On Sun, 13 Jul 2008 12:28:00 -0400, "Bob Rice" <email@example.com> wrote:
>> Hi John;
> Sounds like fun? Was it a EMD or Generous Electric?
General Electric. It had a placard on the side signifying that it had served
in Normandy during the Big One. Yep, it was an oldie but a goodie.
>Musta been an oldie? No
>matter they HAVE to have traction motor blowers!For example the Metro
>North's M-1 and M-2 Commuter jobs are a 4 motor car. Motors are rated at 55
>HP on cooled, 185 HP with the turbo blower working. Antrak's AEM-7 electric
>lokies, 4 axle, 4 motor machines just shut the TM down if the blower
>fails!Game over! The OTHER 3 motors are stuck with getting you over the
>road!I think space ois an issue with RR Tm's as they HAVE to fit inside the
>confines of the truck, RR speak for wheel assembly, under each end of a
>lokie.They HAVe to be able to accept hidiously high starting and pulling
Yep. The cables running to the trucks were as large as my wrists. The
mechanics told me that they'd opened up the injector pumps to give the engine
more power to aid in climbing that slope. I know that I had to really feather
the throttle to keep from spinning and wearing divots in the rails. The sand
system didn't work.
I'm curious about something, Bob. The mechanics told me that the motors had
ceramic insulation around the windings, which is why catching fire didn't hurt
> Hydralic drive trains are more common in Europe and Japan, as train
>weights are about half, and you can cool hot hydralic fluid easier than TM
>heat with hurricanes of air? Hydralic lokies were tried here about 40 years
>ago, with Krass-Maffi diesel Hydralics, not correct spelling here, but ,
>like I always do, close. They tried them on the SP and Reo Grande RR's they
>worked OK, but were orphens from, the get go, in an EMD world. The Budd RDC
>Car was a roaring success, with a torque converter setup, we would still
>have them on Amtrak, IF anybody still wanted them, shopwarn and shabby
>toward the end. No new car smell anymore, just mouldy, diseasel one!But as I
>remember worked well. But it was a feather weight 55 tons!
>> According to folks who knew a LOT more about it than I did, the grade
>> off the Southern line in Soddy-Daisy and leading to the Sequoyah Nuclear
>> was the third steepest railroad grade in the country. In any event, a
>> load up that grade was 4 or 5 open top cars loaded with pre-fabricated
> I guees ya came down empty?Holding back loads can be scary, too!On THAT
>grade(cliff?)No Dynamic brake on that lokie?
Empty return trips. We hauled mostly prefab steel for Sequoyah but also
components for the Raccoon Mountain Pumped storage facility. Those parts were
hauled down to a dock and put on a barge for the trip to RM.
Parts included the turbine wheels for the pump/generators. Huge affairs that
came in on specially made low-boy cars so the thing could clear the tunnels. I
bet that the bottom of the wheel wasn't more than 3" off the ties.
I managed to derail one of those :-) Not my fault, as it turns out. TVA
built the switch yard on a grade. The car didn't have a brake shoe on it.
After chocking the wheels and winding down the brakes, I pulled the coupling -
and the thing took off like it was jet-propelled, eating the chocks like they
weren't there. It hit a pile of dirt at the end of the rail, jumped up in the
air a few feet and flopped over. White (management) and green (engineers)
hats swarmed the place like ants at a picnic.
Those wheels were so heavy that I could only make a single car run with those.
> Good point. I don't know of any US-ian Lokie builders doing this. We
>are pretty hide-bound tradition wize in turming lokie wheels.Once the train
>gets rolling they just float along at a fraction of starting anf heavy
>pulling amps. Sorta like driving an Electric car?Think of cruising along
>with 8 Amfleet cars in tow, 75 mph, at about the amps I use in my Jetta. Of
>couse, it's at a tad more volts!!
I figure that if EVs ever become a significant part of the national fleet,
it'll be with the assistance of overhead wires, railroad style. Semi trucks
would be the first logical candidates, given how much fuel they burn and how
high they are anyway. Wired highways and diesel to get to the docks.
>> He's about to order a large electric track-hoe to replace the
>> one that he has now. They use over 1000 gallons of diesel a week so even
>> demand charges, the payback will be rapid.
> Hmmm? Demand charges? How does that work? IF he grabs a BIG bite of stuff
>he hasta PAY like for 15 minutes at that rate EVen if the guy's on coffee
There are two components to commercial and industrial power bills. The energy
charge for the kWh used and a demand charge based on the highest kW demand
during billing interval. Demand is computed as the average on either a 15 or
30 minute basis. 30 minutes in this area.
Demand charges REALLY hurt! I don't have the latest local rate card but the
last increase was only 2% so the old one is representative. Here's the
COMMERCIAL SKED GSA
UP TO 15,000 KWH PER MONTH,
LESS THAN 50 KW DEMAND
8.20 BASE RATE <---- fixed monthly "meter fee"
6.022 CENTS PER KWH
50-1000 KW DEMAND
6.022 PER KWH, FIRST 15,000
2.992 PER KWH AFTER 15,000 KWH
8.88 PER KW OVER 50 KW
That $8.88 cents per kW is a killer. If the demand hits 100kW only ONCE
during the month, then he pays 50*$8.88 = $444.00 JUST for the demand charge.
This is in addition to the energy charge.
Of course, the major customers such as factories, mills and stuff negotiate
special deals. TVA is very good about that in order to attract manufacturing.
The guys that really take it in the nose are the ones on the first tier.
For anything over 200 amp service they install demand meters. That's why I
had 3 200 amp service entrances on my building to supply my restaurant and
neon shop. I might only run the kitchen balls-out once or twice a month for a
very large catering job and I damn sure didn't want to get hit for the demand
charges. So I had the restaurant loads split up into 3 sections, with one
section also feeding the neon shop.
Demand charges were also the reason that every heating appliance in my place
that could run on natural gas did run on natural gas. The local electric
utility regularly offered me incentives to change, offering to pay for the
appliances, in some cases. That pesky little demand charge thing always
stopped the deal in its tracks.
The neon shop was also highly peaky, demand-wise. My bombarder that processed
the finished tubes could draw almost 200 amps. A bombarding cycle only lasted
about 3 minutes but if I was in high production mode, I could do a batch every
10-15 minutes. That could have resulted in a relatively huge demand hit when
the shop AC, lights, air compressor and all the other equipment was added in.
The bombarder fed off one meter and the balance of the shop off another. None
of the meters had demand registers so splitting the load was to balance the
draw from each meter and not overload it.
Demand charges are going to make rapid EV charging, particularly at public
locations, interesting. A savvy C-store operator, for example, is going to
have to figure demand charges in his decision as to whether he installs
charging stations and how much to charge for their use. A 50 amp, 240 volt
charger represents 12kW or $106 in demand charges over and above the energy
It'll be even more interesting if he has several stations available. A
once-a-month pile up where every station was being used at once would cost a
That demand gets charged even if it only happens once a month so a proprietor
would have to have some assurance of a lot of business to make it worthwhile.
Or figure out how to set up a separate business and have a separate meter for
the charging stations. That might be complicated, as most utilities won't
allow multiple meters to avoid demand charges. I had to set up three
different businesses, complete with business licenses, to get mine.
John De Armond
See my website for my current email address
http://www.johndearmond.com <-- best little blog on the net!
Tellico Plains, Occupied TN
Beware the lollipop of mediocrity. Lick once and you suck forever.