INDUSTRIAL LOCOMOTIVES

FOR MINING, FACTORY,AND ALLIED USES

PART. III. - ELECTRIC LOCOMOTIVES

Generally the original text followed the illustrations in numerical order, however some illustrations are referred to out of sequence, some in conjunction with others (in sequence or not), and others are not elaborated upon at all. I have attempted to maintain the illustrations in the order they appear in the articles (not always numerical order as some appear to have been switched around in the typesetting) and move the text to match the illustration.

Original illustrations	Original text	Notes
FIG. 44.- A STORAGE BATTERY LOCOMOTIVE BUILT BY MESSRS. SIEMENS & HALSKE, BERLIN	... .. .
FIG. 45.- A SHUNTING LOCOMOTIVE BUILT BY MESSRS. MATHER & PLATT, LTD., MANCHESTER, ENGLAND	Fig. 45 illustrates a small locomotive built about 10 yesra ago, and supplied to the textile works of Messrs. Tweedale & Smalley, of Castleton. It is designed to draw a loaded waggon, not exceeding twenty tons weight, at a speed of about two miles an hour. It is used for shunting waggons on a siding connecting the boiler house and delivery of stores of the textile machinery works with the main line. The current is supplied by overhead wires and returns through the rails, which are bonded with copper strips and rivets. The locomotive somewhat resembes an ordinary goods waggon. It is fitted with coil-spring buffers of the standard height and centres, axle boxes and guides, and a hand screw brake with wooden brake blocks bearing on the car wheels, which are 28 inches in diameter. The locomotive is roofed in with galvanised corrugated iron carries on wrought iron pillars. These continu through the roof and carry te collector bars, which rub upon the conductor wire. The driving motor is of the Manchester type, and is mounted on a cast iron bed plate which slides on cast iron brackets bolted to the framing of the car. The motor is fitted with a vulcanised fibre pinion eith steel end plates of 21 teeth, the pinion gearing with a cast iron wheel of 72 teeth on the gudgeon shaft, on which is keyed a chain pinion of seven teeth, driving a chain wheel of 22 teeth, fitted upon one axle of the locomotive. A sand box is provided, and the car is fitted with a controlling switch, resistance box for starting and regulating the speed, and a reversing switch. The weight of the locomotive is a little over 3 tons.	A history of Mather and Platt http://www.zipworld.com.au/~lnbdds/Boschi/
FIG. 46.- AN ELECTRIC SHUNTING LOCOMOTIVE BUILT BY MESSRS. MATHER & PLATT, LTD., MANCHESTER, ENGLAND	The system of collectors on the locomotive lends itself particularly well to the requirements of this line, as there are many points, curves, and crossings. The system consists of two wrought iron bars placed about 6 feet apart, one of which is always rubbing on the under surface of the overhead wire. Fig. 46 shows another locomotive built by this firm for use as a shunting engine at a large iron works in Sweden. The locomotive is designed to draw a load of seventy tons, exclusive of its weight, at a maximum speed of 4½ miles per hour. Current is supplied at a pressure of 300 to 330 volts. The gauge is standard and the wheels are of steel, 27 inches in diameter, and the wheel base being 4 feet 6 inches. The side frames of the locomotive are of steel, and are somewhat deep for the size of the car, owing to the height of the buffers above the rail. The general design of the cab is similar to those built by Messrs. Mather & Platt, for the City and South London Railway. The motor is of the double-armature type made under the patents of Drs. J. & E. Hopkinson. Owing to the slow speeds at which the axles have to run the armatures are connected to them by means of spur gearing in the ratio of 10 to 1. There are two main switches, one of which is for stopping and starting by inserting or cutting out resistances from the main circuit, or for cutting off the current altogether, and the other is for reversing and for entirely breaking the connection between the locomotive and the main conductor. The locomotive is arranged with overhead collecting gear, which has had to be carried to a height of about 16 feet from the rail, owing to the neccessity of clearing certain obstacles with te bare overhead conductor. As a protection against the weather the whole working parts is boxed in, as well as all the connections to the collectors, etc., this being necessary on account of the heavy falls of snow experienced in winter.
FIG. 47.- A MINE LOCOMOTIVE BUILT BY MESSRS. MATHER & PLATT, LTD.
FIG. 48.- ELECTRIC LOCOMOTIVES IN A GERMAN "DRIFT" MINE
FIG. 49.- A THREE-PHASE MINE LOCOMOTIVE BY MESSRS. SIEMENS & HALSKE, BERLIN
FIG. 50.- A SIEMENS & HALSKE DOUBLE LOCOMOTIVE		"Müller" "Adam"
FIG. 51.- A SIEMENS & HALSKE LOCOMOTIVE AY WORK IN A CHALK PIT	Fig. 51 illustrates a neat design of locomotive, with overhead conductors, at work in a chalk pit. In this case the height and width of the locomotive are not restricted, so that, in outward appearance, the locomotive differs from the mine locomotives previously described.
FIG. 52.- AN ITALIAN QUARRY ELECTRIC LOCOMOTIVE BUILT BY MESSRS. SIEMENS & HALSKE, OF BERLIN	Fig. 52 shows another design as used at an Italian quarry. In this case double collectors are fitted so as to ensure constant contact with the overhead conductor, ora practice usual for tramway and railway work, though rather rae for industrial service
FIG. 53.- A SIEMENS & HALSKE FACTORY LOCOMOTIVE	Fig. 53 illustrates another design as used about factories and the like; and Fig. 54 shows an interesting scene upon the Berlin Overhead Railway, the locomotive being used for hauling construction trains. In this instance, double conductor rails, which can be clearly seen between the running rails, are provided for the supply and the return of the current. The rough-and-ready arrangement of the narrow-gauge rails is worthy of notice as showing "how things are done."
FIG. 54.- A SIEMENS & HALSKE ELECTRIC LOCOMOTIVE ON CONSTRUCTION WORK IN CONNECTION WITH THE BUILDING OF THE BERLIN OVERHEAD RAILWAY. NOTE THE DOUBLE CONDUCTOR RAILS BETWEEN THE RUNNING RAILS
FIG. 55.- A SIEMENS & HALSKE LOCOMOTIVE WITH CHAIN HAULAGE AUXILIARY FOR VERY HEAVY GRADES
FIG. 56.- A PLATFORM FACTORY LOCOMOTIVE BY MESSRS. SIEMENS & HALSKE, BERLIN
FIG. 58.- A MINE LOCOMOTIVE BY THE ALLGEMEINE ELEKTRICITÄTS-GESELLSCHAFT, BERLIN
FIG. 57.- A STORAGE BATTERY LOCOMOTIVE MADE BY THE SAME COMPANY
FIG. 59.- A DOUBLE-END MINE LOCOMOTIVE BY THE UNION ELEKTRICITÄTS-GESELLSCHAFT, BERLIN
FIGS. 60 AND 61.- BALDWIN-WESTINGHOUSE ELECTRIC MINE LOCOMOTIVES
FIG. 62.- ANOTHER FORM OF BALDWIN-WETINGHOUSE ELECTRIC LOCOMOTIVE	Of a different class, built by the same firm, and intended for surface work, is the locomotive illustrated in Fig. 62, belonging to the Golden Sceptre Gold Mining Company. In this, case larger dimensions are available, and so the engine is of a more ordinary type, and a proper casing is provided.  The engine is guaranteed to exert 100 horse-power continuously for three hours at a speed of 6 miles per hour, and to haul a train of mine cars, weighing, in all, 35 tons, up a maximum grade of 1 to 20. Two 50-horse-power double-reduction, consequent pole motors are employed, one geared to each axle, the wheels being coupled.
FIG. 63.- A DOUBLE-END MINE LOCOMOTIVE BUIOLT BY THE GENERAL ELECTRIC COMPANY, SCHENECTADY, NEW YORK	Fig. 63 shows a double-ended mine locomotive built by the General Electric Company, of Schenectady, New York, and Fig. 64 represents a storage battery locomotive by the same builders, for yard switching and general service about factories. Fig. 66 shows an interesting type of electric locomotives made by the Jeffrey Manufacturing Company, of Columbus, Ohio, U.S.A.
FIG. 64.- A STORAGE BATTERY SHUNTING LOCOMOTIVE BUILT BY THE GENERAL ELECTRIC COMPANY, SCHENECTADY, NEW YORK
FIG. 65.- A PLANTATION LOCOMOTIVE BUILT BY ARTHUR KOPPEL, OF LONDON, BERLIN AND NEW YORK
FIG. 66.- A GONDOLA TYPE ELECTRIC LOCOMOTIVE MADE BY THE JEFFREY MFG. CO., COLUMBUS, OHIO, U.S.A.
FIG. 67.- A THIRD-RAIL MINE LOCOMOTIVE MADE BY THE GOODMAN MFG. CO., CHICAGO	The locomotives described may be said to represent American practice failry thoroughly, but this article would not be complete without reference to some special designs for which the Goodman Manufacturing Company, of Chicago, is responsible, This company exploits the Morgan third rail system, which has been introduced with good results in mine shaving steep grades. This system simplifies arrangements for supplying current to the locomotives. Figs. 67 and 68 illustrate some of the construction details. There are two standard types of locomotives used at the present time in operating this system :- First, that with a single motor, of 75 horse-power; weight, complete, 6000 pounds; maximum height from top of rail, 3½ feer; length, 7 feet; minimum gauge, 18 inches; second, the two-motor type of 150 horse-power; weight, complete, 10,000 pounds; maximum height from top of rail,  4 feet; length 10 feet; minimum gauge, 18 inches. The motors for either of these locomotives are wound for 250 or 500 volts, as required. the locomotive itself consists of a substantial steel frame, mounted on suitable track wheels, - see Fig. 68 - which are driven by one or more electric motors (according to the class) contained in the body of the locomotive, by means of suitable gearing. The sprocket wheels which engage the third rail serve the double purpose of drivign the locomotive along the track and taking up the current from the ril to feed the electric motor; - hence the name "combined third and traction rail." The sprocket wheels are geared to always run in unison, al difficulty in crossing switches or other openings in the track is thus avoided.
FIG. 68.- THIRD-RAIL AND PINION CONSTRUCTION
The track rails are used as the return conductor. The third rail consists of heavy iron bars, perforated at regular intervals throughout their entire length, and made into a continuous rail by means of fish plates, much the same as regular track rails. This continuous rail is enclosed and depressed in a specially prepared wood casing, which serves the double purpose of insulating the rail and protecting men and animals from the current. It is laid five inches off the center of the regular track, this giving room for mules to work over the same rails and avoiding interruption to the working of the mine while the plant is being installed. The sizes of third rail manufactured at the present time are designated as standard, heavy, and special. The standard third rail is usually used with the one-motor locomotive, the heavy with the two-motor locomotive, and special with either the heavy for curves and switches. All sizes are furnished in straight 16-foot lengths. A special "jim-crow" is furnished, which easily bends any of the above mentioned sizes of third rail to suit any curve met with in a mine. The various sizes of third rail are perfectly interchangeable, - that is, any of the third rail locomotives will work well over either standard, heavy or special third rail. Special arrangement have to be made at switches and crossings, but these cannot be considered here.
FIG. 69.- A DOUBLE-MOTOR THIRD-RAIL LOCOMOTIVE	Fig. 69 illustrates a large double-motor third-rail locomotive. The Goodman Company have also designed a locomotive for work with a headway of 32 inches only - probably  the least ever attempted to work with mechanical haulage anywhere. In mines where the men can push the cars out of the rooms, mules can be dispensed with entirely by using these small locomotives, a great saving thus being effected. This company also builds locomotives of more ordinary design, taking current from a trolley wire or from a conductor rail, but space will not permit of any of these being illustrated. As a rue the continuous-current, low-voltage system is employed in the United States, though there are a few examples of the use of three-phase alternating currents. It is very usual, too, to adapt electric coal-cutting machines of various kinds to seld-propulsion by gearing the driving motor, when required, with one of the wheel axles of the carriage. Propelling motors are also fitted to "larrys" for feeding coke-ovens, and sometimes these motor-larrys will haul several trailers when required.
In conclusion, the writer would express his thanks to the numerous firms who jave assisted in the supply of photographs and information, and would also acknowledge his indebtedness to many technical journals, British and foreign, for particulars of work done whereby this comparatively exhaustive survey of practice in various countries in reference to "mining, factory and industrial" locomotives has been rendered possible.