Misplaced Pages

#251748

42-525: Since 1932, Fairbanks-Morse had specialized in the manufacture of opposed piston diesel engines for United States Naval vessels. Not long after, the company produced a 300 hp (220 kW) 5 by 6 inches (127 mm × 152 mm) engine that saw limited use in railcar applications on the B&;O , Milwaukee Road , and a few other lines. Additionally, two of the 5 × 6s were placed in an experimental center cab switcher locomotive under development by

84-433: A B-B wheel arrangement, while a B-A1A wheel arrangement (three-axle rear truck with a center idler axle) was used on passenger units where the weight of the steam generator and feedwater tanks would cause the axle load to exceed 66,000 lb. The C-Line was intended to consist of seven models, with A and B (cab and cabless) versions of each: Four-axle freight units with 1600, 2000 or 2400 horsepower, four-axle passenger with

126-441: A conventional design of one piston per cylinder, the advantages of the opposed-piston engine have been recognized as: The main drawback was that the power from the two opposing pistons have to be geared together. This added weight and complexity when compared to conventional piston engines, which use a single crankshaft as the power output. The most common layout was two crankshafts, with the crankshafts geared together (in either

168-618: A design similar to the 1900–1922 Gobron-Brillié engines. The Fairbanks Morse 38 8-1/8 diesel engine , originally designed in Germany in the 1930s, was used in U.S. submarines in the 1940s and 1950s, and in boats from the 1930s-present. It was also used in locomotives from 1944. The latest (November 2021) version of the Fairbanks-Morse 38 8-1/8 is known as the FM 38D 8-1/8 Diesel and Dual Fuel. This two-stroke opposed-piston engine retains

210-448: A distinctive curved equalizing bar were developed, which became standard in other F-M locomotives. The model designation followed the format of C (for Consolidation), F or P (Passenger or Freight), A or B (cab or cabless), two digits for horsepower, and one digit for the number of axles, so that CPA-24-5 was a 5-axle 2,400-hp passenger unit with a cab while CFB-16-4 would be a 4-axle, 1600-hp freight booster. Four-axle units used

252-682: A few others who manufactured small industrial locomotives), were forced by the government to continue to build reciprocating steam locomotives during much of the war. All national locomotive production was subject to strict wartime restrictions regarding the number and type of railroad-related products they could manufacture (the U.S. Government in the name of the Navy commandeered all F-M O-P production well into 1944). Following World War II , North American railways began phasing out their aging steam locomotives and sought to replace them with state-of-the-art diesel locomotives at an ever-increasing rate due to

294-422: A heat exchanger in a pressurized water nuclear reactor. Steam generator (railroad) , a device used in trains to provide heat to passenger cars. [REDACTED] Index of articles associated with the same name This set index article includes a list of related items that share the same name (or similar names). If an internal link incorrectly led you here, you may wish to change the link to point directly to

336-440: A high-pressure steam generator that operates in the supercritical pressure regime, such that no boiling takes place within it. Steam generator (auxiliary boiler) , a steam-powered boiler used on ships to produce a low-pressure steam, heated by a high-pressure steam supply rather than a flame. Steam generator (boiler) , an oil- or gas-fired boiler, based on a low-water content monotube coil. Steam generator (nuclear power) ,

378-518: A power stroke on every rotation of the crankshaft (compared with every second rotation for the contemporary Otto cycle engine), but it was not a commercial success. In 1898, an Oechelhäuser two-stroke opposed-piston engine producing 600 hp (447 kW) was installed at the Hoerde ironworks. This design of engine was also produced under licence by manufacturers including Deutsche Kraftgas Gesellschaft in Germany and William Beardmore & Sons in

420-495: A separate cylinder. Early applications were for use as an air compressor or as a gas generator for a gas turbine . Steam generator A Steam generator is a device used to boil water to create steam. More specifically, it may refer to: Boiler (steam generator) , a closed vessel in which water is heated under pressure Heat recovery steam generator Monotube steam generator Supercritical steam generator or Benson boiler,

462-496: A single crankshaft at one end of the cylinders and a crosshead for the opposing piston. After World War I, these engines were produced in a number of models, such as the P and J series, with outputs as high as 20,000 hp (14,914 kW). Production of Doxford engines in the UK ceased in 1980. Later opposed-piston diesel engines include the 1932 Junkers Jumo 205 aircraft engine built in Germany, which had two crankshafts, not using

SECTION 10

#1732765669252

504-958: Is awaiting restoration at the Canadian museum of Science and technology in Ottawa. B units 4455 and 4456 (converted to BC Rail radio control receiver cars) were under private ownership in Calgary, Alberta but have since been scrapped in December 2023. Opposed piston engine An opposed-piston engine is a piston engine in which each cylinder has a piston at both ends, and no cylinder head . Petrol and diesel opposed-piston engines have been used mostly in large-scale applications such as ships, military tanks, and factories. Current manufacturers of opposed-piston engines include Cummins , Achates Power and Fairbanks-Morse Defense (FMDefense) . Compared to contemporary two-stroke engines, which used

546-760: The Canadian Pacific and Canadian National railways. However, accounts of mechanical unreliability and poor technical support soon began to emerge. The Westinghouse generators in the 2,400 hp (1,800 kW) C-Line locomotives were prone to flashing over when wheelslip occurred at high speeds (such as on wet rails), and the OP prime movers initially suffered from relatively poor piston life and proved difficult to maintain. Engine reliability and maintenance problems led New York Central to repower all of its 2,000 and 2,400 hp C-Line locomotives (as well as several of its Erie-Builts) with EMD 567 engines in 1955-56, when

588-544: The H-10-44 . Milwaukee Road #760 (originally delivered as #1802), the first Fairbanks-Morse locomotive constructed in their own plant, is now preserved and on display at the Illinois Railway Museum . F-M had yet to produce a railroad road locomotive, or any locomotive prior to the 1944 switcher which was built several years after its conception; all other locomotive producers, except for General Motors (and

630-693: The Reading Railroad (road #87, built in 1939 by the St. Louis Car Company , or SLCC, and scrapped in 1953). A 5 x 6 powered the plant switcher at F-M's Beloit, Wisconsin manufacturing facility. In 1939, the SLCC placed F-M 800 hp (600 kW) 8 by 10 inches (203 mm × 254 mm) engines in six streamlined railcars , which are known today as the FM OP800 . In 1944, F-M began production of its own 1,000-horsepower (0.75 MW) yard switcher,

672-553: The United States Army to complete the development of the Advanced Combat Engine (ACE), a modular and scalable diesel engine solution that uses opposed-piston technology. A variation of the opposed-piston design is the free-piston engine, which was first patented in 1934. Free piston engines have no crankshaft, and the pistons are returned after each firing stroke by compression and expansion of air in

714-582: The dissolution of the Soviet Union Malyshev Factory continued development and production of opposed-piston engines for armored vehicles, such as the three-cylinder 3TD  [ uk ] used in BTR-4 Butsefal , various upgrades of the 5TD and the six-cylinder 6TD  [ uk ] for T-64BM2, BM Oplot etc. In 2014, Achates Power published a technical paper citing a 30% fuel economy improvement when its engine

756-873: The 1600-hp engine, and five-axle passenger units with all three engines. However, several proposed models, including the CFA-24-4, CFB-24-4, CPB-20-5 and CPB-24-5 received no orders, and 1600-hp passenger units (in both 4- and 5-axle configurations) were only built by CLC. CPx-16-4 models had steam generators of 1,600 to 2,800 lb/hr capacity and feedwater tanks of 1,000 to 1,050 gallons, while five-axle passenger models had steam generators rated at 1,600 to 4,500 lb/hr and feedwater capacity of 1,600 to 1,800 gallons, which could be increased to 1,850 gallons on CPx-24-5 models. Most C-liners were fitted out with main electrical generators manufactured by Westinghouse Electric . C-Liners were also built by CLC in Kingston, Ontario , and

798-719: The CPA units (ex. MTH Tooling) in their 2021 Volume 2 catalog. Dealer Trainworld announced custom versions for the Long Island Rail Road, clad in other LI liveries than offered in the catalog. Though none of the C Liners built by Fairbanks-Morse escaped the cutter's torch, 2 A units built by The Canadian Locomotive Company for the Canadian Pacific Railway are preserved. A unit 4104 is preserved on outdoor display in Nelson, British Columbia , and A unit 4065

840-594: The Canadian Locomotive Company, and Canadian roads accepted a total of 66 units. However, Westinghouse had announced in 1953 that it was leaving the locomotive equipment market, in part because of the generator reliability issues in the F-M units. This development made continuing production of the C-liners impractical without a redesign, and since marketplace acceptance was already marginal, the decision

882-676: The Erie-Built which could be manufactured in-house, and this required a new ground-up design and expansion of the locomotive shop at Beloit. Because of the design parameters laid down for the new locomotives, only the O-P engine, the traction motors, and a few accessories could be carried over from F-M's hood locomotives. The resulting Consolidation Line (known in-house as the C-Line) debuted in January 1950. C-liners took many of their design cues from

SECTION 20

#1732765669252

924-652: The Erie-builts, using a carbody that was 56 ft 3 in (17.15 m) long. This was 8 ft (2.4 m) shorter than the Erie-Built, yet had room for a 12-cylinder OP engine (as opposed to the Erie-built's 10-cylinder engine) and a 4,500-lb-per-hour steam generator . The C-Line was offered with 8-cylinder 1,600 hp (1.19 MW), 10-cylinder 2,000 hp (1.49 MW), and 12-cylinder 2,400 hp (1,800 kW) versions of F-M's 38D8-1/8 opposed-piston diesel prime movers . New two-axle trucks with

966-572: The Gobron-Brillié car became the first to exceed 100 mph (161 km/h) for the flying kilometre. The engine used a single crankshaft at one end of the cylinders and a crosshead for the opposing piston. Another early opposed piston car engine was in the Scottish Arrol-Johnston car, which appears to have been first installed in their 10 hp buckboard c1900. The engine was described and illustrated in some detail in

1008-671: The United Kingdom. In 1901, the Kansas City Lightning Balanced Gas and Gasoline Engines were gasoline engines producing 4–25 hp (3–19 kW). An early opposed-piston car engine was produced by the French company Gobron-Brillié around 1900. On 31 March 1904, a Gobron-Brillié car powered by the opposed-piston engine was the first car ever to exceed 150 km/h with a "World's Record Speed" of 152.54 km/h (95 mph). On 17 July 1904,

1050-467: The account of their 12-15 hp car exhibited at the 1905 Olympia Motor-Show. The engine was a four-stroke with two cylinders (with opposed pistons in each) with the crankshaft underneath and the pistons connected by lever arms to the two-throw crankshaft. The first diesel engine with opposed pistons was a prototype built at Kolomna Locomotive Works in Russia. The designer, Raymond A. Koreyvo, patented

1092-749: The classic Kansas City Southern #54 came in 1955–60. Tin lithographed production continued into the early 1960s. Life-Like (and later Walthers ) produced plastic A- and B-unit models of the four-axle freight C-Line locomotives in HO scale (Proto 1000 series) and N scale (Proto series). Because the C-Line units had identical car bodies, these models are correct for CFA-16-4, CFB-16-4, CFA-20-4 and CFB-20-4 locomotives. They are no longer in production. Tru-Line Trains made 4- and 5-axle C-Liners in HO and N scale. The site announced that they were returning to production, but no date

1134-528: The engine in France on 6 November 1907 and displayed the engine at international exhibitions, but it did not reach production. The Kolomna design used a typical layout of two crankshafts connected by gearing. In 1914, the Simpson's Balanced Two-Stroke motorcycle engine was another opposed-piston engine using a single crankshaft beneath the centre of the cylinders with both pistons connected by levers. This engine

1176-683: The high production costs of the Erie-Built, it failed in the marketplace due to its late entry, which he estimated was five years too late to take advantage of the sales boom due to dieselization in the US. By 1952, orders had dried up in the United States, with a total production run of only 99 units. The units proved relatively more popular in Canada, particularly with the CPR, and orders continued there until 1955. Several variants were only ever produced by

1218-768: The last C-liners built by CLC for Canadian National Railways (CPA-16-5 #6700–6705 and CPB-16-5 #6800–6805) had General Electric equipment and lacked dynamic brakes . Orders for the C-liners were initially received from the New York Central , followed by the Long Island Rail Road , the Pennsylvania Railroad , the Milwaukee Road and the New Haven . Orders to the Canadian Locomotive Company were also forthcoming in Canada from

1260-592: The locomotives were between 3 and 6 years old. Moreover, railroads were quickly moving away from cab unit designs, and standardizing on road switcher locomotive designs, as offered by the competition in the form of the EMD GP7 or the Alco RS-3 and even the Baldwin DRS-4-4-1500 . Robert Aldag Jr., who would eventually head up F-M's locomotive division, acknowledged that while the C-Line eliminated

1302-453: The piston crowns. In the Jumo 205 and its variants, the upper crankshaft serves the exhaust pistons, and the lower crankshaft the intake pistons. In designs using multiple cylinder banks, each big end bearing serves one inlet and one exhaust piston, using a forked connecting rod for the exhaust piston. One of the first opposed-piston engines was the 1882 Atkinson differential engine , which has

FM Consolidation Line - Misplaced Pages Continue

1344-431: The same direction or opposing directions). The Koreyvo, Jumo, and Napier Deltic engines used one piston per cylinder to expose an intake port, and the other to expose an exhaust port. Each piston is referred to as either an intake piston or an exhaust piston, depending on its function in this regard. This layout gives superior scavenging, as gas flow through the cylinder is axial rather than radial, and simplifies design of

1386-455: The same extra-heavy-duty design and has a rated in-service lifespan of more than 40 years, but now the optional capability of burning dual fuels (gaseous and liquid fuels, with automatic switchover to full diesel if the gas supply runs out) is available. The Commer TS3 three-cylinder diesel truck engines, released in 1954, have a single crankshaft beneath the centre of the cylinders with both pistons connected by levers. Also released in 1954

1428-490: The unfavourable economics of steam propulsion. Fairbanks-Morse, along with its competing firms, sought to capitalize on this new market opportunity. In December 1945 F-M produced its first streamlined, cab/carbody dual service diesel locomotive as direct competition to such models as the ALCO FA and PA and EMD FT and E-unit . Assembly of the 2,000 horsepower (1.49 MW) unit, which was mounted on an A1A-A1A wheelset,

1470-437: Was a crankcase compression design, with one piston used to uncover the transfer port, and the other to open the exhaust port. The advantage of this design was to avoid the deflector crowns for pistons used by most two-stroke engines at that time. Doxford Engine Works in the United Kingdom built large opposed-piston engines for marine use, with the first Doxford engine being installed in a ship in 1921. This diesel engine used

1512-429: Was benchmarked against a next-generation diesel engine equipped with advanced technologies. Volvo filed for a patent in 2017. The Diesel Air Dair 100 is a two-cylinder 100 hp (75 kW) diesel aircraft engine , designed and produced by Diesel Air Ltd of Olney, Buckinghamshire for use in airships , home-built kitplanes , and light aircraft . In July 2021, Cummins was awarded an $ 87M contract by

1554-637: Was commissioned to design a multistage centrifugal pump with a Napier-Deltic T18-37C diesel to power the pumps. In 1959, the Leyland L60 19 L (1,159 cu in) six-cylinder diesel engine was introduced. The L60 was produced in the United Kingdom for use in the Chieftain tank. The Soviet T-64 tank, produced from 1963–1987, also used an opposed-piston diesel engine 5TD  [ uk ] developed by Malyshev Factory in Kharkiv. After

1596-476: Was given. On August 24, 2020, Atlas announced that they had acquired some Tru-Line Trains molds including the HO scale C-Line model. Atlas Model Railroad made plastic models of the five-axle passenger C-Liner between 1967 and approximately 1969. Rivarossi produced plastic four-axle C-Liner A- and B-units between 1954 and 1982. This model was later sold under the AHM brand. Lionel announced 0 gauge versions of

1638-545: Was made to end production. With the Train Master series, F-M continued production of their own road-switcher designs, but these also ultimately proved unsuccessful in the marketplace and Fairbanks-Morse departed the locomotive market. Louis Marx and Company produced a mid-1950s tinplate line of Fairbanks Morse styled 0 gauge engines. The Monon #81 came first, in 1955–59; the Seaboard #4000 came in 1955–1962 came; and

1680-461: Was sold through 1949, when production was ended. The Erie-Built program faced several problems, including a nine-month strike in Beloit near the start of production, the cost of outsourcing much of the Erie-Built's design and production to GE, and several high-cost components including two types of unique truck and secondary electrical and cooling systems. F-M wanted to produce a carbody successor to

1722-418: Was subcontracted out to General Electric due to lack of space at F-M's Wisconsin plant. GE built the locomotives at its Erie, Pennsylvania facility, thereby giving rise to the name “ Erie-built ”. F-M retained the services of renowned industrial designer Raymond Loewy to create a visually impressive carbody for the Erie-built. The line was only moderately successful, as a total of 82 cab and 28 booster units

FM Consolidation Line - Misplaced Pages Continue

1764-605: Was the Napier Deltic engine for military boats. It uses three crankshafts, one at each corner, to form the three banks of double-ended cylinders arranged in an equilateral triangle. The Deltic engine was used in British Rail Class 55 and British Rail Class 23 locomotives and to power fast patrol boats and Royal Navy mine sweepers. Beginning in 1962, Gibbs invited Mack Trucks to take part in designing FDNY’s super pumper and its companion tender. DeLaval Turbine

#251748