Oshawa Daily Times, 27 Aug 1929, p. 9

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THE OSHAWA DAILY TIMES, TUESDAY, AUGUST 27, 1929 PAGE NINE INITIAL RUN OF OIL-ELECTRIC ENGINE AN UNQUALIFIED SUCCESS . (Continued from Page 1) went of tremendous world wide importance. On board the train vere over one hundred newspaper- men of the United States, England ind Canada, including representa- tives of twenty-five of the leading newspapers of New York, Chicuxo, Boston, Detroit, St. Paul, Minne- wpolis, Brooklyn, and other Ameri- zan cities and of all the magazines and other publications dealing with transportation problems, as well as of the Associated Press, United Press and International News Ser- vices. On board, too, were a party of distinguished engineers and technical mechanical experts from Kingston, Ontario, Montreal, New York, Pittsburgh, Chicago, Phila- delphia, Bethlehem, Penn., Al- toona, Penn., and Toronto, all keenly interested in the perform- ine under actu- rty, too, were some of nt officials of the Cana- fian National Railways, including 3. BE. Brooks, the chief of motive power, to whom belongs the dis- dinction of being the inventor, de- signer and builder of the 9000 oil- dlectric engine; the Mayor of Mon- ireal, Camillien Houde, and tne mayors of a score of other Quebec and Ontario towns and cities, The C.N.R. officials on board the train were: --C. E. Brooks, chief of mo- tive power, Montreal; W. 5. Thompson, director of publicity, Montreal; C. W. Johnston, a passenger traffic manager, Mon- treal; R. G. Page, chief electrical engineer, Montreal; H. ¥. Finne- more, asst.. electrical engineer, Montreal; R. G. Needham, electric- al engineer, central region, To- ronto; W. F. Connal, mechanical engineer, Montreal; Ben Deacon, asst. director of publicity, Mon- treal; C. I. Goodthwaite, advertis- Ing manager, Montreal; I. E. D. McDowell, publicity representative, Toronto; J. B. McLaren, comptrol- ler, central region, Toronto. A Sensational Departure The new oil electric engine 18 a sensational departure .from all previous conceptions of locomotive power. From the standpoint of the travelling public and of the eco- nomical operation of railways, it is a tremendous advance step which has been taken by the Canadian National Railways, the first sys- tem, the world over, to use this type of engine on a regular opera- tion basis. Gone are the smoke, dust and soot of the steam type of locomo- tive, factors which were at times the despair of travellers. Gone are the vibration and the unsteadiness of the past. There is a smooth- ness, a comfort, to the ride on the train that seems incredible. Yet its speed is faster than that of the fastest steam locomotive in exis- tence on this continent. Geared up to 70 miles per hour, it offers tre- mendous possthilities in a country where distances are great and journeys long. Smokeless Engine There is a great significance to the smokeless aspect of the 9000 engine, a significance which will become more apparent when it eomes into general use, as it is sure to do in the near future. There will be no more problems or smoke from trains in the larger railway centres or even in small places where there are railway connec- tions. One can imagine the bene- fit which this will be to even the average citizen, and particularly to the housewives who find the soot and smoke of railway engines, the bugbear of their everyday exist- ence. * Tremendous Economies Tremendous economies are cer- tain with this new type of engine. First of these is economy in water. The ordinary 6100 steam engine consumes 20,000 gallons of water on the run from Montreal to 1v- ronto., The 9000 with its air cooled engine uses water merely for auxnu- iary cooling purposes and the amount is virtually negligible. In fuel expense, the cost will be about 25 per cent of that of coal for a steam engine, a fact which will save millions of dollars annually for the Canadian National Rail- ways. A Proven Success The purpose of operating oil- electric locomotive No. 9000 on the second section of the International Limited yesterday was to give the public a demonstration of its per- formance under actual run:ang conditions, and to prove to the en- gineers of the world that it was suited for even the heaviest of railway traffic. In every respect, the trip was a tremendous success. The engine did all that was deman. IMOVINSA TRO ~ Shift them onto us. We are prepared to smooth the path on moving day at mod- erate cost. 7 Dy ---- LEMANS il COLEM N BY WY NMy-YNT) LONG DISTANCE ded of it, and transported the heavy train from Montreal to 'ro- ronto in even better time than the steam hauled section, in spite of the fact that frequent and loux 'stops were made along the road to 'allow the public to see the engine. Indeed, it might be said that it was a triumphal progress along the line. At every point, and particu- larly at Belleville, Cobourg, Port Hope and Oshawa, great crowds gathered to wonder at what they were seeing. There was nothjng in the appearance of the engine to in- dicate its fremendous power, and many were the expressions of ase tonishment that it should be able to pull so great a train. Newspapermen Amazed On board the train, there was the same astonishment. Even hard- boiled Chicago, New York and De- troit newspaper men, so used to sensations that their enthusiasms are not easily aroused, were stir- red by the importance of the event in which they were taking part, an event which, eventually, will wean as much to the transportation world as did the invention of the coal-burning steam engine. And the new engine is just as far ahead of its predecessor as the coal burn- ing engine was ahead of the wood-burner. Crude oil has re- placed coal, and electric power has replaced steam, with advantages in cleanliness, comfort of operation, efficiency and economy which are far too important to be overlook- ed. A New Development No. 9000 marks a new develop- ment in the motive power of the railroads on the North American continent and the establishment of this new principle was made by Ca- nhadian National Railways engin- eers. It is interesting to note that co- incidence has made the initial de- monstration of this new type of railway motive power within six weeks of the Centenary of the es- tablishment of the supremacy of the steam locomotive as a domi- nant factor in land transportation of the world. The First Locomotive Although George - Stephenson's "Locomotion No. 1" was first oper- ated on the Stockton and Darling- ton Railway, in 1825, its place in the transportation system of a cen- tury ago was purely on sufferance, It was not until October 6, 1829, when the Liverpool and Manchester Railway had to determine the ques- tion of tractive power that Stepnen- son's "Rocket" introduced a new and lasting principle of motive power. On that date four locomo- tive staged a unique contest. The entries were: Braithwaite and Eric- son's "Novi Timothy Hack- worth's sanspareil"; Burstait's 'Perseverance'; Stephenson's "Rocket." Skepticism was rife. One influ- ential paper asked: "What cond be more palpably absurd and ridic- ulous than the prospect held out of locomotives travelling twice as fast as stage coaches, We should as soon expect-the people of Woolwich to suffer themselves to be fired off upon one of Congreve's' ricochet {rockets as to trust themselves to the merey of such a machine go- ing at such a rate.' Intense ex- citement was created by the com- petition and one prominent Liver- pool merchant openly scoffed at the test, wagering that if the loco- motive ever went 10 miles an hour, he would eat stewed engine wheel for breakfast, To the amazement of the country squires, riding horseback over their acres, the "Rocket" broke the peace of roral life by pulling a coach containing 30 passongers over the road at the fast gait of 29 miles an hour. Adding to its per- formance, next day, it hauled 13 tons of a load back and forth on the two miles of road, until 35 miles had been covered. The de- monstration proved two things for the steam locomntive---speed and certainty, It was the turning point in the world of transporta- tion. The ungainly engine had pushed the clock ahead for indus- trial England and its supremacy during the ensuing years was due in no small measure to the awk- ward, under-privileged child which was received with so many misgiv- ings. Lasted A Century By his "Rocket" _ Stephenson definitely set the principle of the steam locomotive, and, curicus as it may seem, this has not been changed during the following five score vears. The main progress which has been made in locomotive design in that time ' has been in economy of operation and greater hauling power. It would be diti- cult to determine any other indus- try which has motive power principle for a cen- tury, unless it be the watch, Briefly, oil-electric locomotive No. 9000 is the application of the principle of the oil-electric car to a locomotive, oil fuel being used to operate the engine which drives the electric generator and the pow- er from the latter furnishes the en- ergy to turn the propulsion mo- tors. Largest In World No. 9000 is the largest and most powerful locomotive of its kina mn the world. Tt consists of two units and weighs 310 tons when fully equipped, of which 240 tons are carried on the driving wheels. Its total overall length is 94.1 feet and each unit consists essenti- ally of an oil-electric generator set, mounted on the locomotive frame, boiler and equipment for steam heating of passenger cars, four traction motors propelling the lo- comotive, air brakes and other-avs- iliary equipment. Each motive power unit which operates No. 9000, according to Westinghouse officials, is the larg- est oil-electric motive power unit in the world, weighing 55,000 pounds. There are two of these units, one for each section of the locomotive. No. 9000 is geared for 70 miles an hour and will develop 2000 horse power. The generators are capable of generating 2000 kilowatts, or, in other words, sufficient electrical en- ergy to illuminate a city the size of Belleville, with more than 13,- 000 inhabitants. A New Principle In searching for a new prinel- ple of motive power Canadian Na- tional engineers were actuated by three factors--that of economy of operation, speed and hauling pow- er. Tests made of No. 9000 have shown that it most substantially reduces the cost of operation. Its drawbar pull compares most favor- ably to that of the Canadian Na- tional Northern Type 6100 class locomotive, which at the time of its appearance was the biggest locomo- tive in the British Empire, Under the list of the savings to be effected in the operation of No. 9000 will be that of water. An or- dinary No. 6100 class locomotive consumes 20,000 gallons of water between Montreal and Toronto, a distance of 334 4miles. No. 900v, with its air-cooled engine, uses wa- ter merely for auxiliary cooling purposes and the water consump- tion is virtually negligible. Saving In Time Another important feature of No. 9000 is the saving in time. From the peak of speed---say 60 miles an hour--to stop and then to peak of speed again, a steam loco- motive requires about one mile and a half. No. 9000 will make the same performance in considerably less than one mile, Some Comparisons A comparison between No. 6100 and No. 9000 will give some idea of the massive power of these two giants of the National System. No. 6100 has an overall lengtn of 93.4% feet. No. 9000's overall length' is 94.1 feet. No. 6100, with 334 tons, No. tons! Under favorable given condi- tions, No. 6100 will pull 100 load- ed freight cars. No. 9000 has vir- tually the same pulling power. While No. 6100 was the product of Canadian workmanship, being made in an Ontario locomotive works, No. 9000, so far as it was possible, was also built in the Ca- nadian Locomotive Works, Kings- ton, Ontario, but as the motive power is of a new design, it was impossible to build it in Canada and ijt was manufactured at tae shops of the William Beadmore Company, Glasgow. The actual power unit, however, was assembl- ed in Canada. No. 9000 is the development 01 oil-electric car No. 15820, which, four years ago, made its initial and record run from Montreal to Van- couver, 2,937 miles in exactly uv running hours, and, thereby, es- tablished three world's records for railway operation, which today stand supreme--that of a grueling endurance test of motive power, that of a non-stop engine run, and that of breaking all speed recorus for distance. Evolution of No. 9000 The evolution of No. 9000 from the genesis of the oil-clectric car, as previously outlined, was due to the growth of problems forced on the transportation companies by rising fuel costs and the demands made by industry and commerce for quick deliveries. With a view to solving those problems, in 1923, C. E. Brooks, Chief of Motive Pow- er, in company with R. J. Need- ham, Mechanical and Electrical En- gineer of the Central Region, and E. W. Oliver, Manager of the Niag- ara, St. Catharines and Toronto Railway, a subsidiary of the Cana- dian National Railways, made a tender, weighs 9000 weighs 303 .. When the truck in which he was riding was struck by a Michigan Central train at Lundy's Lane crossing, near Welland, Ont. James Dilamatter of Welland, was instantly killed. The driver of the truck, John R. Reece, the boy's uncle, was injured. Photopragph shows teuck after ceash, = retained its same |trip to Sweden to inspect the Die- sel operated equipment in use on the railways in that land. Investi- gation proved, however, that such equipment, owing to its great weight per horse power, would be unsuitable to conditions in Canada, On the return journey a stop was made in the United Kingdom, and, in the shops of the William Beard- more Company, Mr. Brooks found a light aero engine, operated on the Diesel principle, which offered possibilities of being converted to raflway use, and, subsequently, through a tremendous series of modifications, the present units were evolved. Mr. Hungerford's Part Much of the success of the de- velopment of this power unit was' due, not only to the genius of mr, Brooks, but also to the deep inter- est taken in it by S. J. Hungerford, Vice President in Charge of Opera- tion and Construction. Commenc- ing his railroad career as an ap- prentice in a Quebec motive power shop, Mr. Hungerford from the first took a deep interest in loco- motive construction and design. As power he ably filled one important posi- tion after another, his interest in {motive power never lagged, but be- cause more deeply rooted and he looked forward to the day when he could give it a tangible expression by the designing of a locomotive which would combine utility with beauty of line and power united with speed. As Vice President of the Cana- dian National System, that aay came when No. 6000, a Mountain type passenger locomotive, was de- signed. This was followed by what is known as No. 4100, a Santa Fe Type freight locomotive. The last of the triumverate in giant locomo- tives of the National System was No. 6100, the Northern type dual service locomotive for operation on either passenger or manifest freight trains. These locomotives, as they were produced, were generally admitted by American railway executives to be the handsomest design of steam engines on the continent. In the designing of these locomo- tives, as in the designing of No. 9000, Mr. Hungerford was ably as- sisted by Mr. Brooks, who has been publicly acclaimed as one of tue leading motive power engineers on the continent. Thus No. 9000 is the latest of Canadian National motive power designs, and, while it is dificult at this time to forecast the efuect which its development will have upon modern railway transporta~ tion, it will be a marked one and may possibly revolutionize the mo- tive power of steam roads. C. E. Brooks Beginning with the fact that he: was born in Constantinople, Turk- ey, C. E. Brooks, Chief of Motive Continued on Page 12) -%: To win making the most Canadian Corps at best skies, keep it! Canadians (realest - Smashed BY APPOINTMENT 7 ' AUGUST IQS Just 11 years ago the Canadians crushed the enemy line at Amiens, im- pressive advance of the whole war. 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