102-578: Hanomag (Hannoversche Maschinenbau AG, German pronunciation: [ˈhano:mɐx] ) was a German producer of steam locomotives , tractors, trucks and military vehicles in Hanover . Hanomag first achieved international fame by delivering numerous steam locomotives to Finland , Romania and Bulgaria before World War I and making of first tractor Hanomag R26 in 1924 in Germany. In 1925, they added automobiles to their line, additionally moving in 1931 into
204-659: A Scottish inventor, built a small-scale prototype of a steam road locomotive in Birmingham . A full-scale rail steam locomotive was proposed by William Reynolds around 1787. An early working model of a steam rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. Some sources claim Fitch's model was operable already by the 1780s and that he demonstrated his locomotive to George Washington . His steam locomotive used interior bladed wheels guided by rails or tracks. The model still exists at
306-660: A (newly identified) Killingworth Billy in 1816. He also constructed The Duke in 1817 for the Kilmarnock and Troon Railway , which was the first steam locomotive to work in Scotland. In 1825, Stephenson built Locomotion No. 1 for the Stockton and Darlington Railway , north-east England, which was the first public steam railway in the world. In 1829, his son Robert built in Newcastle The Rocket , which
408-632: A 100% subsidiary of the global company. In Hanover, the company is producing wheel loaders ranging from 54 to 353 horsepower (40 to 263 kW) and since 2005 also has been producing wheeled excavators from 14 to 22 tonnes (31,000 to 49,000 lb). Thanks to the European Technical Center (EUTC), these correspond to the latest state of technology. In Hanover, the company develops construction machines which meet varied requirements of customers all over Europe as well as for certain products also worldwide. In 1960, Cura Hnos began to build
510-448: A balance has to be struck between obtaining sufficient draught for combustion whilst giving the exhaust gases and particles sufficient time to be consumed. In the past, a strong draught could lift the fire off the grate, or cause the ejection of unburnt particles of fuel, dirt and pollution for which steam locomotives had an unenviable reputation. Moreover, the pumping action of the exhaust has the counter-effect of exerting back pressure on
612-713: A better light, standardized, and sufficiently off-road capable car, using as much Volkswagen technology as possible: the VW Kübelwagen . Early on in the process of motorizing the German military before World War II, first the Reichswehr , and then the Wehrmacht had procured militarised versions of many different makes and models of civilian passenger cars. Therefore, the Wehrmacht's inventory of passenger cars
714-492: A billet factory from an electric furnace on the premises, which he later suspended for associating with Rheinstahl Hanomag, from Germany, to manufacture tractors. The new company by the merger, used the industrial warehouse of Granadero Baigorria, while the administration and factory of the new company was built. Models produced 52°21′25″N 9°42′28″E / 52.35694°N 9.70778°E / 52.35694; 9.70778 Steam locomotive A steam locomotive
816-494: A contract for steam wagons for the German army . In 1912 Hanomag started the production of ploughs with up to 80-horsepower (59 kW) benzene engines. In 1924, the first farm tractor WD 26 (WD) with a 26-horsepower (19 kW) four-cylinder benzene engine was presented to the market. In 1931, the first diesel tractor RD 36 with a 36-horsepower (26 kW) four-cylinder engine, and 5.2 litres (320 cubic inches) of capacity
918-486: A crankpin on the driving wheel ( Main driver in the US) or to a crank on a driving axle. The movement of the valves in the steam chest is controlled through a set of rods and linkages called the valve gear , actuated from the driving axle or from the crankpin; the valve gear includes devices that allow reversing the engine, adjusting valve travel and the timing of the admission and exhaust events. The cut-off point determines
1020-499: A deployable "water scoop" fitted under the tender or the rear water tank in the case of a large tank engine; the fireman remotely lowered the scoop into the trough, the speed of the engine forced the water up into the tank, and the scoop was raised again once it was full. Water is essential for the operation of a steam locomotive. As Swengel argued: Einheits-PKW der Wehrmacht#Leichter geländegängiger PKW Einheits-Pkw der Wehrmacht – literally: "standard passenger motor-car of
1122-429: A gauge mounted in the cab. Steam pressure can be released manually by the driver or fireman. If the pressure reaches the boiler's design working limit, a safety valve opens automatically to reduce the pressure and avoid a catastrophic accident. The exhaust steam from the engine cylinders shoots out of a nozzle pointing up the chimney in the smokebox. The steam entrains or drags the smokebox gases with it which maintains
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#17327799940691224-725: A high fuel consumption and led to many broken frames and suspensions in the field. Accordingly, production of the three types ceased in 1942, 1943, and 1941, respectively. The light off-road passenger car was built by the BMW-Werk Eisenach under the designation BMW 325 , as well as Hanomag (Typ 20 B) and Stoewer (Typ R 180 Spezial) . The vehicles were used as troop carriers (Kfz. 1) , by repair-and-maintenance squads (Kfz. 2/40) , by artillery reconnaissance sonic measurement squads (Kfz. 3) and by troop-level aerial defence (Kfz. 4) . Between 14.525 and 17.521 units were built. Between 1940 and 1943, only Stoewer continued to build
1326-594: A large quantity of the individual components to their different third-party suppliers. Also, each of them used engines from its own line-up of civilian models, so the engines were not standardised from the outset. The chassis of the heavy off-road passenger car was also used for the Leichter Panzerspähwagen (Sd.Kfz. 221 and Sd.Kfz. 222) armoured cars, although its engine was mounted in the rear. The first light off-road passenger cars were delivered by Stoewer in 1936 ( R 180 Spezial ), followed in 1937 by
1428-488: A lower pressure in the smokebox than that under the firebox grate. This pressure difference causes air to flow up through the coal bed and keeps the fire burning. The search for thermal efficiency greater than that of a typical fire-tube boiler led engineers, such as Nigel Gresley , to consider the water-tube boiler . Although he tested the concept on the LNER Class W1 , the difficulties during development exceeded
1530-433: A lower reciprocating mass than three, four, five or six coupled axles. They were thus able to turn at very high speeds due to the lower reciprocating mass. A trailing axle was able to support a huge firebox, hence most locomotives with the wheel arrangement of 4-4-2 (American Type Atlantic) were called free steamers and were able to maintain steam pressure regardless of throttle setting. The chassis, or locomotive frame ,
1632-538: A new small car, the 1.1 Litre, renamed the Garant in 1934, was announced and sold well, allowing two-shift working to be introduced and it was joined by the larger 1.5 litre Rekord (a name later used by Opel ) in 1933, with independent front suspension. A diesel Rekord was shown at the 1936 Berlin Motor Show. The Hanomag 1.3 litre was introduced in 1939 and had unitary body, an innovative feature for that time. It
1734-639: A number of Swiss steam shunting locomotives were modified to use electrically heated boilers, consuming around 480 kW of power collected from an overhead line with a pantograph . These locomotives were significantly less efficient than electric ones ; they were used because Switzerland was suffering a coal shortage because of the War, but had access to plentiful hydroelectricity . A number of tourist lines and heritage locomotives in Switzerland, Argentina and Australia have used light diesel-type oil. Water
1836-416: A number of different bodies for different purposes – similar to, but preceding the concepts of the U.S. made Dodge WC series , or the later High-Mobility, Multipurpose Wheeled Vehicles (HMMWV / Humvee). The lightest of the three classes was also intended to serve as the U.S. 1 ⁄ 4 -ton jeeps did. Because of the insufficiently developed German automotive industry at that time, Hitler initiated
1938-461: A number of important innovations that included using high-pressure steam which reduced the weight of the engine and increased its efficiency. Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery (coal mine) owners and engineers. The visit was so successful that the colliery railways in north-east England became the leading centre for experimentation and development of
2040-765: A part of Chemnitz ), and its Horch factory in Zwickau . Opel 's new 1935 Brandenburg factory also contributed several thousand chassis, and some 6,000 engines for Wanderer-built cars. The Wehrmacht used the medium cars as troop transports (types Kfz. 11 , or with a tow bar: Kfz. 12 , and 6-seat version: Kfz. 21 ); in the signals corps (Kfz. 15, Kfz. 17, Kfz. 17/1) and for artillery reconnaissance ( Kfz. 16 and Kfz. 16/1 ). Some 14,900 units were built as Horch 901 , and between 12,298 and 16,000 as Wanderer 901 / Typ(e) 40 , plus (deduced from Opel chassis serial numbers) at least 3,860 Opel Typ(e) mPl, making some 31,000 to 35,000 units in total. The most conspicuous change of
2142-490: A reverse of history the company was merged with Hanomag. The farm tractor operation was sold to Massey Ferguson and in 1969 the truck making division of Hanomag-Henschel went to Daimler Benz , leaving the Hanover works making earth-moving machinery for Massey Ferguson. In 1989, the world's second largest construction machine manufacturer, Komatsu , bought a share of Hanomag AG and, since 2002, Komatsu Hanomag GmbH has been
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#17327799940692244-459: A rigid frame with a 30% weight reduction. Generally, the largest locomotives are permanently coupled to a tender that carries the water and fuel. Often, locomotives working shorter distances do not have a tender and carry the fuel in a bunker, with the water carried in tanks placed next to the boiler. The tanks can be in various configurations, including two tanks alongside ( side tanks or pannier tanks ), one on top ( saddle tank ) or one between
2346-401: A tank in the locomotive tender or wrapped around the boiler in the case of a tank locomotive . Periodic stops are required to refill the tanks; an alternative was a scoop installed under the tender that collected water as the train passed over a track pan located between the rails. While the locomotive is producing steam, the amount of water in the boiler is constantly monitored by looking at
2448-405: Is a locomotive that provides the force to move itself and other vehicles by means of the expansion of steam . It is fuelled by burning combustible material (usually coal , oil or, rarely, wood ) to heat water in the locomotive's boiler to the point where it becomes gaseous and its volume increases 1,700 times. Functionally, it is a steam engine on wheels. In most locomotives, the steam
2550-449: Is admitted alternately to each end of its cylinders in which pistons are mechanically connected to the locomotive's main wheels. Fuel and water supplies are usually carried with the locomotive, either on the locomotive itself or in a tender coupled to it. Variations in this general design include electrically powered boilers, turbines in place of pistons, and using steam generated externally. Steam locomotives were first developed in
2652-475: Is crucial to the efficiency of any steam locomotive, and the internal profiles of the chimney (or, strictly speaking, the ejector ) require careful design and adjustment. This has been the object of intensive studies by a number of engineers (and often ignored by others, sometimes with catastrophic consequences). The fact that the draught depends on the exhaust pressure means that power delivery and power generation are automatically self-adjusting. Among other things,
2754-419: Is directed upwards out of the locomotive through the chimney, by way of a nozzle called a blastpipe , creating the familiar "chuffing" sound of the steam locomotive. The blastpipe is placed at a strategic point inside the smokebox that is at the same time traversed by the combustion gases drawn through the boiler and grate by the action of the steam blast. The combining of the two streams, steam and exhaust gases,
2856-415: Is the principal structure onto which the boiler is mounted and which incorporates the various elements of the running gear. The boiler is rigidly mounted on a "saddle" beneath the smokebox and in front of the boiler barrel, but the firebox at the rear is allowed to slide forward and backwards, to allow for expansion when hot. European locomotives usually use "plate frames", where two vertical flat plates form
2958-924: The Drache , was delivered in 1848. The first steam locomotives operating in Italy were the Bayard and the Vesuvio , running on the Napoli-Portici line, in the Kingdom of the Two Sicilies. The first railway line over Swiss territory was the Strasbourg – Basel line opened in 1844. Three years later, in 1847, the first fully Swiss railway line, the Spanisch Brötli Bahn , from Zürich to Baden
3060-639: The Four Year Plan . The German automotive industry though was still in its infancy at the time, compromising the desired standardisation right from the start. No single manufacturer was able to supply the required number of cars on its own. Several manufacturers were therefore charged with production, each of which was supposed to comply with the same standardised plans: BMW ( Werk Eisenach ), Hanomag , Stoewer , Opel ( Werk Brandenburg ), Ford Germany as well as Auto Union ( Horch and Wanderer ). However, these companies in turn outsourced production of
3162-591: The Ohio Historical Society Museum in Columbus, US. The authenticity and date of this locomotive is disputed by some experts and a workable steam train would have to await the invention of the high-pressure steam engine by Richard Trevithick , who pioneered the use of steam locomotives. The first full-scale working railway steam locomotive was the 3 ft ( 914 mm ) gauge Coalbrookdale Locomotive built by Trevithick in 1802. It
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3264-612: The Pennsylvania Railroad class S1 achieved speeds upwards of 150 mph, though this was never officially proven. In the United States, larger loading gauges allowed the development of very large, heavy locomotives such as the Union Pacific Big Boy , which weighs 540 long tons (550 t ; 600 short tons ) and has a tractive effort of 135,375 pounds-force (602,180 newtons). Beginning in
3366-573: The R 200 Spezial without the four-wheel steering (Typ 40) . The cars weighed 1,775 kg empty (1,700 kg without the four-wheel steering). 90% of all military branches rejected the vehicle as "unfit for wartime service" in a 1942 enquiry, while the much simpler, lighter and cheaper Volkswagen Kübelwagen proved to be far superior in basically every respect. The medium off-road (passenger) cars were mainly built by Auto Union 's Siegmar factory (former Wanderer ) in Siegmar-Schönau (today
3468-535: The United Kingdom during the early 19th century and used for railway transport until the middle of the 20th century. Richard Trevithick built the first steam locomotive known to have hauled a load over a distance at Pen-y-darren in 1804, although he produced an earlier locomotive for trial at Coalbrookdale in 1802. Salamanca , built in 1812 by Matthew Murray for the Middleton Railway ,
3570-478: The 1920s, the market for steam road vehicles was in terminal decline, and Hanomag looked to cars as the future, particularly economy models. In 1925, they launched the Hanomag 2/10 , a 370 kg (816 lb) open two-seater with a mid-mounted 500-cubic-centimetre (31-cubic-inch) single-cylinder water-cooled engine. Named Zweisitzer Limousine (two-seat limousine) by the company, its rounded front and rear gained it
3672-458: The 1940 design simplification was the elimination of the mid-mounted spare wheels which simplified the bodywork and gave more interior space. The cars had a Horch V8 (Opel: in-line 6-cylinder) and a curb weight of 2,700 kg (open-topped Horch version: 3,080 kg) and was the only type that did not even initially have four-wheel steering. 80% of military branches rejected the vehicle as unfit for wartime service. The heavy off-road passenger car
3774-891: The 4x4 'Einheits'- passenger cars were deemed unfit for war-time service by the Wehrmacht internally, by 1938 – before World War Two had even started. The new, standardized military vehicles were intended to replace the diverse fleet of two-wheel drive, militarized civilian vehicles previously procured by the Reichswehr – the Weimar Republic (1918–1933) predecessor of the Wehrmacht – with new cross-country mobile vehicles for military requirements in order to simplify logistics, maintenance and training by using standardized components. The three main classes Leichter Einheits-Pkw , Mittlerer Einheits-Pkw, and Schwerer Einheits-Pkw (light, medium, and heavy standardized cars) were planned to use uniform chassis and mechanicals according to their weights and payloads, and each chassis would carry
3876-591: The Hanomag's sloping side armour deflected Allied bullets with no similar issue. Post-war production resumed, making trailer units, followed by tractors and, in 1949, a 1.5 ton truck. Although prototypes were made, no cars were produced postwar. Rudolph Hiller, who had been president of Phänomen trucks, joined the board and restructured the company by arranging for it to join the Rheinstahl consortium in 1952. In 1964, Rheinstahl took over Henschel-Werke and in
3978-526: The R180, R200 and Type 40). Capacity problems by Stoewer resulted in co-production by both BMW (as the 325) and Hanomag. Together, the three manufacturers made about 10,000 units. The special four-wheel- steering system was fitted on most models. Operating a "lock-level" between the front seats, made the steerable rear axle turn sideways to a certain angle. The single most important and iconic military vehicle to be designed and built by Hanomag during World War II
4080-582: The Saar (today part of Völklingen ), but neither could be returned to working order after being dismantled, moved and reassembled. On 7 December 1835, the Adler ran for the first time between Nuremberg and Fürth on the Bavarian Ludwig Railway . It was the 118th engine from the locomotive works of Robert Stephenson and stood under patent protection. In Russia , the first steam locomotive
4182-423: The US), or screw-reverser (if so equipped), that controls the cut-off, therefore, performs a similar function to a gearshift in an automobile – maximum cut-off, providing maximum tractive effort at the expense of efficiency, is used to pull away from a standing start, whilst a cut-off as low as 10% is used when cruising, providing reduced tractive effort, and therefore lower fuel/water consumption. Exhaust steam
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4284-617: The United States, including John Fitch's miniature prototype. A prominent full sized example was Col. John Steven's "steam wagon" which was demonstrated on a loop of track in Hoboken, New Jersey in 1825. Many of the earliest locomotives for commercial use on American railroads were imported from Great Britain, including first the Stourbridge Lion and later the John Bull . However, a domestic locomotive-manufacturing industry
4386-560: The Wehrmacht" – was Nazi Germany 's plan for a new, multi-purpose fleet of all wheel drive off-road vehicles , based on just three uniform chassis, specifically designed and built for the Wehrmacht (the Nazi military). The plan was formulated in 1934, and vehicles were built from 1936 to 1943. The whole program yielded some 60,000 four-wheel drive , off-road capable passenger cars, totaled across three weight-classes, plus about 13,000 6x6 trucks of 2.5 metric tons load capacity – but many of
4488-550: The adhesive weight. Equalising beams connecting the ends of leaf springs have often been deemed a complication in Britain, however, locomotives fitted with the beams have usually been less prone to loss of traction due to wheel-slip. Suspension using equalizing levers between driving axles, and between driving axles and trucks, was standard practice on North American locomotives to maintain even wheel loads when operating on uneven track. Locomotives with total adhesion, where all of
4590-402: The boiler materials to the point where it needs to be rebuilt or replaced. Start-up on a large engine may take hours of preliminary heating of the boiler water before sufficient steam is available. Although the boiler is typically placed horizontally, for locomotives designed to work in locations with steep slopes it may be more appropriate to consider a vertical boiler or one mounted such that
4692-404: The boiler remains horizontal but the wheels are inclined to suit the slope of the rails. The steam generated in the boiler fills the space above the water in the partially filled boiler. Its maximum working pressure is limited by spring-loaded safety valves. It is then collected either in a perforated tube fitted above the water level or by a dome that often houses the regulator valve, or throttle,
4794-399: The boiler. Boiler water surrounds the firebox to stop the metal from becoming too hot. This is another area where the gas transfers heat to the water and is called the firebox heating surface. Ash and char collect in the smokebox as the gas gets drawn up the chimney ( stack or smokestack in the US) by the exhaust steam from the cylinders. The pressure in the boiler has to be monitored using
4896-583: The chassis (Henschel) and one other built all the engine blocks (MAN). Despite a good reputation as very off-road capable, durable and reliable, the Einheitsdiesel had a disappointing payload relative to its own empty weight of about five tons, and several other drawbacks when compared to light trucks like the standard commercial Opel Blitz models and the Borgward B 3000 . High weight and low production numbers both resulted from its complex design, and
4998-790: The development and built all the chassis. An 80 Hp diesel engine was developed by MAN in cooperation with Henschel and Humboldt-Deutz-Motoren company. MAN manufactured all the engine blocks. The trucks had a four-speed manual gearbox, coupled to a two-stage transfer case , and a lockable center differential , sending power to all three axles, each of which had an additional self-locking differential . The Leichter geländegängiger Lastkraftwagen (abbreviated as "le. gl. Lkw" ), for "Light off-road capable Lorry/truck", had large single wheels with off-road tyres and independent suspension all around. Although nine manufacturers were involved in their production, they were actually built to identical specifications, in part because just one single supplier built all
5100-515: The different branches of the military revealed that the Einheits-Pkw were also flawed designs largely unfit for wartime service. Not even the simplifications implemented on bodies and chassis in 1940 ( Typ 40 ), without the complex four-wheel steering among others, succeeded in remedying the multitude of shortcomings. Their complex designs and excessive wear and tear aside, all types were mainly criticised for their high weight, which in turn meant
5202-689: The dominant fuel worldwide in steam locomotives. Railways serving sugar cane farming operations burned bagasse , a byproduct of sugar refining. In the US, the ready availability and low price of oil made it a popular steam locomotive fuel after 1900 for the southwestern railroads, particularly the Southern Pacific. In the Australian state of Victoria, many steam locomotives were converted to heavy oil firing after World War II. German, Russian, Australian and British railways experimented with using coal dust to fire locomotives. During World War 2,
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#17327799940695304-482: The drop in trade in 1929 and built a large stock of unsold vehicles. Things improved in 1930 and the company got 14 per cent of the domestic car market, second place behind Opel , but in 1931 a new crisis came when the banks called in a loan. The factory was mortgaged to Hannover City and the Vereinigte Stahlwerke trust and the company relaunched as Hanomag Automobil und Schlepperbau GmbH . For 1932,
5406-440: The early 1900s, steam locomotives were gradually superseded by electric and diesel locomotives , with railways fully converting to electric and diesel power beginning in the late 1930s. The majority of steam locomotives were retired from regular service by the 1980s, although several continue to run on tourist and heritage lines. The earliest railways employed horses to draw carts along rail tracks . In 1784, William Murdoch ,
5508-431: The exhaust gas volume was vented through a cooling tower, allowing the steam exhaust to draw more air past the radiator. Running gear includes the brake gear, wheel sets , axleboxes , springing and the motion that includes connecting rods and valve gear. The transmission of the power from the pistons to the rails and the behaviour of the locomotive as a vehicle, being able to negotiate curves, points and irregularities in
5610-448: The firebox becomes exposed. Without water on top of the sheet to transfer away the heat of combustion , it softens and fails, letting high-pressure steam into the firebox and the cab. The development of the fusible plug , a temperature-sensitive device, ensured a controlled venting of steam into the firebox to warn the fireman to add water. Scale builds up in the boiler and prevents adequate heat transfer, and corrosion eventually degrades
5712-658: The first medium and in 1938 by the first heavy models. The weaknesses of the programme quickly became obvious - high costs, complex production and overstrained manufacturers unable to supply sufficient numbers of vehicles to fill all the slots of the receiving military units as planned. The Wehrmacht therefore still had to source 60% of their requirements elsewhere - converting standard civilian cars to military use, euphemistically terming them Ergänzungsfahrzeuge ("supplementary vehicles"), as well as employing requisitioned and captured civilian cars. This in turn led to many disadvantages with maintenance, supply and training. Enquiries with
5814-447: The four-axle, eight-wheel variant were built and later repurposed for special duty. In the end, only the three-axle, six-wheeled, 2.5 ton variant entered series production and was manufactured from 1937 through 1940. Its full official designation became: leichter geländegängiger Lastkraftwagen, offen (light cross-country lorry, open(-cab)). Commonly, they were often just called the " Einheitsdiesel " (standard diesels). Henschel led
5916-512: The frames ( well tank ). The fuel used depended on what was economically available to the railway. In the UK and other parts of Europe, plentiful supplies of coal made this the obvious choice from the earliest days of the steam engine. Until 1870, the majority of locomotives in the United States burned wood, but as the Eastern forests were cleared, coal gradually became more widely used until it became
6018-418: The grate into an ashpan. If oil is used as the fuel, a door is needed for adjusting the air flow, maintaining the firebox, and cleaning the oil jets. The fire-tube boiler has internal tubes connecting the firebox to the smokebox through which the combustion gases flow transferring heat to the water. All the tubes together provide a large contact area, called the tube heating surface, between the gas and water in
6120-582: The highly mineralised water was available, and locomotive boilers were lasting less than a quarter of the time normally expected. In the days of steam locomotion, about half the total train load was water for the engine. The line's operator, Commonwealth Railways , was an early adopter of the diesel-electric locomotive . The fire-tube boiler was standard practice for steam locomotive. Although other types of boiler were evaluated they were not widely used, except for some 1,000 locomotives in Hungary which used
6222-681: The locomotive ran on a circular track in the factory yard. It was the first locomotive to be built on the European mainland and the first steam-powered passenger service; curious onlookers could ride in the attached coaches for a fee. It is portrayed on a New Year's badge for the Royal Foundry dated 1816. Another locomotive was built using the same system in 1817. They were to be used on pit railways in Königshütte and in Luisenthal on
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#17327799940696324-403: The main chassis, with a variety of spacers and a buffer beam at each end to form a rigid structure. When inside cylinders are mounted between the frames, the plate frames are a single large casting that forms a major support element. The axleboxes slide up and down to give some sprung suspension, against thickened webs attached to the frame, called "hornblocks". American practice for many years
6426-509: The mainframes. Locomotives with multiple coupled-wheels on a rigid chassis would have unacceptable flange forces on tight curves giving excessive flange and rail wear, track spreading and wheel climb derailments. One solution was to remove or thin the flanges on an axle. More common was to give axles end-play and use lateral motion control with spring or inclined-plane gravity devices. Railroads generally preferred locomotives with fewer axles, to reduce maintenance costs. The number of axles required
6528-529: The mechanisation of the military, and in 1934, launched a development program for standardized chassis. It strove to achieve maximum cross-country mobility and extensive standardisation of parts while employing the latest innovations in automotive engineering at the design stage in order to keep the cars in production for many years to come. Five types were initially planned: Among other features, all types were required to have four-wheel drive , independent suspension , and use domestic raw materials as stipulated by
6630-562: The mid-mounted spare wheels in 1940. Although it suffered from the same deficiencies initially mentioned, as well as heavy steering, it appears to have been the most successful type of the standardised off-road passenger car programme. Development of standardised trucks ( Einheits-Lastkraftwagen ) for the German military started in 1934. They originally wanted three standard chassis with two, three, and four driven axles, all with large, single wheels and off-road payload capacities of 1.5, 2.5 and four metric tons respectively. Four prototype units of
6732-470: The moment when the valve blocks a steam port, "cutting off" admission steam and thus determining the proportion of the stroke during which steam is admitted into the cylinder; for example a 50% cut-off admits steam for half the stroke of the piston. The remainder of the stroke is driven by the expansive force of the steam. Careful use of cut-off provides economical use of steam and in turn, reduces fuel and water consumption. The reversing lever ( Johnson bar in
6834-419: The nickname Kommissbrot for its resemblance to a loaf of Army bread. Although made in large numbers, 15,775 in total, it did not make much money for the company and in the late 1920s the railway locomotive division was sold to Henschel & Son of Kassel. A more conventional car, the 3/16PS, and the first diesel-engined tractors, came in 1928, taking the company back into profit. Hanomag were badly hurt by
6936-861: The original John Bull was on static display in the National Museum of American History in Washington, D.C. The replica is preserved at the Railroad Museum of Pennsylvania . The first railway service outside the United Kingdom and North America was opened in 1829 in France between Saint-Etienne and Lyon ; it was initially limited to animal traction and converted to steam traction early 1831, using Seguin locomotives . The first steam locomotive in service in Europe outside of France
7038-468: The piston in turn. In a two-cylinder locomotive, one cylinder is located on each side of the vehicle. The cranks are set 90° out of phase. During a full rotation of the driving wheel, steam provides four power strokes; each cylinder receives two injections of steam per revolution. The first stroke is to the front of the piston and the second stroke to the rear of the piston; hence two working strokes. Consequently, two deliveries of steam onto each piston face in
7140-506: The plan such that multiple small to medium size manufacturers should cooperate to manufacture the vehicles within each weight class, supplying uniform components (chassis, engines, bodies) as much as possible. However, the program was very ambitious (initially demanding not only independent suspension , but also four-wheel steering ), which led to overly complex designs and meant that the program never came close to achieving its goals. As early as 1938, Hitler tasked Ferdinand Porsche to develop
7242-838: The production of construction machinery. Since 1989, the company has been part of the Komatsu company. The company dates back to 1835 when Georg Egestorff founded in Linden near Hanover a company called Eisen-Giesserey und Maschinenfabrik Georg Egestorff to build small steam engines . They soon started making farm machinery and in 1846 built their first railway locomotive for the Royal Hanoverian State Railways . By 1870 they had made 500 locomotives and in 1871 changed their name to Hannoversche Maschinenbau Actien-Gesellschaft vorm. Georg Egestorff, Linden vor Hannover . Road vehicles followed when in 1905 they received
7344-411: The purpose of which is to control the amount of steam leaving the boiler. The steam then either travels directly along and down a steam pipe to the engine unit or may first pass into the wet header of a superheater , the role of the latter being to improve thermal efficiency and eliminate water droplets suspended in the "saturated steam", the state in which it leaves the boiler. On leaving the superheater,
7446-453: The rear-engined Leichter Panzerspähwagen armoured car in all its versions used the same chassis. Various versions of the Horch totaled 8,135 units, and 1,901 Ford models were built, for a total of just over 10,000 units. The cars had an empty weight of 3,300 kg with four-wheel steering, and 3,200 kg without. Like the others, the heavy type lost the four-wheel steering along with
7548-418: The side of the piston receiving steam, thus slightly reducing cylinder power. Designing the exhaust ejector became a specific science, with engineers such as Chapelon , Giesl and Porta making large improvements in thermal efficiency and a significant reduction in maintenance time and pollution. A similar system was used by some early gasoline/kerosene tractor manufacturers ( Advance-Rumely / Hart-Parr ) –
7650-504: The steam exits the dry header of the superheater and passes down a steam pipe, entering the steam chests adjacent to the cylinders of a reciprocating engine. Inside each steam chest is a sliding valve that distributes the steam via ports that connect the steam chest to the ends of the cylinder space. The role of the valves is twofold: admission of each fresh dose of steam, and exhaust of the used steam once it has done its work. The cylinders are double-acting, with steam admitted to each side of
7752-477: The steam locomotive. Trevithick continued his own steam propulsion experiments through another trio of locomotives, concluding with the Catch Me Who Can in 1808, first in the world to haul fare-paying passengers. In 1812, Matthew Murray 's successful twin-cylinder rack locomotive Salamanca first ran on the edge-railed rack-and-pinion Middleton Railway . Another well-known early locomotive
7854-544: The success of Rocket at the 1829 Rainhill Trials had proved that steam locomotives could perform such duties. Robert Stephenson and Company was the pre-eminent builder of steam locomotives in the first decades of steam for railways in the United Kingdom, the United States, and much of Europe. Towards the end of the steam era, a longstanding British emphasis on speed culminated in a record, still unbroken, of 126 miles per hour (203 kilometres per hour) by LNER Class A4 4468 Mallard , however there are long-standing claims that
7956-434: The track, is of paramount importance. Because reciprocating power has to be directly applied to the rail from 0 rpm upwards, this creates the problem of adhesion of the driving wheels to the smooth rail surface. Adhesive weight is the portion of the locomotive's weight bearing on the driving wheels. This is made more effective if a pair of driving wheels is able to make the most of its axle load, i.e. its individual share of
8058-433: The two cylinders generates a full revolution of the driving wheel. Each piston is attached to the driving axle on each side by a connecting rod, and the driving wheels are connected together by coupling rods to transmit power from the main driver to the other wheels. Note that at the two " dead centres ", when the connecting rod is on the same axis as the crankpin on the driving wheel, the connecting rod applies no torque to
8160-419: The water level in a transparent tube, or sight glass. Efficient and safe operation of the boiler requires keeping the level in between lines marked on the sight glass. If the water level is too high, steam production falls, efficiency is lost and water is carried out with the steam into the cylinders, possibly causing mechanical damage. More seriously, if the water level gets too low, the crown sheet (top sheet) of
8262-401: The water-tube Brotan boiler . A boiler consists of a firebox where the fuel is burned, a barrel where water is turned into steam, and a smokebox which is kept at a slightly lower pressure than outside the firebox. Solid fuel, such as wood, coal or coke, is thrown into the firebox through a door by a fireman , onto a set of grates which hold the fuel in a bed as it burns. Ash falls through
8364-408: The wheel. Therefore, if both cranksets could be at "dead centre" at the same time, and the wheels should happen to stop in this position, the locomotive could not start moving. Therefore, the crankpins are attached to the wheels at a 90° angle to each other, so only one side can be at dead centre at a time. Each piston transmits power through a crosshead , connecting rod ( Main rod in the US) and
8466-411: The wheels are coupled together, generally lack stability at speed. To counter this, locomotives often fit unpowered carrying wheels mounted on two-wheeled trucks or four-wheeled bogies centred by springs/inverted rockers/geared rollers that help to guide the locomotive through curves. These usually take on weight – of the cylinders at the front or the firebox at the rear – when the width exceeds that of
8568-406: The will to increase efficiency by that route. The steam generated in the boiler not only moves the locomotive, but is also used to operate other devices such as the whistle, the air compressor for the brakes, the pump for replenishing the water in the boiler and the passenger car heating system. The constant demand for steam requires a periodic replacement of water in the boiler. The water is kept in
8670-823: The world also runs in Austria: the GKB 671 built in 1860, has never been taken out of service, and is still used for special excursions. In 1838, the third steam locomotive to be built in Germany, the Saxonia , was manufactured by the Maschinenbaufirma Übigau near Dresden , built by Prof. Johann Andreas Schubert . The first independently designed locomotive in Germany was the Beuth , built by August Borsig in 1841. The first locomotive produced by Henschel-Werke in Kassel ,
8772-562: Was Puffing Billy , built 1813–14 by engineer William Hedley . It was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on static display at the Science Museum, London . George Stephenson , a former miner working as an engine-wright at Killingworth Colliery , developed up to sixteen Killingworth locomotives , including Blücher in 1814, another in 1815, and
8874-515: Was built by Horch in Zwickau and Ford Germany in Cologne, each using their own V8 engines. They were used by the signals corps ( Kfz . 23 and 24), as ambulances ( Kfz . 31), as artillery tractors for light artillery ( Kfz . 69) and anti-aircraft guns ( Kfz . 81), as troop carriers ( Kfz . 70) and as a carrier of AA searchlights ( Kfz . 83). Furthermore, the armoured troop carrier Sd.Kfz. 247 and
8976-644: Was built in 1834 by Cherepanovs , however, it suffered from the lack of coal in the area and was replaced with horse traction after all the woods nearby had been cut down. The first Russian Tsarskoye Selo steam railway started in 1837 with locomotives purchased from Robert Stephenson and Company . In 1837, the first steam railway started in Austria on the Emperor Ferdinand Northern Railway between Vienna-Floridsdorf and Deutsch-Wagram . The oldest continually working steam engine in
9078-599: Was by far the most common German armoured troop-carrying vehicle of World War II, and a direct precursor to the armoured personnel carriers of today. In comparison to the most common Allied half-track of the war, the M3 Half-track , the Sd.Kfz. 251 was slower and lower-powered, but with thicker, sloping side armour provided better protection; the flat-sided M3 was, at one point, panned as the "Purple Heart Box" for being unable to stop 7.92mm Mauser bullets at close range, while
9180-760: Was constructed for the Coalbrookdale ironworks in Shropshire in the United Kingdom though no record of it working there has survived. On 21 February 1804, the first recorded steam-hauled railway journey took place as another of Trevithick's locomotives hauled a train along the 4 ft 4 in ( 1,321 mm )-wide tramway from the Pen-y-darren ironworks, near Merthyr Tydfil , to Abercynon in South Wales. Accompanied by Andrew Vivian , it ran with mixed success. The design incorporated
9282-411: Was dictated by the maximum axle loading of the railroad in question. A builder would typically add axles until the maximum weight on any one axle was acceptable to the railroad's maximum axle loading. A locomotive with a wheel arrangement of two lead axles, two drive axles, and one trailing axle was a high-speed machine. Two lead axles were necessary to have good tracking at high speeds. Two drive axles had
9384-487: Was entered in and won the Rainhill Trials . This success led to the company emerging as the pre-eminent builder of steam locomotives used on railways in the UK, US and much of Europe. The Liverpool and Manchester Railway opened a year later making exclusive use of steam power for passenger and goods trains . Before the arrival of British imports, some domestic steam locomotive prototypes were built and tested in
9486-581: Was made. Hanomag was the market leader in 1939 and the early 1950s. In 1951, a series of new tractors were developed, based on a modular system with 2-,3-, and 4-cylinder engines. From 1962 until the cessation of production in 1971, only four-stroke diesel tractors were built. From 1912 to 1971, more than 250,000 machines from 12 to 92 horsepower (9 to 68 kW) left the factory halls in Linden. In addition, there were manufacturing facilities in Argentina and license agreements with Spanish industrialists. By
9588-709: Was named The Elephant , which on 5 May 1835 hauled a train on the first line in Belgium, linking Mechelen and Brussels. In Germany, the first working steam locomotive was a rack-and-pinion engine, similar to the Salamanca , designed by the British locomotive pioneer John Blenkinsop . Built in June 1816 by Johann Friedrich Krigar in the Royal Berlin Iron Foundry ( Königliche Eisengießerei zu Berlin),
9690-534: Was opened. The arid nature of south Australia posed distinctive challenges to their early steam locomotion network. The high concentration of magnesium chloride in the well water ( bore water ) used in locomotive boilers on the Trans-Australian Railway caused serious and expensive maintenance problems. At no point along its route does the line cross a permanent freshwater watercourse, so bore water had to be relied on. No inexpensive treatment for
9792-577: Was soon established. In 1830, the Baltimore and Ohio Railroad 's Tom Thumb , designed by Peter Cooper , was the first commercial US-built locomotive to run in America; it was intended as a demonstration of the potential of steam traction rather than as a revenue-earning locomotive. The DeWitt Clinton , built in 1831 for the Mohawk and Hudson Railroad , was a notable early locomotive. As of 2021 ,
9894-533: Was studied by Volvo engineers and influenced the construction of the Volvo PV 444 passenger car. During World War II , the car plant made military vehicle engines, a military version of their heavy tractor renamed the SS-100, and half track troop carriers . The Hanomag 20 B , a four-wheel-drive Small Unit-Personnel Carrier was produced from 1937 until 1940 (circa 2000 built) under the parentage of Stoewer (as
9996-403: Was supplied at stopping places and locomotive depots from a dedicated water tower connected to water cranes or gantries. In the UK, the US and France, water troughs ( track pans in the US) were provided on some main lines to allow locomotives to replenish their water supply without stopping, from rainwater or snowmelt that filled the trough due to inclement weather. This was achieved by using
10098-516: Was the Sd.Kfz. 251 half-track (commonly called simply "the Hanomag" but this has been questioned, and may have been only a postwar label. German officers referred to them as SPW 'Schützenpanzerwagen, or armored infantry vehicle' in their daily orders and memoirs.) with a total production numbering just over 15,000. Built to protect and transport the Panzergrenadier mechanized infantry forces , it
10200-488: Was the first commercially successful steam locomotive. Locomotion No. 1 , built by George Stephenson and his son Robert's company Robert Stephenson and Company , was the first steam locomotive to haul passengers on a public railway, the Stockton and Darlington Railway , in 1825. Rapid development ensued; in 1830 George Stephenson opened the first public inter-city railway, the Liverpool and Manchester Railway , after
10302-404: Was to use built-up bar frames, with the smokebox saddle/cylinder structure and drag beam integrated therein. In the 1920s, with the introduction of "superpower", the cast-steel locomotive bed became the norm, incorporating frames, spring hangers, motion brackets, smokebox saddle and cylinder blocks into a single complex, sturdy but heavy casting. A SNCF design study using welded tubular frames gave
10404-480: Was unsatisfactory in a number of respects when open German re-armament began in 1935. On the one hand, the existing vehicles' cross-country mobility and durability were not up to military requirements. On the other, their maintenance and parts supply were highly complex due to a large number of different makes, models, and often even model generations. After the Nazi takeover of power , they rapidly increased funding for
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