1939: Railroad Equipment

In recent years the railroads have met competition from other forms of transportation, such as airplanes, buses and automobiles by the development of high-speed, light-weight rolling stock, which permits faster schedules without necessitating expensive alterations in track construction. Much of the new equipment consists of streamlined locomotives and cars. Light weight combined with strength is made possible by the use of high-tensile steel, nickel steel and aluminum alloys in their construction. Both steam and Diesel-electric locomotives provide motive power. With steam, oil is frequently used for fuel, and a steam-turbine electric locomotive has been put in the service of the Union Pacific Railroad. Many improvements to make travel attractive and increase passenger comfort have been made, such as, air-conditioning, better lighting, artistic and comfortable interiors. The roadbed has been improved to permit comfortable riding at the high speeds of modern trains. During 1939 the railroads put into service a large number of streamlined and modern trains, of which only a few will be enumerated.

The Union Pacific has put in service a number of Diesel-electric streamlined trains for runs from Chicago to points on the Pacific Coast, such as Los Angeles, San Francisco and Portland, Oregon. The latest train consists of 17 cars drawn by a 3-unit, 5,400 h.p. Diesel-electric locomotive. With the Diesel-electric locomotive it is possible to use one locomotive over the entire route, as compared with five or six steam locomotives. Further, it is possible to increase runs to 500 miles, thus reducing stops for fuel and water from about 25 to 5. Running time from Chicago to the Coast has been cut down from 3 nights and 2 days to 2 nights and 1 day.

The new steam-turbine electric locomotive of the Union Pacific Railroad, with its self-contained boiler and turbine-electric generating plant, constitutes a new type of motive power. It is designed to haul 1,000-ton trailing trains from Chicago to the Coast. It combines the advantageous features of the electric locomotive with the propulsion characteristics of the reciprocating steam locomotive. It is not only the first turbine-electric locomotive in America, but also the only condensing, high-pressure steam locomotive. It burns oil and is powered by two 2,500 h.p. turbines. The overall length including couplers is 90 feet, 10 inches; the total weight with full tanks, 548,000 lbs.; and the weight on the driving wheels, 354,000 lbs. The pressure of the steam is 1,500 lbs. per square inch at 920° F., and there is complete automatic control of all boiler auxiliaries and power units. The closed system contains less than 3,000 lbs. of water, and the water completes the cycle in 3½ minutes. Rotor speed is 12,500 r.p.m., and each rotor is geared to two direct-current generators in a single frame and operating as a unit at 1,200 r.p.m. The unit has a maximum rating of 1,600 amperes at 1,340 volts with the two generators in series. Six axle-mounted, direct-current series motors are used for the drive, and the maximum speed is 125 miles per hour. Because of the closed system the locomotive can run 500-700 miles without refueling and operates at an efficiency twice that of the conventional locomotive.

The New York, New Haven & Hartford Railroad put into service some new passenger electric locomotives which can make fast schedules with sixteen standard coaches. While normally rated at 1,600 h.p., these locomotives are capable of operating overload for short periods, thus maintaining a schedule that equipment with lower capacity would be unable to.

The Pennsylvania Railroad has put in service between its eastern terminals and Harrisburg, some electric locomotives for hauling freight trains at 70 miles per hour. These locomotives can develop 5,000 h.p. continuously, and for short periods have developed 10,000 rail h.p.

The Seaboard Railway put into service between New York and Miami on a 26½-hour schedule the 'Silver Meteor,' a stainless steel, all-coach, streamlined train of the latest design. It is powered by a 2,000-h.p. Diesel-electric locomotive with the 1,000-h.p. Diesel engine. There are three 60-passenger coaches, a baggage chair car, a chair-tavern car, and a chair-observation-lounge car, all constructed by the 'Budd-Shotweld' method. The exterior of the cars is of stainless steel in various combinations of color and finishes, and the underframe and body bolsters are of stainless chromium-nickel-steel. This construction insures high tensile strength combined with weight reduction. The Budd Company is now manufacturing two more such trains for the Seaboard Railway.

A rack-rail Diesel-electric locomotive has been built by the General Electric Co. for the Manitou & Pike's Peak Railway, replacing the tilted steam locomotive used on the cog railway since 1891. Instead of hauling, the new locomotive pushes a 50-passenger car; it can provide traction at the wheels as well as on the track, but not simultaneously. It is powered by three electric generating units, each rated at 160 h.p.