Prince Rupert, February 1958. As brief reminder in case you have just joined the blog, as a young man living in Prince Rupert (1957-1959) I had written a number of letters to the various locomotive manufacturers, requesting information and photographs of their products.
So far I’d received some great materials from Fairbanks-Morse, Baldwin-Lima-Hamilton, The Budd Company of Philadelphia and English Electric.
Another large envelope arrived via Canada Post, addressed to R. McDonald, Esq., of Prince Rupert. The title of courtesy - Esquire - was a nice touch for a 15-year-old kid!
Among the goodies English Electric had sent along was a 14-page publication “Diesel-Electric Traction Series No. 103 –Britain’s First Main-Line Diesel Electric Locomotives.”
The cover shot illustrates the double-bogie end cab type, each bogie having three motored axles. Locomotive 10000 was designed an built by the English Electric Company, and erected on mechanical parts designed by Mr. H.G. Ivatt – formerly Chief Mechanical Engineer, London Midland Region – and built at Derby Locomotive Works. Locomotive No. 10000 was completed in December 1947, and the second locomotive No. 10001, in July 1948.
No. 10000 featured a pressure charged V-16 rated at 1,600 brake horsepower at 750 r.p.m. The C-C (Co-Co) wheel arrangement:
So far I’d received some great materials from Fairbanks-Morse, Baldwin-Lima-Hamilton, The Budd Company of Philadelphia and English Electric.
Another large envelope arrived via Canada Post, addressed to R. McDonald, Esq., of Prince Rupert. The title of courtesy - Esquire - was a nice touch for a 15-year-old kid!
Among the goodies English Electric had sent along was a 14-page publication “Diesel-Electric Traction Series No. 103 –Britain’s First Main-Line Diesel Electric Locomotives.”
The cover shot illustrates the double-bogie end cab type, each bogie having three motored axles. Locomotive 10000 was designed an built by the English Electric Company, and erected on mechanical parts designed by Mr. H.G. Ivatt – formerly Chief Mechanical Engineer, London Midland Region – and built at Derby Locomotive Works. Locomotive No. 10000 was completed in December 1947, and the second locomotive No. 10001, in July 1948.
No. 10000 featured a pressure charged V-16 rated at 1,600 brake horsepower at 750 r.p.m. The C-C (Co-Co) wheel arrangement:- Length over buffers: 61’2”
- Overall width: 9’3”
- Overall height from rail: 12’11½”
- Total wheelbase: 51’2”
- Bogie wheelbase: 15’8”
- Wheel diameter: 42”
- Loaded weight: 127 tonnes
- Gear ratio: 55/18
- Maximum starting tractive effort 41,400 lbs
A Clarkson oil-fired train-heating boiler provides steam heat for passenger carriages.
The cab mounted master controllers incorporate a main control handle, reverser, and master switch. It has eight notches corresponding to engine speeds of 450, 620 and 750 r.p.m. The V-16 diesel engine has a 10” bore 12” stroke, with a piston speed of 1,500 feet per minute at full load.
Fuel consumption at full, 75 and 50 percent load are 0-40, 0-389, and 0-402 lb per b.h.p hour respectively, base on a minimum calorific fuel value of 19,350 B.Th.U. per pound.
The engine is started by motoring the main generator from a 60-cell 236 ampere-hour D.P. Kathanode battery, until the engine fires.
To catch up with the other goodies I had received, see:
+ Reader Service Request
+ Reader Service Request – Part II
+ Reader Service Request – Part III
+ Reader Service Request – Part IV
+ Reader Service Request – Part V
- Overall width: 9’3”
- Overall height from rail: 12’11½”
- Total wheelbase: 51’2”
- Bogie wheelbase: 15’8”
- Wheel diameter: 42”
- Loaded weight: 127 tonnes
- Gear ratio: 55/18
- Maximum starting tractive effort 41,400 lbs
A Clarkson oil-fired train-heating boiler provides steam heat for passenger carriages.
The cab mounted master controllers incorporate a main control handle, reverser, and master switch. It has eight notches corresponding to engine speeds of 450, 620 and 750 r.p.m. The V-16 diesel engine has a 10” bore 12” stroke, with a piston speed of 1,500 feet per minute at full load.Fuel consumption at full, 75 and 50 percent load are 0-40, 0-389, and 0-402 lb per b.h.p hour respectively, base on a minimum calorific fuel value of 19,350 B.Th.U. per pound.
The engine is started by motoring the main generator from a 60-cell 236 ampere-hour D.P. Kathanode battery, until the engine fires.
To catch up with the other goodies I had received, see:
+ Reader Service Request
+ Reader Service Request – Part II
+ Reader Service Request – Part III
+ Reader Service Request – Part IV
+ Reader Service Request – Part V
0 Comments - Click here:
Post a Comment
"Comment" is for sharing information related to this article. "Anonymous" comments are not published.