An Interesting Loco. for India.
Page 17
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Designs are also in Hand for Rail Tractors of 100 h.p. and 250 h.p.
It is, perhaps, not generally realized that the internal-combustion locomotive is gradually being evolved in sizes which will diallenge, at any rate, the small steam locomotive so far as capacity for haulage work is concerned. Hitherto, except in one or two exceptional instances, the design of rail tractors, propelled by petrol or paraffin engines, has been restricted to machines of quite small sizes. Now, however, there comes to hand from Messrs. Ironside, Son and Dyckerhoff, whose London offices are at 40, Mincing Lane, EC., a photograph and particulars of a locomotive of this type of quite imposing proportions, and this machine, we are given to understand, is the forerunner of very much bigger examples.
40 h.p. Horizontal.
The locomotive which is illustrated has just been completed at the company's works in Germany, and has been passed for delivery by the representative of the Indian railway company to whom it has now been dispatched. In so far as the arrangement of the mechanism is concerned, this machine corresponds in large measure to the smaller examples, to the details of which we have given publicity in earlier issues of this journal. The horizontal paraffin engine develops 40 b. bp. at 290 r.p.m., its bore being 272 mm. and its stroke 380 mm. It drives through compound spurgear reduction to the hind axle. The final drive is by spur-gear, and net by chains as in many of the smaller models.
Low Axle-weight.
Although this is a six-coupled locomotive, it will be noticed from the photograph that for normal driving only the two back axles are coupled. Provision, however, is made for the mounting of additional coupling rods to the leading axle. On certain portions of the railway to which this locomotive is to be delivered, the rails are of only 19 lb. to the yard section, and therefore it has been deemed advisable to reduce the maximum axle-weight as far as possible by means of the provision of an additional pair of wheels.
Can Haul 100 Tons.
The speeds provided are for 4, 64, 10 and 15it m.p.h., and of course these are operative in either direction, ae is necessary with all road vehicles. The ascertained drawbar pulls at these speeds, respectively, are : 2680, 1890, 1100 and 660 lb. The net weight of the locomotive in working order is 12 tons. This means that on top speed, on the level, the engine can comfortably pull a train weighing something like 100 tons.
Compressed-air Starter.
In order to accommodate this rnachide for working in a tropical climate, special arrangements with regard to water circulation, of course, have had to be provided. Another interesting feature is the provision of an air compressor for mechanical starting of the engine. This is important in a country like India, where, in all probability, the man who will be told off to drive the machine will be of comparatively small physique.
Larger Machines Being Planned.
We were interested to hear from Messrs. Ironside, Son and Dyekerhoff that the works are exceptionally busy with locomotives of all types, one of the most interesting being a new 100 h.p. locomotive driven by a kerosene engine. Plana are also in hand, it is interesting to note, for a machine with a. 250 b.h.p. engine.
Future Development.
Light railways and tramways are of great importance in. connection with pioneer work in undeveloped districts. In many such places, steam engines are difficult and expensive to operate on account of the scarcity of water. There is also frequent hindrance in connection with the operation of electricallypropelled plant. The self-contained internal-combustion-engined locomotive is winning golden opinions from engineers who know the shortcomings of the other systems.