U.S. Power & Environment is an American multinational privately owned company that sells various construction services and products worldwide. The company is most widely known for providing other companies with diesel generators/diesel engines such as Caterpillar, Cummins and Baldor. Currently, the company specializes in the trading of used and new diesel generators, the building of data centers, equipment rental, and other various construction related services and products. In addition to electrical generators, the company sells millions of dollars in parts including oil filters, coolant and air filters. Today more than 68% of USP&E's business comes from operations outside of the United States. Part of USP&E's model is to create partnerships with key players in foreign markets and they have done so recently in China and India. USP&E's 2007 revenues surpassed $9,000,000.00 USD.
History
USP&E began in the spring of 1968, when Jim Fraser started what is today USP&E RentalUSP&E Rental. USP&E rental, (dba Bloomington Rental Center), is based in Bloomington, Minnesota. In 2002, Will Gruver founded US Power & Environment in order to sell, rent, service and install diesel and natural gas generators world-wide. Jim Fraser retired in June 2003. He sold Bloomington Rental Center to Will Gruver, who took on the role of CEO. Later, he gave the company its name that still stands today of USP&E Rental. In 2007, U.S. Power & Environment expanded its headquarters to Dallas, Texas. In 2008, USP&E expanded its base to Africa, turning its international presence into a multinational corporation.
2009年1月22日星期四
Cummins
Cummins Inc. (NYSE: CMI) is a corporation of complementary business units that design, manufacture, distribute and service diesel and natural gas engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems. Headquartered in Columbus, Indiana, USA Cummins serves its customers through a network of more than 500 Company-owned and independent distributor locations and approximately 5,200 dealer locations in more than 190 countries and territories. Cummins reported net chirp income of $739 million on sales of $13 billion in 2007.
Today more than 51% of Cummins' business comes from operations outside of the United States. Part of Cummins model is to create partnerships with key players in foreign markets and they have done so recently in China and India.
History
Cummins is named after inventor-mechanic Clessie Cummins, who was one of the key players in the founding of the company. He was financially backed by investor William Irwin, starting in 1918, as he improved on existing diesel engine designs.
Subsidiaries/Business Units
Cummins Turbo Technologies (formerly Holset)
The Holset Engineering Co. was a British company that produced turbochargers, primarily for diesel and heavy duty applications. The company had its roots in 1948, when W. C. Holmes became interested in Louis Croset's flexible coupler design. The company started when Paul Croset was convinced to start up and manage the venture, which was based in Huddersfield, England. Holset as we know it came into existence in 1952 as a limited corporation, with the name coming from the first half of Holmes and the last half of Croset.
In 1973 the company was purchased by Cummins after briefly being owned by the Hanson Trust, and continued to expand for the next thirty years. Holset now operates facilities in China, India, Brazil, the Netherlands, the United Kingdom and the United States.
In 2006, the division officially changed its name to Cummins Turbo Technologies to be identified more closely with its parent company. The turbocharger products still use the Holset brand name.
Cummins Filtration (formerly Fleetguard)
Cummins Filtration is headquartered in Nashville, Tennessee, USA and operates facilities in nine other countries around the world. The Filtration Business Unit of Cummins produces filtration products for the diesel and gas markets. Products include oil, fuel filter, coolant, and air filters. The division officially changed its name to Cummins Filtration but continues to brand products under the Fleetguard name.
Cummins Emission Solutions (formerly Nelson)
Exhaust and emissions after-treatment company Nelson Industries was purchased in 1999 due to the increasing importance of exhaust after-treatment systems for meeting future emissions standards. The division officially changed its name to Cummins Emission Solutions to be identified more closely with their parent company.
Cummins Power Generation (formerly Onan)
Power Generation Business Unit is Cummins' second-largest business segment. This business unit manufactures, sells and services power generation and related equipment, such as alternators, around the world for commercial and consumer use.
Saga Ruby
MS Saga Ruby is a cruise ship owned and operated by Saga Cruises. She was built as the combined ocean liner/cruise ship MS Vistafjord in 1973 by Swan Hunter Shipbuilders in the United Kingdom for the Norwegian America Line. In 1983 she was sold to Cunard Line, retaining her original name until 1999 when she was renamed MS Caronia. In 2004 she was sold to her current owners.
Concept and construction
The Vistafjord was ordered by Norwegian America Line (NAL) from Swan Hunter Shipbuilders, Newcastle, United Kindgom. She was based on the company's 1966-built MS Sagafjord, but with an enlarged hull, additional superstructure deck and improved interior layout. However, as the cost of building the Sagafjord had put her builders, Forges et Chantiers de la Mediterranee, out of busines, the Vistafjord had to be built at a different shipyward.[citation needed] Like the Sagafjord, the Vistafjord was built with the hull strength and baggage-handling facilities required for ocean liner service across the North Atlantic. She was launched on 15 May 1972 and delivered to the Norwegian America Line exactly a year later on 15 May 1973.
Service history
On 22 May 1973 the Vistafjord set on her maiden voyage, a transatlantic crossing from Oslo to New York. After this initial crossing she was used exclusively in cruise service from New York to the Bahamas. At the time the Norwegian-flagged Vistafjord was considered to be amongst the most luxurious cruise ships in the world, sharing the top 5 in Berlitz Complete Guide to Cruising with the Sagafjord and Royal Viking Line's Royal Viking Star, Royal Viking Sky and Royal Viking Sea for several years.
Although their ships were high-rated, Norwegian America Line had trouble making profit. In 1983 Trafalgar House, the owners of Cunard Line, purchased NAL and in October 1983 the Vistafjord joined the Cunard fleet. She retained her original name and the grey NAL hull colour, but received Cunard Line funnel colours and was re-registered to the Bahamas.Despite the flag change she retained Norwegian command staff.
In 1999 the decision was made to rename the Vistafjord with a more traditional Cunard Line name. On 10 December 1999 she was renamed MS Caronia and re-registered in the United Kingdom. She continued service with Cunard until November 2004, when she was sold to Saga Cruises. Following a £17 million refit at Valletta, Malta the Caronia reappeared as MS Saga Ruby in March 2005.In the Saga Cruises fleet she joined her former Norwegian America Line fleetmate Sagafjord (now named Saga Rose).
Design
Exterior design
The Vistafjord was built with a very traditional ocean liner profile, with the funnel placed amidship and a notable sheer on her hull. The superstructure is terraced both at the fore and aft of the ship. In two refits during her Cunard Line career additional structures were added to the rear and top of the superstructure.
In Norwegian America Line service the Vistafjord carried the traditional NAL livery, with a grey hull, white superstructure, yellow mast and a yellow funnel with red, white and blue (colours of the flag of Norway) stripes. Following sale to Cunard she retained the grey hull colour, but her funnel was painted in the red/black Cunard colours and her mast white. A red "Cunard" text was later added to her superstructure. Coinciding with her renaming into Caronia in 1999 the ship's hull was repainted black. As Saga Ruby her hull was repainted dark blue and her funnel yellow, with a dark blue top and a narrow white stripe separing the two colours.
EMD GP40-based passenger diesels
The General Motors Electro-Motive Division (EMD) GP40 diesel locomotive, in its "normal" configuration, was primarily used in freight service. The basic GP40 platform, however, also proved attractive to building derivatives for passenger service, which required extra components for providing steam or HEP for heating, lighting and electricity in passenger cars.
GP40P-2
The Southern Pacific had ordered three units on a variant called GP40P-2. The SP placed the units in San Francisco commuter service. When the SP got out of the commuter business the units found themselves working in freight service; they continue to do so today; two for the Union Pacific and one for the Indiana Harbor Belt. The UP has repainted one of the units into UP Armour Yellow, while the other is "patched" and sports an all SP grey paint job, albeit extremely faded.
GP40TC
The GP40TC was built for GO Transit in Toronto, Ontario (The 'TC' stood for 'Toronto Commuter'). After serving GO for many years (being replaced by various units including GP40-2W's and more recently, F59PH's) the units were sold to Amtrak. For Amtrak service the 575 volt HEP engine / generator set was replaced with one for 480 volt HEP. The units were based out of Chicago and used on short-haul trains. Currently the units are used for MOW service and have been rebuilt into "GP38-H3" units for Amtrak by Norfolk Southern.
GP40P
The GP40P is based on the design of the EMD GP40 locomotive. Most of these variants gave the unit flared side radiators similar to the EMD SD45. Thirteen GP40Ps numbered 3671-3683 were built in October 1968 for the Central Railroad of New Jersey (CNJ) and paid for by the New Jersey Department of Transportation. The CNJ put the units in service on the Raritan Valley Line and the North Jersey Coast Line (New York & Long Branch).
The CNJ was folded into Conrail in 1976, and in 1983, New Jersey Transit began operating passenger rail service in the state. Shortly after, the steam generator, which had occupied the flat end of the locomotive's long hood, was replaced with a diesel HEP generator, and the units were reclassified as GP40PH. They would later be rebuilt as GP40PH-2 units in 1991-92.
GP40PH-2, GP40PH-2A, GP40PH-2B
In 1991-92, NJ Transit sent its ex-CNJ GP40PH units out for rebuilding. The units were rebuilt as GP40PH-2 locomotives and, with the exception of 4101, renumbered out of order. At this time, the units were restricted on the Newark Division and primarily kept to the Hoboken Division. By 1999, the units were often used on the Pascack Valley Line service, as they were the only units equipped with the Speed Enforcement System equipment needed on the line. They are now found mainly on the Hoboken Division.
New Jersey Transit would later order two more sets of GP40PH-2 units; these units were rebuilt from former freight GP40 units, not from GP40P units as the first order has been. The first order (GP40PH-2A) in 1993 consisted of six units, numbered 4145-4150, and were rebuilt by Morrison-Knudsen. These units, with the exception of 4148, which was rebuilt as a GP40PH-2B and renumbered after a collision, are classified as GP40PH-2A, though the units lack the "A" designation on their stenciling. The second order in 1993-94 was rebuilt by Conrail, and was for 19 former Penn Central units, numbered 4200-4218. These units are classified as GP40PH-2B. A twentieth unit, the GP40PH-2A numbered 4148 wrecked in 1996, was also rebuilt into this class and renumbered 4219 in 1997.
Metro-North ordered a single GP40PH-2 unit; numbered 4190, it is officially classified as a GP40PH-2M. 4190 was rebuilt by Conrail in 1992.
Antarctic Snow Cruiser
The Antarctic Snow Cruiser was a vehicle designed from 1937 to 1939 under the direction of Thomas Poulter, intended to facilitate transport in the Antarctic. While having several innovative features, it generally failed to operate as hoped under the difficult conditions, and was eventually abandoned in Antarctica. Rediscovered under a deep layer of snow in 1958, it later disappeared again due to shifting ice conditions.
History
Design and construction
On April 29, 1939, Poulter and The Research Foundation of the Armour Institute of Technology showed the plans to officials in Washington, D.C.. The Research Foundation would finance the cost and oversee the construction, and then loan the vehicle to the United States Antarctic Service. Work began on August 8, 1939 and lasted for 11 weeks. On October 24, 1939, the vehicle was fired-up for the first time at the Pullman Company in Gary, Indiana (near Chicago) and began the 1,640 km (1,020 mile) journey to the Boston Army Wharf. During the trip, a damaged steering system caused the vehicle to drive off a small bridge on the Lincoln Highway and into a stream near the town of Gomer, Ohio near Lima, Ohio, where it remained for 3 days. After it arrived in Boston, it departed for Antarctica on November 15, 1939 aboard the ship the North Star.
Arrival in the Antarctic
The Snow Cruiser arrived in Bay of Whales, Little America, Antarctica in early January 1940 and experienced many problems. It was necessary to construct a ramp from timber to unload the vehicle. As the vehicle was unloaded from the ship, one of the wheels broke though the ramp. The crew cheered when Poulter powered the vehicle free from the ramp but the cheers fell silent when the vehicle failed to move through the snow and ice. The large, smooth, tread-less tires were originally designed for a large swamp vehicle; they spun freely and provided very little forward movement, sinking as much a 3 feet into the snow. The crew attached the two spare tires to the front wheels of the vehicle and installed chains on the rear wheels, but were unable to overcome the lack of traction. The crew later found that the tires produced more traction when driven backwards. The longest trek was 92 miles -- driven completely in reverse. On January 24, 1940, Poulter returned to the US, leaving F. Alton Wade in charge of a partial crew. The scientists conducted seismologic experiments, cosmic-ray measurements, and ice core sampling while living in the snow- and timber-covered Snow Cruiser. Funding for the project was canceled as the focus in the United States became World War II.
Rediscovery and final fate
In the late 1940s, an expedition team found the vehicle and discovered it needed only air in the tires and some servicing to make it operational. In 1958, an international expedition uncovered the snow cruiser using a bulldozer. It was covered by several feet of snow but a long bamboo pole marked its position. They were able to dig down to the location of the bottom of the wheels and accurately measure the amount of snowfall since it was abandoned. Inside, the vehicle was exactly as the crew had left it, with papers, magazines, and cigarettes scattered all around. Later expeditions reported no trace of the vehicle. Although there was some unsubstantiated speculation that the (traction-less) Snow Cruiser was taken by the Soviet Union during the Cold War, the vehicle most likely is either at the bottom of the Southern Ocean or buried deep under snow and ice. Antarctic ice is in constant motion and the ice shelf is constantly moving out to sea. In the mid-1960s, a large chunk of the Ross Ice Shelf broke off and drifted away; the break occurred right through Little America. It is not known on which side of the ice shelf the Snow Cruiser was located.
Specifications
Length: 17.0 meters (55 feet 8 inches)
Width: 6.06 meters (19 feet 10.5 inches)
Height (wheels retracted): 3.7 meters (12 feet)
Height (wheels extended): 4.9 meters (16 feet)
Fully-loaded Weight: 34,000 kg (75,000 pounds)
Range: 5,000 miles
Maximum Speed: 48 km/hour (30 miles/hour)
Self-Sufficiency: 1 year under the most extreme conditions
Fuel Capacity: 9,463 liters (2,500 US gallons) stored under the floor
Additional Fuel Capacity: 3,785 liters (1,000 US gallons) stored on the roof, to be used by the plane
Crew Size: 5 people
Estimated Final Cost: $300,000
Cabin Compartments: control cabin, machine shop, combination kitchen/darkroom, storage for fuel, food, two spare tires
Powertrain Specifications
Powertrain Configuration: Diesel-Electric Hybrid (2 diesel engines, 2 generators, 4 electric motors)
Diesel Engine Model: Cummins H-6 engine
Diesel Engine Power Rating: 112 kW (150 horsepower) @ 1800 rpm -- 224 kW (300 horsepower) total combined power for 2 engines
Diesel Engine Configuration: 6-cylinder inline; naturally aspirated
Diesel Engine Displacement: 11.0 liters (672 cubic inches)
Diesel Engine Bore and Stroke: 124 mm (4 7/8 inch) bore x 152 mm (6 inch) stroke
Electric Generator Manufacturer: General Electric
Electric Drive Motor Manufacturer: General Electric
Electric Drive Motor Power Rating: 56 kW (75 horsepower) -- 224 kW (300 horsepower) total combined power for 4 motors
Tire Manufacturer: Goodyear Tire and Rubber Company
Tire Dimensions: 3048 mm (120 inch) outer diameter x 1676 mm (66 inch) inner diameter x 851 mm (33.5 inch) width
Innovative Features
Wheels and tires retracted into housings where they were heated by engine exhaust gases. This was to prevent low-temperature cracking of the natural rubber compound.
Long front and rear overhangs on the body were to assist with crossing crevasses up to 15 feet wide. The front wheels were to be retracted so the front could be pushed across the crevasse. The front wheels were then to be extended (and the rear wheels retracted) to pull the vehicle the rest of the way across. This process required a complicated, 20-step procedure.
A pad on top of the vehicle was designed to hold a small aircraft (a 5-passenger Beechcraft biplane.) A winch would pull the aircraft into place. The plane was to be used to conduct aerial surveys.
Engine coolant circulated through the entire cabin for heating. The heating system was very efficient and the crew reported that they needed only light blankets when sleeping.
Excess electrical power could be stored in batteries for running lights and equipment when the engine was not running.
The Diesel-Electric drive train allowed for smaller engines and more space for the crew, due to the elimination of large mechanical drive components throughout the vehicle. This is possibly the first application of a diesel-electric powertrain in a 4-wheeled vehicle of this size; this design is now common in large modern mining trucks.
History
Design and construction
On April 29, 1939, Poulter and The Research Foundation of the Armour Institute of Technology showed the plans to officials in Washington, D.C.. The Research Foundation would finance the cost and oversee the construction, and then loan the vehicle to the United States Antarctic Service. Work began on August 8, 1939 and lasted for 11 weeks. On October 24, 1939, the vehicle was fired-up for the first time at the Pullman Company in Gary, Indiana (near Chicago) and began the 1,640 km (1,020 mile) journey to the Boston Army Wharf. During the trip, a damaged steering system caused the vehicle to drive off a small bridge on the Lincoln Highway and into a stream near the town of Gomer, Ohio near Lima, Ohio, where it remained for 3 days. After it arrived in Boston, it departed for Antarctica on November 15, 1939 aboard the ship the North Star.
Arrival in the Antarctic
The Snow Cruiser arrived in Bay of Whales, Little America, Antarctica in early January 1940 and experienced many problems. It was necessary to construct a ramp from timber to unload the vehicle. As the vehicle was unloaded from the ship, one of the wheels broke though the ramp. The crew cheered when Poulter powered the vehicle free from the ramp but the cheers fell silent when the vehicle failed to move through the snow and ice. The large, smooth, tread-less tires were originally designed for a large swamp vehicle; they spun freely and provided very little forward movement, sinking as much a 3 feet into the snow. The crew attached the two spare tires to the front wheels of the vehicle and installed chains on the rear wheels, but were unable to overcome the lack of traction. The crew later found that the tires produced more traction when driven backwards. The longest trek was 92 miles -- driven completely in reverse. On January 24, 1940, Poulter returned to the US, leaving F. Alton Wade in charge of a partial crew. The scientists conducted seismologic experiments, cosmic-ray measurements, and ice core sampling while living in the snow- and timber-covered Snow Cruiser. Funding for the project was canceled as the focus in the United States became World War II.
Rediscovery and final fate
In the late 1940s, an expedition team found the vehicle and discovered it needed only air in the tires and some servicing to make it operational. In 1958, an international expedition uncovered the snow cruiser using a bulldozer. It was covered by several feet of snow but a long bamboo pole marked its position. They were able to dig down to the location of the bottom of the wheels and accurately measure the amount of snowfall since it was abandoned. Inside, the vehicle was exactly as the crew had left it, with papers, magazines, and cigarettes scattered all around. Later expeditions reported no trace of the vehicle. Although there was some unsubstantiated speculation that the (traction-less) Snow Cruiser was taken by the Soviet Union during the Cold War, the vehicle most likely is either at the bottom of the Southern Ocean or buried deep under snow and ice. Antarctic ice is in constant motion and the ice shelf is constantly moving out to sea. In the mid-1960s, a large chunk of the Ross Ice Shelf broke off and drifted away; the break occurred right through Little America. It is not known on which side of the ice shelf the Snow Cruiser was located.
Specifications
Length: 17.0 meters (55 feet 8 inches)
Width: 6.06 meters (19 feet 10.5 inches)
Height (wheels retracted): 3.7 meters (12 feet)
Height (wheels extended): 4.9 meters (16 feet)
Fully-loaded Weight: 34,000 kg (75,000 pounds)
Range: 5,000 miles
Maximum Speed: 48 km/hour (30 miles/hour)
Self-Sufficiency: 1 year under the most extreme conditions
Fuel Capacity: 9,463 liters (2,500 US gallons) stored under the floor
Additional Fuel Capacity: 3,785 liters (1,000 US gallons) stored on the roof, to be used by the plane
Crew Size: 5 people
Estimated Final Cost: $300,000
Cabin Compartments: control cabin, machine shop, combination kitchen/darkroom, storage for fuel, food, two spare tires
Powertrain Specifications
Powertrain Configuration: Diesel-Electric Hybrid (2 diesel engines, 2 generators, 4 electric motors)
Diesel Engine Model: Cummins H-6 engine
Diesel Engine Power Rating: 112 kW (150 horsepower) @ 1800 rpm -- 224 kW (300 horsepower) total combined power for 2 engines
Diesel Engine Configuration: 6-cylinder inline; naturally aspirated
Diesel Engine Displacement: 11.0 liters (672 cubic inches)
Diesel Engine Bore and Stroke: 124 mm (4 7/8 inch) bore x 152 mm (6 inch) stroke
Electric Generator Manufacturer: General Electric
Electric Drive Motor Manufacturer: General Electric
Electric Drive Motor Power Rating: 56 kW (75 horsepower) -- 224 kW (300 horsepower) total combined power for 4 motors
Tire Manufacturer: Goodyear Tire and Rubber Company
Tire Dimensions: 3048 mm (120 inch) outer diameter x 1676 mm (66 inch) inner diameter x 851 mm (33.5 inch) width
Innovative Features
Wheels and tires retracted into housings where they were heated by engine exhaust gases. This was to prevent low-temperature cracking of the natural rubber compound.
Long front and rear overhangs on the body were to assist with crossing crevasses up to 15 feet wide. The front wheels were to be retracted so the front could be pushed across the crevasse. The front wheels were then to be extended (and the rear wheels retracted) to pull the vehicle the rest of the way across. This process required a complicated, 20-step procedure.
A pad on top of the vehicle was designed to hold a small aircraft (a 5-passenger Beechcraft biplane.) A winch would pull the aircraft into place. The plane was to be used to conduct aerial surveys.
Engine coolant circulated through the entire cabin for heating. The heating system was very efficient and the crew reported that they needed only light blankets when sleeping.
Excess electrical power could be stored in batteries for running lights and equipment when the engine was not running.
The Diesel-Electric drive train allowed for smaller engines and more space for the crew, due to the elimination of large mechanical drive components throughout the vehicle. This is possibly the first application of a diesel-electric powertrain in a 4-wheeled vehicle of this size; this design is now common in large modern mining trucks.
Head end power
Head end power (HEP) or electric train supply (ETS) is a rail transport term for the electrical power distribution system on a passenger train. The power source, usually a locomotive at the front or “head” of a train or a generator car, generates all the electricity used for lightening, electrical and other "hotel" needs. The maritime equivalent is Hotel Electric Power (HEP).
UK
Originally, trains hauled by a steam locomotive would be provided with a supply of steam from the locomotive's boiler for heating the carriages. When diesel locomotives and electric locomotives replaced steam, the steam heating was then supplied by a steam-heat boiler. This was oil-fired (in diesel locomotives) or heated by an electric element (in electric locomotives). Oil-fired steam-heat boilers were appallingly unreliable. They caused more locomotive failures on any class to which they were fitted than any other system or component of the locomotive, and this was a major incentive to adopt a more reliable method of carriage heating.
At this time, lighting was powered by batteries which were charged by a dynamo underneath each carriage when the train was in motion, and buffet cars would use bottled gas for cooking and water heating.
On modern Diesel multiple unit trains, such as the Virgin Trains Voyager, the engine mounted below each vehicle provides power for that vehicle.
Electric Train Heat (ETH) and Electric Train Supply (ETS)
Later diesels and electric locomotives were equipped with Electric Train Heating (ETH) apparatus, which supplied electrical power to the carriages to run electric heating elements installed alongside the steam-heat apparatus, which was retained for use with older locomotives. Later carriage designs abolished the steam-heat apparatus, and made use of the ETH supply not only for heating, but also to power lighting, ventilation, air conditioning, fans, sockets and kitchen equipment in the train. In recognition of this ETH was eventually renamed Electric Train Supply (ETS).
Each coach has an index relating to the maximum consumption of electricity that that coach could use. The sum of all the indices must not exceed the index of the locomotive. One "ETH index unit" equals 5kW; a locomotive with an ETH index of 95 can supply 475kW of electrical power to the train.
USA
During the age of steam, cars were heated by low pressure saturated steam supplied by the locomotive. Electricity for car lighting and ventilation was derived from batteries charged by axle-driven generators on each car or from engine-generator sets mounted under the carbody.
The first advance over this system was developed on the Boston and Maine Railroad, which had placed a number of steam locomotives and passenger cars into dedicated commuter service in Boston. It was discovered that due to the low average speeds and frequent stops characteristic of commuter operation, axle generators did not produce enough output to keep the batteries adequately charged, resulting frequent passenger complaints about lighting and ventilation failures. In response, the railroad fitted higher capacity generators to the locomotives assigned to pull these trains and arranged electrical connections to transmit the generators' output back to the cars. The cars still depended on steam from the locomotive for heating.
When Diesel locomotives were introduced to passenger service, they were equipped with steam generators to provide steam for car heating. However, the use of axle generators and batteries persisted for many years. This started to change in the late 1950s, during which time the Chicago and North Western Railway removed the steam generators from their EMD F7 and E8 locomotives in commuter service and installed Diesel generator sets. This was a natural evolution, as their commuter trains were already receiving low voltage, low amperage power from the locomotives to assist axle generators in maintaining battery charge. In some cases, commuter cars were equipped with propane engine-powered air conditioning. The resulting separate systems of lighting power, steam heat, and engine-driven air conditioning increased the maintenance workload, as well as parts proliferation, thus leading to the full-scale adoption of HEP, where a single power source would handle all these functions.
While commuter fleets were quickly converted to HEP, long distance trains continued to operate with steam heat and battery-powered electrical systems. This gradually changed following the transfer of intercity passenger rail service to Amtrak, ultimately resulting in full adoption of HEP in the USA and the discontinuation of the old systems.
Following its formation in 1971, Amtrak's initial locomotive purchase was the Electro-Motive (EMD) SDP40F, an adaptation of the widely-used SD40-2 3000 horsepower freight locomotive, fitted with a passenger style carbody and steam generating capability. The SDP40F permitted the use of modern motive power in conjunction with the old steam heated passenger rolling stock acquired from private railroads, giving Amtrak time to procure purpose-built cars and locomotives.
In 1975, Amtrak started to take delivery of the all-electric Amfleet car, hauled by General Electric (GE) P30CH and, later, EMD F40PH locomotives, both unit types being equipped to furnish HEP. Following the introduction of the Amfleet fleet, the (also all-electric) Superliner was placed into operation for servicing long-distance western routes. Amtrak subsequently converted a portion of the steam heated fleet to all-electric operation using HEP and retired the remaining unconverted cars.
Engine
The HEP generator can be driven by either a separate engine mounted in the locomotive or generator car, or by the locomotive's prime mover.
Separate engines
Engine types vary, but in the US, they are mainly Caterpillar 3412 V12 and Cummins K-Series Inline 6 models. In the past, Detroit Diesel 8V-71 and 12V-71 engines were also used. Such engine/generator sets are generally installed in a compartment in the rear of the locomotive that is isolated from the main engine room, drawing fuel from the locomotive's fuel tanks.
Smaller under-car engine/generator sets for providing electricity on short trains are also manufactured, Stadco being one popular brand.
Locomotive prime mover
In many applications, the locomotive's prime mover provides both propulsion and head end power. In most cases, the prime mover must run at a constant speed (RPM) to maintain the required 50 Hz or 60 Hz AC line frequency. For example, an EMD locomotive operating in HEP mode will run the prime mover at a constant 900 RPM (which is full RPM), driving the generator at 1500 RPM (50 Hz) or 1800 RPM (60 Hz) through a gearbox. For noise reduction purposes, the locomotive's main (traction) generator can also be configured to supply HEP, usually at 600 or 720 RPM. However, this mode is only available when the locomotive is stationary.
The advent of power electronics has allowed the prime mover to operate over a larger speed range and still supply a constant HEP voltage and frequency by means of inverters.
When derived from the prime mover, HEP is generated at the expense of traction power. For example, the General Electric 3200 horsepower (2.4 MW) P32 and 4000 horsepower (3.0 MW) Genesis-Series P40 locomotives are derated to 2900 (2.2 MW) and 3650 horsepower (2.72 MW), respectively, when supplying HEP.
Electrical loading
HEP power supplies the lighting, HVAC, dining car kitchen and battery charging loads. Individual car electrical loading ranges from 20 kW for a typical car to more than 150 kW for a Dome car with kitchen and dining area, such as Princess Tours Ultra-Dome cars operating in Alaska.
Because of the lengths of trains and the high power requirements, HEP is supplied, in North America, as three-phase AC at 480-V (standard in the US and for Canada's VIA), 575-V (GO Transit, Toronto), or rarely 600-V. Transformers are fitted in each car for reduction to lower voltages.
In the UK, ETS is supplied at 800-V to 1000-V AC/DC two pole (400 or 600-A), 1500-V AC two pole (800-A) or at 415-V 3 phase on the HST
Alternatives
Although most locomotive-hauled trains take power directly from the locomotive, there have been examples (mainly in continental Europe) where restaurant cars would take power directly from the overhead wires.
UK
Originally, trains hauled by a steam locomotive would be provided with a supply of steam from the locomotive's boiler for heating the carriages. When diesel locomotives and electric locomotives replaced steam, the steam heating was then supplied by a steam-heat boiler. This was oil-fired (in diesel locomotives) or heated by an electric element (in electric locomotives). Oil-fired steam-heat boilers were appallingly unreliable. They caused more locomotive failures on any class to which they were fitted than any other system or component of the locomotive, and this was a major incentive to adopt a more reliable method of carriage heating.
At this time, lighting was powered by batteries which were charged by a dynamo underneath each carriage when the train was in motion, and buffet cars would use bottled gas for cooking and water heating.
On modern Diesel multiple unit trains, such as the Virgin Trains Voyager, the engine mounted below each vehicle provides power for that vehicle.
Electric Train Heat (ETH) and Electric Train Supply (ETS)
Later diesels and electric locomotives were equipped with Electric Train Heating (ETH) apparatus, which supplied electrical power to the carriages to run electric heating elements installed alongside the steam-heat apparatus, which was retained for use with older locomotives. Later carriage designs abolished the steam-heat apparatus, and made use of the ETH supply not only for heating, but also to power lighting, ventilation, air conditioning, fans, sockets and kitchen equipment in the train. In recognition of this ETH was eventually renamed Electric Train Supply (ETS).
Each coach has an index relating to the maximum consumption of electricity that that coach could use. The sum of all the indices must not exceed the index of the locomotive. One "ETH index unit" equals 5kW; a locomotive with an ETH index of 95 can supply 475kW of electrical power to the train.
USA
During the age of steam, cars were heated by low pressure saturated steam supplied by the locomotive. Electricity for car lighting and ventilation was derived from batteries charged by axle-driven generators on each car or from engine-generator sets mounted under the carbody.
The first advance over this system was developed on the Boston and Maine Railroad, which had placed a number of steam locomotives and passenger cars into dedicated commuter service in Boston. It was discovered that due to the low average speeds and frequent stops characteristic of commuter operation, axle generators did not produce enough output to keep the batteries adequately charged, resulting frequent passenger complaints about lighting and ventilation failures. In response, the railroad fitted higher capacity generators to the locomotives assigned to pull these trains and arranged electrical connections to transmit the generators' output back to the cars. The cars still depended on steam from the locomotive for heating.
When Diesel locomotives were introduced to passenger service, they were equipped with steam generators to provide steam for car heating. However, the use of axle generators and batteries persisted for many years. This started to change in the late 1950s, during which time the Chicago and North Western Railway removed the steam generators from their EMD F7 and E8 locomotives in commuter service and installed Diesel generator sets. This was a natural evolution, as their commuter trains were already receiving low voltage, low amperage power from the locomotives to assist axle generators in maintaining battery charge. In some cases, commuter cars were equipped with propane engine-powered air conditioning. The resulting separate systems of lighting power, steam heat, and engine-driven air conditioning increased the maintenance workload, as well as parts proliferation, thus leading to the full-scale adoption of HEP, where a single power source would handle all these functions.
While commuter fleets were quickly converted to HEP, long distance trains continued to operate with steam heat and battery-powered electrical systems. This gradually changed following the transfer of intercity passenger rail service to Amtrak, ultimately resulting in full adoption of HEP in the USA and the discontinuation of the old systems.
Following its formation in 1971, Amtrak's initial locomotive purchase was the Electro-Motive (EMD) SDP40F, an adaptation of the widely-used SD40-2 3000 horsepower freight locomotive, fitted with a passenger style carbody and steam generating capability. The SDP40F permitted the use of modern motive power in conjunction with the old steam heated passenger rolling stock acquired from private railroads, giving Amtrak time to procure purpose-built cars and locomotives.
In 1975, Amtrak started to take delivery of the all-electric Amfleet car, hauled by General Electric (GE) P30CH and, later, EMD F40PH locomotives, both unit types being equipped to furnish HEP. Following the introduction of the Amfleet fleet, the (also all-electric) Superliner was placed into operation for servicing long-distance western routes. Amtrak subsequently converted a portion of the steam heated fleet to all-electric operation using HEP and retired the remaining unconverted cars.
Engine
The HEP generator can be driven by either a separate engine mounted in the locomotive or generator car, or by the locomotive's prime mover.
Separate engines
Engine types vary, but in the US, they are mainly Caterpillar 3412 V12 and Cummins K-Series Inline 6 models. In the past, Detroit Diesel 8V-71 and 12V-71 engines were also used. Such engine/generator sets are generally installed in a compartment in the rear of the locomotive that is isolated from the main engine room, drawing fuel from the locomotive's fuel tanks.
Smaller under-car engine/generator sets for providing electricity on short trains are also manufactured, Stadco being one popular brand.
Locomotive prime mover
In many applications, the locomotive's prime mover provides both propulsion and head end power. In most cases, the prime mover must run at a constant speed (RPM) to maintain the required 50 Hz or 60 Hz AC line frequency. For example, an EMD locomotive operating in HEP mode will run the prime mover at a constant 900 RPM (which is full RPM), driving the generator at 1500 RPM (50 Hz) or 1800 RPM (60 Hz) through a gearbox. For noise reduction purposes, the locomotive's main (traction) generator can also be configured to supply HEP, usually at 600 or 720 RPM. However, this mode is only available when the locomotive is stationary.
The advent of power electronics has allowed the prime mover to operate over a larger speed range and still supply a constant HEP voltage and frequency by means of inverters.
When derived from the prime mover, HEP is generated at the expense of traction power. For example, the General Electric 3200 horsepower (2.4 MW) P32 and 4000 horsepower (3.0 MW) Genesis-Series P40 locomotives are derated to 2900 (2.2 MW) and 3650 horsepower (2.72 MW), respectively, when supplying HEP.
Electrical loading
HEP power supplies the lighting, HVAC, dining car kitchen and battery charging loads. Individual car electrical loading ranges from 20 kW for a typical car to more than 150 kW for a Dome car with kitchen and dining area, such as Princess Tours Ultra-Dome cars operating in Alaska.
Because of the lengths of trains and the high power requirements, HEP is supplied, in North America, as three-phase AC at 480-V (standard in the US and for Canada's VIA), 575-V (GO Transit, Toronto), or rarely 600-V. Transformers are fitted in each car for reduction to lower voltages.
In the UK, ETS is supplied at 800-V to 1000-V AC/DC two pole (400 or 600-A), 1500-V AC two pole (800-A) or at 415-V 3 phase on the HST
Alternatives
Although most locomotive-hauled trains take power directly from the locomotive, there have been examples (mainly in continental Europe) where restaurant cars would take power directly from the overhead wires.
Old Colony and Newport Scenic Railway
The Old Colony and Newport Railway (reporting mark OCN) is a heritage railroad in Rhode Island.
It operates passenger excursion trains on what is known as the "Newport Secondary Line" from downtown Newport, Rhode Island to Middletown, Rhode Island. All trains are operated by volunteers on Sundays.
Equipment
The Old Colony and Newport has three locomotives; two General Electric 45 Ton locomotives, numbered 4764 and 84. Both are of 1940s vintage and both have served with the armed services in their lifetimes. They were built with two Cummins over-the-road diesel truck engines (one in front, one in back), rated at 150 horsepower. These were linked to electric generators that provide electricity to traction motors (one per truck, linked on the outside by siderods). Both are equipped with full air train brakes and straight air locomotive brakes as well as handbrakes.
The 84 recently underwent a major overhaul that was funded by several grants, and has been returned to its original state mechanically, with both engines working. The 4764, not as fortunate, only has one operating engine (the north engine). An interesting note is that the 84 actually operates backwards; when it was put on the tracks, it was facing south, towards Newport. However, the OC&N traditionally couples its engines to the North end of the train; so, when the engineer looks out the "front" windshield, he sees the coach he is pulling. However, being a centercab switcher, operation in either direction is easy.
On loan to the OC&N is the Porter-built 70 ton centercab switcher PRSX 7349, owned by John Pratt, of Pratt Railway Services. It is painted black, different from the OC&N's green, white, and black paint scheme, and adorned with its original number plate. Although it looks very similar to the OC&N's General Electric 45 Ton locomotives, it is mechanically very different. Also owned by Mr. Pratt is a blue-and-white B&M Caboose.
The OC&N's bread-and-butter revenue runs consist of its two passenger cars, Coach #74 (the Nelson Blount), né Boston and Maine Railroad, built by The Laconia Car Company in 1904, and an 1884 Parlor Car from the Intercontinental Railway, Parlor Car #53 (the Ruth Blount), named for major contributors to the railway in its beginning days. The Parlor Car very recently received a new roof, a new South-end beam (as both cars are 100% wood construction) and new windows.
Two other cars used by the OC&N are a steel-sided caboose (origin unknown; interior markings indicate usage by Conrail) and a wood-and-steel flatcar (again, origin unknown). They are usually found coupled to the 4764 at the Piers Siding or in Melville, at the South Switch for use on work trains.
Route description
The Old Colony and Newport Scenic Railroad operates along what is known as the "Newport Secondary Line" (NSL), which is owned by the state of Rhode Island.
The NSL was built to provide a rail connection to steam ships operating between Fall River, Massachusetts and New York City. Passengers were conveyed from Boston to Fall River by the Old Colony Railroad where they would board a steam ship that operated on Long Island Sound, arriving at New York City the following morning. As the steam ships had to travel down Narragansett Bay past Newport to reach Long Island Sound, it occurred to the railroad that travel time could be saved by extending the passenger train to Newport.
The NSL runs along the shore of Naragansett Bay from Newport to Portsmouth, a distance of 14 miles. The OC&N bridged the Sakonnet River on the Sakonnet River rail bridge, however its swing mechanism was destroyed and the bridge is out of service.
The OC&NR shares the NSL with the operations of the Newport Dinner Train.
Operations
The Old Colony and Newport Railway operates two revenue trains on Sundays, one leaving downtown Newport at 11:45AM, and another at 1:45AM. It is an 80 minute, 9 mile round trip up the NSL along the Narragansett Bay from Newport to Middletown, Rhode Island and Portsmouth, Rhode Island. It is a beautifully scenic ride, touted as "The Million Dollar View."
The OC&N also runs charters. See their website for details.
The OC&N runs work trains to the north end of the NSL where the Sakonnet River railway bridge used to be, with hopes to tame the wild foliage so that they may run charters to that end of the line without damaging their wood-sided cars, however these trains are not open to the public.
It operates passenger excursion trains on what is known as the "Newport Secondary Line" from downtown Newport, Rhode Island to Middletown, Rhode Island. All trains are operated by volunteers on Sundays.
Equipment
The Old Colony and Newport has three locomotives; two General Electric 45 Ton locomotives, numbered 4764 and 84. Both are of 1940s vintage and both have served with the armed services in their lifetimes. They were built with two Cummins over-the-road diesel truck engines (one in front, one in back), rated at 150 horsepower. These were linked to electric generators that provide electricity to traction motors (one per truck, linked on the outside by siderods). Both are equipped with full air train brakes and straight air locomotive brakes as well as handbrakes.
The 84 recently underwent a major overhaul that was funded by several grants, and has been returned to its original state mechanically, with both engines working. The 4764, not as fortunate, only has one operating engine (the north engine). An interesting note is that the 84 actually operates backwards; when it was put on the tracks, it was facing south, towards Newport. However, the OC&N traditionally couples its engines to the North end of the train; so, when the engineer looks out the "front" windshield, he sees the coach he is pulling. However, being a centercab switcher, operation in either direction is easy.
On loan to the OC&N is the Porter-built 70 ton centercab switcher PRSX 7349, owned by John Pratt, of Pratt Railway Services. It is painted black, different from the OC&N's green, white, and black paint scheme, and adorned with its original number plate. Although it looks very similar to the OC&N's General Electric 45 Ton locomotives, it is mechanically very different. Also owned by Mr. Pratt is a blue-and-white B&M Caboose.
The OC&N's bread-and-butter revenue runs consist of its two passenger cars, Coach #74 (the Nelson Blount), né Boston and Maine Railroad, built by The Laconia Car Company in 1904, and an 1884 Parlor Car from the Intercontinental Railway, Parlor Car #53 (the Ruth Blount), named for major contributors to the railway in its beginning days. The Parlor Car very recently received a new roof, a new South-end beam (as both cars are 100% wood construction) and new windows.
Two other cars used by the OC&N are a steel-sided caboose (origin unknown; interior markings indicate usage by Conrail) and a wood-and-steel flatcar (again, origin unknown). They are usually found coupled to the 4764 at the Piers Siding or in Melville, at the South Switch for use on work trains.
Route description
The Old Colony and Newport Scenic Railroad operates along what is known as the "Newport Secondary Line" (NSL), which is owned by the state of Rhode Island.
The NSL was built to provide a rail connection to steam ships operating between Fall River, Massachusetts and New York City. Passengers were conveyed from Boston to Fall River by the Old Colony Railroad where they would board a steam ship that operated on Long Island Sound, arriving at New York City the following morning. As the steam ships had to travel down Narragansett Bay past Newport to reach Long Island Sound, it occurred to the railroad that travel time could be saved by extending the passenger train to Newport.
The NSL runs along the shore of Naragansett Bay from Newport to Portsmouth, a distance of 14 miles. The OC&N bridged the Sakonnet River on the Sakonnet River rail bridge, however its swing mechanism was destroyed and the bridge is out of service.
The OC&NR shares the NSL with the operations of the Newport Dinner Train.
Operations
The Old Colony and Newport Railway operates two revenue trains on Sundays, one leaving downtown Newport at 11:45AM, and another at 1:45AM. It is an 80 minute, 9 mile round trip up the NSL along the Narragansett Bay from Newport to Middletown, Rhode Island and Portsmouth, Rhode Island. It is a beautifully scenic ride, touted as "The Million Dollar View."
The OC&N also runs charters. See their website for details.
The OC&N runs work trains to the north end of the NSL where the Sakonnet River railway bridge used to be, with hopes to tame the wild foliage so that they may run charters to that end of the line without damaging their wood-sided cars, however these trains are not open to the public.
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