fees. 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Price: 50 USD
Location: Talbott, Tennessee
End Time: 2024-10-18T15:56:20.000Z
Shipping Cost: 9 USD
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