Viewing page 26 of 80

This transcription has been completed. Contact us with corrections.

[[3 columns]]
[[column 1]]
purchased later for another plant, the standard 44-ton railroad-type switcher which uses the same diesel engines but four double-reduction traction motors. By doing this, he was able to secure a locomotive sooner and at a somewhat lower price, at the same time he received essentially the same heavy-duty, ultraconservative type of unit. This choice of high- or low-speed equipment depends upon various factors, such as the nature of the service, the number of hours per year the locomotive will be used, the type of maintenance organization the operator has, and the number of locomotive he operates. Generally speaking, however, the vast majority of applications can be taken care of successfully by one of the six standard locomotives which are illustrated in Figures 1 to 6.

[[bold]] ADVANTAGES CLAIMED BY OPERATORS [[/bold]]

Steel-mill operators have demonstrated by repeat orders, as well as by statements of their experience, that they find diesel-electrics a highly attractive investment in accelerated production, as well as reduced manpower to operate and maintain. Charles E. Wickwire, president of Wickwire Bors., Inc., says, "In December 1941 we obtained a 25-ton diesel-electric locomotive for general yard duty to replace an old 70-ton steamer.

"It has turned out to be one of the best investments in plant equipment that we have ever made and a large part of the purchase price of the locomotive was saved in the first 18 months of operation. This saving was made principally in fuel costs, track maintenance, repairs, and crew expense. Previously we had used a 50-ton and a 70-ton steam locomotive. Now we do the entire job with the 25-ton diesel-electric locomotive which operates 24 hours a day. It handles general switching during the day and switches the open hearth night and day. We kept the 50- [[/column 1]]

[[column 2]]
[[image: sepia photograph of 2 motors]]
[[italics]] [[bold]] Fig. 7. Driving unit for a diesel-electric--engine to generator to traction motor--a smooth, flexible transmission of power that inherently adjusts itself to meet load conditions. [[/bold]] [[/italics]]
[[arrow symbol pointed to photograph described above]]
ton steamer for stand-by, and have used it only six days in 18 months."*

One large operator bought a 50-ton, 2-axle locomotive in 1938, and has been getting additional units periodically ever since, until today he has a fleet of over 30 small diesel-electrics at his various steel plants. As his old steam locomotives wear out, he buys new diesel-electrics, and indicates the intention of becoming 100-per-cent

[[bold]] [[italics]] *"A Diesel-Electric Is a Good Investment?" by Charles C. Wickmire, Diesel Progress, Feb., 1944. [[/bold]] [[/italics]] [[/column 2]]
[[arrow symbol pointing to the photograph to the left of it, described below]]
[[image: sepia photograph of an engine and 2 cars attached, with a man in work clothes standing on the front platform of the engine]]

[[bold]] [[italics]] Fig. 9. This "tailor-made," 50-ton, 4-axle switcher has low-speed equipment--two 190-hp, 1000-rpm engines and a single-reduction gear traction motor on each axle. [[/bold]] [[/italics]]

[[column 3]]
diesel-electric operator eventually. When this time arrives, he will realize large additional savings by the complete elimination of his steam facilities, such as coal, ash handling, and watering equipment.

At one plant, which uses 80-ton diesel-electrics, the Master Mechanic and the Superintendent of Motive Power say, "These diesel-electrics are on the job 24 hours a day. Aside from regular inspections and general maintenance, they have not required any time out for service. The diesel-electric is the best motive power for the work we do. In the two years that we have had No. 310, it has saved us approximately 50 per cent of its cost by providing more switching per unit for less fuel, labor, and money."

The need for new motive power in industry is acute, because the demands of continuous war production are draining away what life remains in many old locomotives. Under such conditions, the War Production Board has authorized the procurement of new equipment. At the moment, this replacement program is small, perhaps to the point of inadequacy. When victory comes and restriction on production is lifted, the diesel-electric locomotive will resume its full stride in converting industrial rail transportation to modern efficiency.

[[image:  sepia photograph of a man in a hat (shown from behind) sitting in front of an engine control panel, looking out the front door of the cab.]]
[[arrow symbol pointing up to the photograph above]]
[[bold]] [[italics]] Fig. 8. Operator's position on a 50-ton, 2-axle diesel-electric--note the compact, accessible grouping of controls. [[/bold]] [[/italics]] [[/column 3]]