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[[newspaper clippings pasted to ruled paper]] [[two column text]] [[start column one]] [[bold]]A 110=TON GAS=ELECTRIC BATTERY SWITCH[[/bold]] [[centered]]By F H. Craton, '24[[/centered]] In these days of surprisingly rapid progress in the development of electric railway motive power a man might not be totally incredulous were he to hear of a solar power-electric locomotive for hauling trains across the Arizona desert. The locomotive that has just been built by the General Electric Company for switching service in the Chicago yards of the Chicago and Northwestern Railroad is no such radical departure from all past practice as this however In fact it is only a departure in that it is a combination of two already well known types, the gasoline electric and the storage battery locomotive, possessing the advantages of both The Chicago and Northwestern switcher is a 100-ton locomotive of the steeple cab type with two swivel double trucks. The cab is made up of a central section containing all the control equipment, the compressor the traction motor blowers and the gas engine-generator set. The battery equipment occupies the two sloping end cabs. The battery consists of two groups of sixty FL31 Exide Ironclad cells connected in series and capable of delivering 450 amperes continuously at 250 volts with a capacity of 616 Kw Hr Although the gas engine-generator set is designed to keep the battery charged, receptacles for external charging are provided in case unusual conditions make it necessary The gas engine-generator set consists of a Winton six cylinder 7 1-4 inch bore by 8 inch stroke engine adjusted to deliver 200 Hp. continuously at 1000 RPM. driving a Type DT508 Form A charging generator rated at 510 amperes at 265 volts. The engine is cooled by a fin tube radiator mounted on the roof, forced ventilation being provided by two motor driven fans. Each of the four axles carries a GE287A motor of the longitudinally ventilated type driving through a single reduction gear of 66-16 ratio. These motors give a tractive effort of 20,000 lb. continuously with a one hour rating of 32,000 lb. The length of time these tractive efforts can be exerted is of course dependent on the capacity of the battery The control is of the PCL single unit, two speed, double end type providing a series parallel, and a full parallel free running position. The auxiliary apparatus such as the compressor, air brake equipment, traction motor blowers, etc. are all of the usual type and need no further mention here. The generator is of such a capacity that it can supply the average power required by the locomotive in the switching service in which it will be used. With the help of the battery however the locomotive can exert power equivalent to 4 or 5 times the capacity of the generator for short periods. Therefore the gas engine generator set, by running at about (Continued on page 18) [[end column]] [[start column two]] [[centered]]ALUMNI NEWS[[/centered]] [[line]] [[photograph of Forman H. Craton]] [[caption]]F. H. CRATON, '24[[/caption]] [[handwritten text]] (A flattering portrait of me.) MY FIRST TECHNICAL ARTICLE [[line]] Appeared in Syracuse University Alumni News [[line]] It concerned the Chicago & Northwestern "Battleship." [[line]] [[end column]]
