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URL: http://c-sng-discussion-forum.254.s1.nabble.com/arc-headlights-and-dynamos-tp15165p15177.html
Interesting thread. I went through Coleman looking at generators and headlights. In general, C&S seems to have favored Pyle generators although many cases are hard to identify. When generators are visible, they are either on the headlight platform (mostly in the late teens), behind the air tank in front of to the steam dome (B3Bs, most 2-8-0s), or between the steam dome and the cab (B3Cs). The interesting case is some early headlights with what seem to be electric cables but no visible generator. Where did the power come from?
I then dug into a set of old engineering textbooks I have. A bit late for the oil-headlight arc-headlight discussion, but interesting to see the state of the art in 1923. The reference is (from the front page) "International Library of Technology. A series of textbooks for persons engaged in engineering professions. Scranton International Textbook Company, 1923." I understand that these were college-level texts for engineers in training. The volume on boilers for example has all the math and engineering to compute staybolt stresses, boiler efficiencies, etc. I dug into the section in vol 69D on Locomotive Headlights To see what it said about accepted practice for mounting and use.
John, there is quite a bit on maintenance and inspection, but it seems to be up to the individual railroad who does what and when. Sorry.
Jim, as to control of glare, it has an interesting section where they refer to the headlight lens or "...Goggle Glass that is clear on a road engine", but "In the case of an engine used in switching service however, a single powerful beam of light is not desirable. It is too brilliant and produces a blinding glare that may prove dangerous to switchmen, yardmen, and enginemen. For a switcher headlight a softer light is desired. Such a light may be obtained by using a goggle glass that scatters or diffuses the light." An example is given that uses a lens with a smooth outer face and a grooved inner face to give a diffused light. Clearly the C&S used more primitive tools.
The section goes into a lot of detail on three generators: The GE turbo Generator (no part number given), The Sunbeam RE-3, and the Pyle K-2. It seems from the pictures that the C&S used the K-2 in most cases in the 1920s and 1930s. The earlier generators as on the #13, #21, #22, and #37 all seem to be the Pyle configuration but I can't tell if they are K-2's or earlier models. I haven't been able to find when the K-2s entered service. Each of the three was a steam turbine powered generator with normal spinning-weight governor to give 32 volts at about 500 watts. Maintenance procedures listed adjusting the governors to adjust the speed and give the required voltage.
There is a section on locating the turbo-generator: "The turbo-generator should be located on top of the boiler just in front of the cab, in front of the whistle dome, or just behind the stack." and "The turbo-generator should be set crosswise of the boiler and should be level on the bedplate." Under the section on steam piping there is description of a globe valve for the engineer to put steam to the turbine and that "Long steam lines are to be avoided if possible."
There is nothing about getting power from passenger cars or mounting generators anywhere other than on top of the boiler. So the big question remains: When a locomotive like the #12 had a clearly electric arc headlight from whence came the power?
Skip Egdorf
Los Alamos, NM
Skip Egdorf