. Railway mechanical engineer . r and has nothing todo with the reduction gear itself. As the turbine is non-reversing, it is necessary to providemeans in the gearing for the reversing of the arrangement used is a novel and bold one, but appar- water tubes was considered to be impractical on account ofthe size, weight and large quantities of cooling water thatwould be required. An air-cooled condenser was consequentlydecided upon as the most suitable for locomotive use. In thecondenser as in other parts, the design adopted shows goodengineering, ingenuity and a willingness to de
. Railway mechanical engineer . r and has nothing todo with the reduction gear itself. As the turbine is non-reversing, it is necessary to providemeans in the gearing for the reversing of the arrangement used is a novel and bold one, but appar- water tubes was considered to be impractical on account ofthe size, weight and large quantities of cooling water thatwould be required. An air-cooled condenser was consequentlydecided upon as the most suitable for locomotive use. In thecondenser as in other parts, the design adopted shows goodengineering, ingenuity and a willingness to depart from theconventional provided there is a clear advantage to begained by so doing. As has been stated, the condenser occupies most of thespace of the second unit of the locomotive, the actual roomoccupied by the turbine and reduction gear being the full length of the unit and at the bottom is acylindrical vessel about 66 in. in diameter which is normallyhalf full of water of condensation. The turbine is bolted. Arrangement of the Double Reduction Gear ently effective and reliable. When the engine is to be nmin a backward direction, the crank shaft is first droppedslightly so that the low speed gear is thrown out of meshwith the pinion which drives it. After the gears have cometo rest, an idler gear is brought into mesh with both the lowspeed gear on the crank shaft and the low speed this idler gear has to connect with both the gear and thepinion in the train and as all gearing is of the double heli-cal type, it has to be cut with helical teeth running in onedirection and then recut with teeth running in the oppositedirection. This doubling of the spirals reduces the toothbearing to one-half of that used for driving in the forwardmotion, but as the idler pinion is only in use when thelocomotive is backing, the strength is ample. The processof disengaging the pinion and bringing the idler into meshis done automatically by oil pressure controlled by a s
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
