ad cay ‘Manager of Sales, Switching Locomotives. eee Taking The Mystique Out Of Horsepower And Tractive Effort For Switching LocomotivesDuring my career inthe rail ‘transportation business, have encountered contusion, disbetiet, ‘suprise, and plain lack of know- Tedgein the areas oftractivecttont ‘and horsepower for switching locomotives. “These problems occur not only withthe users ofthe equipment, bur within our own organizations as well as those of original equip- ‘ent builders and consultants Itisthus hightimewetry to take the mystique aut ofthese per- formance features. In an attempt to simply the subject, Ideal with each feature ‘separately, reviewing the basic, principles ofeach. Then Il put {hom back together to ilustrate the interelationship, ‘Although these characteristics apply te almost any powered vehicle, stick with ralroad locomotives. Lots start with tractive effort. ‘Simply sated, tractive effort isthe phrase used to define locomotive puting abity. eis the resut of ‘mechanical energy or torque ‘being applied to the driving wheels Tractive eff is measur ‘edin pounds or kilograms. ‘A clasely-elate term, draw bar pulls the final pulling force atthe coupling afte subtracting the energy needed to overcome resistances ofthe locomotive set Diagramaticaly, tractive effort ‘and drawbar pull are shown in Figure 1 This explanation may lead you to.conclude thatthe more tractive cfr available, the more the lo0o- ‘motive can puil This is both right land wrong andis actualy where the contusion starts! “The equipment in awell- designed locomotive may be large enough to produce lots of que for conversion to tractive fort. However, some ofthis Torque crit be used because the driving wneols have a tendency to slip both during acceleration and running, ‘Thus, the total available tractive ‘efforts nota perormance meas- Urement. More properly, itis a rating measurement. Its. afunc- tion of equipment size and motor gearing. Total available tractive tft is expressed with a definite time rating such as continuous cor one hour. Tohelp understand, we need ‘another term called “usable trac- tive effort” The more usable trac tive effort availabe, the more the locomative can pull For emphasis, the maximum tractive effort available upto the point of wheosipis the maximum Usable active effort. Locomotive builders normally describe only two tractive efforts in their specications: (1) starting land (2) continuous tractive effort ‘as shown in Figure 2. Starting tractive effort is simply” an arithmetic expression, by trade Standards, of 30 percent ofthe ‘weight ofthe icomotive on ‘fiving wheels, This arithmetic ‘expression infors that theres ‘enough torque available to pro- duce starting tractive effort. tis fan expression of avalabl tractive effort Usable tractive effotis pre- cisely what its name implies. The Tacomative can work al this value within ts rating. ere eR Ce ks Nee ar "TRACTIVE EFFORT IN POUNDS MINUS LOCOMOTIVE RESISTANCE [POUNDS EQUALS DRAWGAR PULL IN POUNDS, Figure 1 Deen Pen Bmore eee) (1) * STARTING TRACTIVE EFFORT IN POUNDS: 90% OF WEIGHT ON DRIVING AXLES Figure2[Now that some specific terms have been defined, les se how ‘they are applied in the real word. ‘A locomotive that operates with (@p seer meshed with arackon the ‘eround can use all ofthe available Torque that is converted to tractive effort But, a conventional locomotive ‘xets ts tractive force through the wheels. The maximum result Ing force is dependent on fiction ‘between the wheel and rail to- ‘gether with siz ofthe contact, rea. The friction varies with ‘condition of the wheel and rll as Wall as softness or hardness of Doth. The contact area varies with rallsiza, (Most of you remember the skinny auto tires ofyestoryear— (Feat to minimize friction drag but precious lite control when compared tothe wide tres of today. And did any of you ever ‘ive on ice, mud, wet grass, or leaves—vory ite rction between thetire and the road.) So, the key factors thet atfect bie tractive effort are the ‘amaunt of fiction and the condl- tions under which the torque is applied. To complicate things abit more, Taiketo introduce another ter called adhesion. This is the measure of useful tractive effort being applied divided by the var- tical weight ofthe locomotive (in pounds) on the driving wheal). ‘Adhesion is usually expressed ‘as a percent. When allthe driving ayes ae conser spe isthe effective total locomo- tive adhesion (Figure 3) ‘Asyouwould expect alocomo- tives maximum performance i at ‘maximum adhesion. Ths level ot performance varies widely due foa combination of factors: rc tion, the wheeVrll contact area, suspension, tuck geometry, ator connections, and ators ski ‘While this combination of factors sounds complicated, we've drawn on our experience tocestablish average maximum values of adhesion for various ‘lasses and types of locomotives. “There are additional factors to consider, of course. Track sys- tems vary widely in three broad ‘categories: poor, average, or ‘excellent. Locomotive designs likewise vay. Even with these variables, we ‘can accurately predict the adhe- sion of specific locomotive designs on any set of tacks. Before we look atthe reation- ship of those elements, ets define some terms to better pinpoint ‘adhesion. They are outlined in Figure 4. [Now let's move to Figure 6 for ‘look at these typical adhesion Note that the available adhe- sion looks just ike a tractive effort ‘curv. Its basically such @ curve only speed is plotted ‘against adhesion rather than trac- teetfon. Algo note that the state rolling ‘adhesions vary widely from max- imum to minimum over the speed range. ‘Slipping adhesionis the shaded area This quickly incicates that the maximum attainable adhe- sions are at low speeds. also Indicates that addtional horeo- Diesel-Electric rena eau ta ae’ pegs ats Switching Locomotive Performance Figure‘power increases the slipping pos- siblity (reer to cure) Since the inherent character- istics ofa locomotive do not change, adhesion capability does not change. However, an increase in weight wil improve the tractive abil At sandetil, a balanced loco- mative as equal weight on all ‘axles. But when the locomotive is pulling, the leading axle of each fruck lends to lit or get ight” hile the rear axles end to absorb ‘more weight or get heavy." This ‘Bhenomenais called weight shift. (Ever notice how a car, ruck, or ‘motoreycle squats when torque 's applied?) \Wnen weight shit occurs, the lightost axle wil slip first and re- ice overall locomotive perform- ‘ance. The"tight” axle phenomena leagens tractive abit and this axle usually contact the bad rail condition frst—thus causing afur- ther dotriorationin tractive ability. “To overcome a bad rail con- dition, we hava a temporary Tox ‘wth sana, However, focomotve ‘Gosigners try to minimize the ‘effect of weight shift with spring- ing and wheel base variation (Harness a race horse toaplow and he wil pul less than an equal weight work horse. His legs have ot been developed for this type of work) Since woight shift wil aways, ‘occur in some degree, the next ‘design challenge isto make cer- tain that al avalable motors con- tinue pull even though one acieis abitligntor sippery. ‘This can reaaly be done by con- necting motor in parallel rather ‘than series or sores parallel ‘The theory is easy to explain buttime coneuming. In essence, this parallel connection mini mmizes the eect of temporary ‘adhesion loss on the light axle, ‘The other three motors keep on pulling, In series, however, the motors in saries withthe slipping motor Also tend to drop load (just as with a series string of lights) and no motors are let working to cor- rect the problem. [Note that the series string of lights on @ Christmas tree is likened to four motors in series con the locomatve, ‘Since the load on aslipping motor approaches zero, so must ‘the load'on those in series with A similar analogy can be made with series-parale and straight Parallel arrangements. ‘The parallel motor connection | the most significant factor in ‘maximizing the available tractive effort and, in turn, pling more train ‘A model of all mechanical and clectricl forces Impacting on Figures adhesion was prepared and com- puter calculations made to deter- Trine mathematically what effect motor connections have, Here in Figures 6 and 7 are the results. In.) ‘actual demonstration tess, these ‘numerical guarantees have been farexceaded, with results as shownin Figures, Itisnot always possible to pro- vie parallel connected motors, This arrangement is dependent ‘upon ganerator size and intended Use ofthe locomotive. Road and dual-purpose loco) ‘motives use series or series par- alle! connected motors at low speed sinos the locomotives are designed to also operate at rela- tively high speeds. They maxi aR ecl pt Overall Adhesion rec Sere eted enon acdBroughont be eed ara by maki wanton wont Somat aiperet © General Electrics switchers ss tre penetrate stirs he ssncetel soars in pera actualy 28-30) Tose (emotes re ot eaigne to eae righ —— ‘Sura activ eller ee then vobite ston othe feylomenrg tate Traowiher Tekh paral eonnesedma” fos can bullae anor ores o ere paral comen Ke hatecnepesiasor ay : recsonsteuorbun re seres, ae isa ‘roragevsatierecvestort Figure? can be quickly calculated by sSuioni thesia DBeonolbeschesonto tun normal ocomotieroning adhe PP sean tc Ei ee ‘Switching Locomotive Performance iam conans Paves) aelaahtomingtecvangeue- | sana Le CONNECTED MOTOR WOROVEMENT OVER: ontreaeimne me Sicclotealechesce ‘Assuming theserieslocoma- pani a om tive hauls ten cars, then the series : Parallel locomotive would haul Bxto= 12508 Bro= 125. Dee ad ‘Switching Locomotive Performance IES PARALLEL. 10% ame {And the parallel locomotive would haut 16.2 cars eed “This explains why atypical Switching Locomotive Performance 125-ton, 1500-horsepower Qsulicher with seies-parall onnections does so much better than a115-ton, 1000-hors=- ower locomotive with series MOTOR CONNECTION __ OVERALL USABLE ADHESION ‘connections even though itonly ‘STRAIGHT SERIES 10% ‘weighs ten tons more, SERIES PARALLEL, 2% ‘The difference in base weight PARALLEL 2 would allow the 1500-horsepower ‘switcher to pull about one However inthis theoretical application where weights equa, the motor connection accounts for an adaltional 2% more cars Figure 9“Tris also should explain why higher horsepower road iocomo- tives make poor switchers. Almost Invariably their starting and switching speed motor connec- tions are series wth poor resulting adhesion qualities. ‘To help counteract sipping problems, lecomotive bulders bffera "bootstrap fix” called a slip detection and correction sys- tom. It frst reduces power and ‘eventually applies sand and ‘somatimes beakes. With tractive effort defined, ‘we.can now tackle the horse- Power partof the puzzle. Thebook Sefiniton of horsepower fs aunit ‘of power equal fo 46 watts or 550 foot-pounds of work per second ‘Back in high school days, this was, depicted as shown in Figure 10. However, Figure 10 loaves usin abitofa quandry. infers that ‘wohhorses could pull double the weight in the same time or the ‘same weight in hal the time, (On the contrary two horses ‘could probably pull double the ‘weight in te sare time but may ot be able to spead up. Perhaps ths fs precisely where the con- fusion got started (Figure 10), Inthe annals of history, we find that the light wagons were pulled bby one horse; heavy wagons by two. ‘Very heavy wagons—such as the Borax and Beer Wagons— used as many as 20 mules or horses. So this horsepower was Used for pulling abily or tractive ‘effort. The animals were not race horses; they ware heavy-duty ‘work horse. “Then there were the passenger vehicles — chariots troikas, bug- ‘ies, coaches and stagecoaches. For low-speed work, one orto horses were used. On high-speed service, three, four, of even more Were used. Her, tia horsepower ‘was used for speed andthehorses ‘were bull for speed So, in one case we used horse- ‘power for pulling and inthe other {or speed. n the locomotive ‘world, the horsepower that we know endunderandia sated Tis canbe don by changing imesinpk toma howeponer — tyotsnetes serge ower nals iyouwore ares eas ‘restiote, entre locome- tantvesforimon) ——_ osmpyesces aaances speedos cetorminedby te actul Fert Figure fersopowerstaled. ithe locomative paling a “This forma stil loaves us a bit cenain numberof cars, tiserert- cgi formulgstil eaves ue ait ingafxedamountof active {sted a change in horsepower effor. Withtnehorsepower fixed, ilchange ine rate eft and the speed (mph) also must {hetore te train the locomotive befired. ‘il haul So ls ook at wo But.ithetrainstats downa —ypical tractive effort curves grade, the active effort required (Figure 12) and then examine the ¢ Bocomes{essand thespeodin-_relalonshipof speed end tractive creases Up agrade thetractve fort effort demand increases and Ate ted speed the 2000- speed drops off. you wish togo ap locomotive willbe operating at faster on aconstant grade youin~ active effon X. This about crease the horsepower. Likewise, ice as much as tractive ett ¥ you decrease it to go slower. forthe 1000-np locomotive et La ice) Dee ated ‘Switching Locomotive Performance TE. (MPH) ot Figure 11However, this assumes that he Sesion ves sucha re iWeetorcan be ised ttcan amcor te 2000p me: ines going thal more at 2 than isiower horsepower Howore, assume that active etion rater han speed sire Stora on altho acheion 8 salt Te 000-9 tcomo- ‘owil pl me samara as the200¢ mp ocomate butt ower specs This what most rote reas o. They simpy Shang tnehoreponertetings and tus the sped at whieh a Specie rain can boroved {Retertonetn curve” nh» ieeomate “Therefor horsepower realy tne tatr ta aad sped In Dring sonic spent ro rormalow. There ite Rereepower needed The 100- he loeorate wiaothejobin Dorhape snot wlth 2000- Fe unt wl workin that ran reich Bothhaveexceoshore. worth Somuenorhersepower Lets puttacve eft and horsepower {Bgotnerand ve how tay toc theswicher steadily apparent thal on of themaln concerns in roadions= mnt sere senaugh horse Powertomaintainaspeedor time Scheu For example, runs witha ttl of toavesandoin0 Rorepower i pul he Mower tay Sil be noessary {aod an adatona 2000 horse ron dmoreasentogetho balan of seed ana ere vothorghtschesiag time Insuring seve, remain concar'ato develop ne mex imum usable rete ort wh minimum amountot rors power that wi the a9 ‘emo sped Tes, weight Sed acheion wit routing as {vector aro primary Gpeorance, Horsepower becomes ainor concam ha show prveusy, entra portion of thehorsepower itataleg srermaly used in switching and then normally for only a shor time If alllocomotives weighed the same and had the same achesion characters, itshouldnt make {any difference fn switching) ‘whether the installed horsepower 15500, 000, 150, or even 2000, {assuming low throttle points permit start without sip) However, it certainly makes a difference inthe financial area. Horsepower that isnotused costs rmoney—in capital expense (or rental expense), fuel consump tion and maintenance. (We all have cars with too much horse- Power and we pay for them in fuel land maintenance). Considering thse cost concerns, horsepower shouldbe selected on the basis (of maximum performance expected. Using tne horsepower formuia again lets assume thatthe train {© behandled wil require 40.000 pounds of tractive fort to over- Come resistance. Also, assume the speed at which cars must be potted or humpedis five miles per hour. The rallhorsepower Fequired = 40.000 (9) 2000 (9) - 533 horsepower. ‘And this probably is more than {enough horsepower for spotting orhumping, Intranster or interchange work, itmay be desirable toreach a balanced speed of say 10 miles per hour. In this case, the horse- ower would have tobe twice as much or 1086. Quite afew locomotive users with cash problems have iden- tified their real needs, improved tractive effort, and reduced horse power by tying thei oldswitchers toslugs or mates. In effect. they ‘wound up with nearty twice the {active efor at half the speed | wont go into the economics ofthis ation butt dos empha ‘ize, ina practical sense, thatthe major conoem for switching is tractive effort and not horsepower. In this presentation, Ie talked about the switching areas of spot- ting, humping and transfer, wile ‘sidestepping he issue of car Kick ing, Here again horsepower isnot important. The real need is for dulck acceleration fromm standstill ‘ora very low speed. Ifquick accel- ‘rations possible, tho cars wil ‘automatically roll atsome reason able speed alter release, Sots look at one more formula—that Diesel-Electric Re eet ctu Figure 12{or acceleration (shown in Figures 1Sand 14). Nat active effort i the key factor required. (Engine or throtle response is certainly a factor but not important for this demonstration). Itshould be clear thatthe highest possible usable ‘ractve efortis what produces the fastest acceleration, Let's compare two locomotives, ‘ofthe same weight—one with an ‘adhesion capability to produce £60,000 pounds tractive effort the ‘ther only 50,000 pounds. The ecomotive with 6,000 pound capability will accelerate 20 por- Cent faster than the locomotive with 80,000 pounds capabilty ‘Tris tos right back tothe earlier statements about effective ‘overall adhesion of locomotives, ‘with various motor connections. The paralel-connected locomo- tive will always accelerate faster than the series-parallel or series locomotive of the same weight land, therefore, kick cars faster, {Now throttle response becomes Important) This paralle-con- ‘nected locomotive wl also handle more cars at any onetime fang save on numberof tps. “Therefore usable tractive effort is again the need. And, with the same speed requirements as {or spotting or humping, the horsepower requirement must remain the same. youwillamomber, Imention- ed that manufacturers offer slip ‘detection and correction systems that ultimately apply sand ang maybe brakes tohelp preventslip. However, remember that the rst thing these systems dois de- ‘crease the horsepower by chang- ing excitation. (Just as youlet up on the gas pedal when your car ‘wheels spin) Hump control systems do the ‘same thing without the applica tion ofsand orbrakes. When these dovices are used on switchers, it {urther verifies the low horse- ower quirement in switching Now you may stillbe wondering why odor higher horsepower ‘switchers ike the Alco 1000 and ‘SW1200 usually pulled more than the lower horsepower units they replaced. The answer is simple. First of al the base weight was, Increased due to aheavier engine, generator, and other equipment Secondly, on some ofthe loco- motives the motor connections were changed from series to series-paallel to take advantage (ofthe bigger generator. Pilconclude with the observ tion that itis quite natural to ass0- ciate high horsepower with im- proved pulling abilly. But, in reality, the additonal horsepower merely sets the stage forincreas- ‘ed weight and, in some cases, improved motor connections. ‘And these factors improve the inactive efor abiliy—not horsepower. Insummary then, tractive effort moves trains and horsepower fixes the speed. For switching, {900d adhesion qualities with resultant high tractive efor is ‘sirable and horsepower is relatively unimportant. Takenote that excess horsepower can even be expensive, gaat Switching Locomotive Performance Figure 13, Hs ‘ner TRACTIE. ‘MPHS = "100 X TONS TRAIN WEIGHT Figure 14 GENERAL @® ELECTRIC o