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Messages - Dag Bonnedal

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1
Volunteers / Re: July 2019 Work Planning
« on: July 09, 2019, 10:08:39 AM »
For a digger on 2 ft gauge we envy this contraption:
https://www.facebook.com/Mladejov/photos/a.422519084569859/1097366430418451/?type=3&theater

A wonderful preserved industrial line in Czechoslovakia
With a most interesting variant of "Forney"-like locomotives (Engerth/Stütztender), the tenderlike coalbox is articulated to the loco and supported by only one axle.
https://www.mladejov.cz

Dag B

2
Other Narrow Gauge / Re: What about multiple gauges?
« on: June 10, 2019, 10:24:48 AM »
Here is another example, that here in Sweden was referred to as "world unique" (which is wasn't).
It was in the town of Växjö in southern Sweden where the 42" gauge network to the south met the 35" (891 mm, 3 old Swedish ft) gauge network to the north and also the std. gauge network. It was in use into the 1970-ties.

https://digitaltmuseum.se/021018138395/vaxjo-bangard-tre-sparvidder

And, by the way, you can not only stack the gauges horizontally, you can do it vertically as well:
http://i210.photobucket.com/albums/bb41/railwaypictures/forumbilder/2014/10288801_1401652300115648_4267433297246971952_n_zps92b63f99.jpg~original

This is a 35" coach going for a rebuild in a workshop on the 42" network. Thus first transported on a special std. gauge car for transporting ng. stock. Then this contraption loaded on two 42" transporters. Simple enough.

3
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 07, 2019, 07:11:37 AM »
Dag, I would suggest if Jason has not contacted you privately yet (he's really really busy), that you PM him and set up a method to review and have a technical conversation about the issues with a TU4 conversion.  I could foresee a need to download all your technical drawings for use since it would not make sense to create them a second time.  Maybe a trip to Sweden may be the offing for me,  I know if I did my wife and daughter would insist on coming as my daughter graduated from Jönköping University and loved it there.

John, I'll do, and you are more than welcome here. We would provide good opportunities to test drive the loco.
Dag

4
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 07, 2019, 06:51:42 AM »
Actually not vacuum brake. The whole brake system was and is built with highway truck components, but we redesigned it as it was one circuit only. Brake in one hose or connection would lead to total loss of the brakes!
I designed the new system along the same principles as the Swedish State railways 1700 hp GM diesel T44. (Built in the 60ties by Swedish Nohab with GM components.) But the air brake circuits were built with truck components. Thus the pots are also standard truck units, one for each wheel. Cheap, reliable and readily available. Also the throttle wheel was inspired from the T44.
http://www.jarnvag.net/lokguide/t44
Using proven concepts, design and components was also a necessity to get the project approved by the Swedish Transport Agency.
I can't say if it is possible to squeeze vacuum equipment.
The gear box is built with straight gears, no planetary gears.

5
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 06, 2019, 08:31:35 PM »
As I said, I was manager for this project and worked very hard with it for two full years.
I don't want to tell anyone what or how they should do, but in best case, I can contribute with a different view.
I have hundreds of drawings on these locos, but right now I don't know how to show them, any suggestion?
I had Photobucket earlier, but not any more...
I tried this on a Swedish site for forum pictures, but they "adapt the pictures for best viewing experience". Which literally means that I can't show detailed drawings this way. I have uploaded them in much higher resolution than what is shown.

Our choice of the TU4 instead of the more modern variants was based on its definitely much better classic look and furthermore the width over the frame is only 2080 mm (82"), which fits precisely in our profile. But the cab had to be rebuilt (original design of the type was with this more narrow cab).
The drawback of this type is that the design is 60 years old. It is centred around a gearbox with torque converter, two mechanical gears with separate electro-hydraulic clutches, reverser and transfer gearbox. All in one two ton massive unit. Specially the TU6 has a much more compact reverser/transfer box separated from the gear box.

As all Russian designs it is built for very rugged service from the desserts of central Asia to the arctic winters in Siberia. But it is a bit "rough". Not a sewing machine precisely.

As I mentioned the true core of these locos is the design of the trucks. They are extremely simple and well functioning. As you may see the frame is made up by two rugged beams with square cross section (made from two U-profiles), placed right over the axle boxes. The only suspension is the coil springs between the axle boxes and the truck frame. The loco frame rests directly on the four low friction pads seen in the top view. The pads run in oil baths. The king pin takes no vertical load. This means that at low speed there are no centring forces on the truck, it is free to rotate according to a less than well maintained track.
At higher speed, on the other hand the trucks have enough friction so they won't move. This would give rise to unacceptably high flange and track forces. If it was not fitted with the ingenious Meste axle box. The axles are free to move axially in the boxes and are centred by coil springs at the ends. The movements take up all small track irregularities at speed.
The loco literally floats along the track like a modern tourist coach with air suspension. There is the potential risk of instability with coil springs only, thus the trucks are designed to have shock absorbers. But those are not needed and have never been used anywhere.





This is what I managed to upload on our loco:


We had a never used Scania 9.5 litre, six cylinder in-line, turbocharge diesel with 200 hp donated to the project by the maker.
(We have about 10 coaches and freight cars built by them on our railroad.)

6
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 05, 2019, 08:04:42 PM »


I presume that in US nomenclature 100'$ would be $100,000 and 5' $ would be $5,000?
Thanks!


John,
Sorry for being unclear, that is correct.

7
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 05, 2019, 05:33:30 PM »
Lure or not...
The real question is weather you close down traffic all together or run it some days with diesel. We are definitely a steam railroad. Last summer we had extremely dry and hot weather in Sweden for a period of about 10 weeks. All steam trains in the whole of Sweden was totally shut down due to the fire hazard. Except on our line, we ran steam every day! Until early July we ran steam only, but then we concentrated the steam service to the shorter, less taxing and more frequented (by our passengers) section between Mariefred and Läggesta.
To continue to run steam on the longer section to Taxinge was out of the question, long sections with no road access and fairly large forests along the line made the risk too high.
Still, some people called the fire brigade when they saw the smoke from our locos, and could not understand how we dared to continue to run steam. But we have always had a good cooperation with the local fire brigade, even in the earlier occasions when we have had line-side fires. We had no incidents last year.
With big wildfires raging in central Sweden our passengers were more than understanding if they had to travel behind (a too modern) diesel on part of the journey.

I started to push for an investment in a new diesel 25 years ago, but it was not until we started to build the new line that our members full saw the urgent need. Thus we were a bit in a rush, and had not the capacity to do the rebuild ourselves. Thus the loco did cost a total of 100' $, this was all financed by a group of our active members (including myself).
Other locos from eastern Europe have been cheaper, any price level down to 5' $, depending on what you buy and if anything should be done to it.
I was project manager for this project, thus I have collected a lot of information on these locos (without knowing any Russian).

8
Work and Events / Re: What If? Design Project: 1925-1940 2ft Diesel
« on: June 05, 2019, 10:24:56 AM »
A lot of wise things already said; you will certainly need a "road" diesel in the long run (historic or not), hydraulic with pump/motor (hydrostatic as we call it) is not a way forward, rebuilding proven technology is probably better than scratch building, diesel electric is difficult in this gauge.

Just to give a slightly different perspective. We had the same need when we lengthened our line from 2 to 7 miles 10 years ago.
We bought a Russian built narrow gauge diesel from Ukraine and had it regauged, re-engined and rebuilt in Estonia (No. 21 Gaivoron).
https://www.oslj.nu/sv-SE/fordon/motorlok-41307609
Sister locos have also been bought to Finland and Norway, and two more powerful TU7 to Breacon Mountain RR in Wales.

This Russian standard diesel type TU4 for 750 mm (29.5") was the original design for well over 11 000 (!) locos built so far and still being built.
It is a shaft driven diesel hydraulic (torque converter) and most of all, the trucks are of a very simple but yet of a beautiful and extremely well functioning design. They are designed to run equally well over logging railroads where the rails have been nailed to logs placed directly on the untouched ground as well over more than 100 miles long roads in 30 mph (with sleeper and restaurant cars!).

The different variants have been built with weight and power spanning from 15 tons 120 hp to 26 tons 400 hp with the same trucks.
A few of the variants:
https://en.wikipedia.org/wiki/TU4_diesel_locomotive
https://en.wikipedia.org/wiki/TU6_diesel_locomotive
https://en.wikipedia.org/wiki/TU7_diesel_locomotive
https://en.wikipedia.org/wiki/TU8_diesel_locomotive

We had to narrow down the cab only and took the opportunity to design it with one driving position in each direction. Our volunteers love the loco (although it has had a few teething troubles in the parts that were not rebuilt) and our passengers accept it as a "real" loco when the fire hazard is too great to run steam.

9
Work and Events / Re: Tie Changer Machine - Official Work Thread
« on: March 10, 2019, 03:10:43 PM »
Just as comparison.
Here is an home built 2 ft, tie changer in action:
http://museijarnvagenimariefred.se/slipersbyte-21-nov/

and after some maintenance work with a new cylinder and some paint:
http://museijarnvagenimariefred.se/onsdagsarbete-i-verkstaden-16-jan-2019/
bottom of blog post.

10
US Two Footers / Re: West Virginian slim logger
« on: December 16, 2018, 09:11:13 AM »
I think the drawings in the link are scaled down versions of the drawings in Richard Dunn's excellent book Narrow Gauge to No Man's Land.

11
Two Footers outside of the US / Re: More news from Sandstone
« on: December 15, 2018, 11:00:32 PM »
This is a rare photo of the original version of the 600 mm Baldwin 4-6-0, built for the French military railways of Morocco before WWI.
https://www.flickr.com/photos/58198050@N03/30280710908/

Thus the origin of the more "austere" version built in large numbers for the British WWI field railways.

Dag B

12
US Two Footers / Re: West Virginian slim logger
« on: December 15, 2018, 10:42:09 PM »
Quite a coincidence. I had never heard of the place, but just a few hours before I read this thread, I ran across this collection of photos:
https://www.flickr.com/photos/58198050@N03/44322367332/in/photostream/

Right click to see all 10 images, or "<- Back to photostream" to see an overview.

Dag B

13
An absolutely remarkable design of a station building at a heritage railway.

14
Two Footers outside of the US / Re: More news from Sandstone
« on: December 06, 2018, 09:09:37 PM »
Is the 303 Vacuum Brakes?

Yes, as you can see from the brake hose.
Here is the small and discrete ejector.
http://www.warofficehunslet.org.uk/restorationfiles/20170815ejector.jpg
The narrow gauge lines i Britain are very mixed these days with 600 or 2" gauge, air or vacuum brakes. Not very compatible.

15
Two Footers outside of the US / Re: More news from Sandstone
« on: December 05, 2018, 07:31:58 PM »
Well, there are many variants that can easily be mixed up.
The French fortresses had already before the war the Fairlie/Pechot-Bourdon type of articulated locos. During the war most of them were built by Baldwin.

The British started in a haste by taking a standard 0-6-0 Hunslet design and lengthened it by adding a forward truck/bogie, quite original! But it was well liked, but way too few.
Ordering more 4-6-0 from  Baldwin, this company took a very similar design they already had for the French military lines in Morocco (one of the largest 600mm/2" networks, about 1300 miles!), simplified it and built it in large numbers. Not very popular, prone to derail, but Baldwin built a lot of them.
http://www.warofficehunslet.org.uk/  Hunslet on the right, Baldwin on the left.

The British ordered more locos from Alco, they came out with a 2-6-2 outside framed tank. Really good locos. After the war most found their way to the colonies. Only three survived in France (one now on Ffestiniog).
http://www.heeresfeldbahn.de/lokomotiven/england/alco_2-6-2t/index.html

When the US entered the war your army ordered more 2-6-2 from Baldwin. But they modified their 4-6-0 design and built a 2-6-2 with inside frames, not as good as the Alcos. A fair number of these inside framed 2-6-2 were built by Davenport.
http://www.railroad-line.com/forum/topic.asp?TOPIC_ID=41442 One Davenport preserved in Fort Benning.

The locos in the Sandstone brochure are one US Baldwin inside framed 2-6-2 and a British (LDR) Baldwin 4-6-0.

Baldwin also built a number of 0-6-0 saddle tanks for France.

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