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Merge result

To give a full picture of the EuroSPrinter series, I tried to merge the relevant classes into one article. Please feel free to enhance this stub ;-) --Sunshinemind 09:41, 4 September 2007 (UTC)[reply]

'cannon box transmission' ?

Can anyone provide a better translation of 'cannon box transmission' as used a couple of times in the article Talltim (talk) 15:25, 12 October 2008 (UTC)[reply]

Is that from "Tatzlager drive" in the german? if so it's 'axle hung' aka 'nose suspended' motors. (Traction_motor#Transmission_types)
"axle hung" is a better description than "nose suspended" since nose suspended can conjure up the wrong image in my opinion.
The rotation of the motor is in the same axis as the rotation of the wheel. ie not at right angles as you might get through bevel or worm gears - hope that helps.
The article is a little stilted in translation, and I'd like to have a go a making it a little more readable - possible there are 1 or 2 vague-ery errors in there - but nothing actually incorrect.
Thanks to whoever translated it (I assume it was translated?) - you've done 90% of the work and hope you won't mind if I do another 5%. Nice article.Carrolljon (talk) 20:46, 21 January 2009 (UTC)[reply]
Done (mostly) - see below

Tidy

Done a 'tidy up' on this article -see above - still a few things need doing Things I did

  • Removed excess duplicate wiki links
  • capitalised 'class' when it is part of the name of a locomotive ie "Class 101" - hope that was right
  • Removed "three phase locomotive description" - this is at the least confusing I think - all the four electric power supplies mentioned are two phase. - if it referes to some sort of motor arrangement then please explain properly in the text with references.. thanks.


  • Linkified some articles that do not as yet exist - but clearly should as they already have french/german/ etc wikiarticles..
  • Attempted to englishify the translation (only a few very minor changes)

Hope that all was constructive. ThanksCarrolljon (talk) 15:47, 22 January 2009 (UTC)[reply]

follow on

Would a 'technical' section be a good idea - to explain briefly the innards? - the article is already long. - any comments? Thanks again to whoever wrote it - I found it very useful.Carrolljon (talk) 15:59, 22 January 2009 (UTC)[reply]

No railway electrification is 2-phase, DC systems have no "phase", AC systems are either Single-phase(most common) or 3-phase(relatively uncommon). In this case the locomotives are supplied with either DC, or Single-phase AC which is rectified to DC, then the DC link is inverted to 3-phase variable voltage variable frequency AC for supply to the asynchronous induction motors that power the locomotive. The power supply to the Traction Motors is what the reference to "Three Phase Locomotives" refers to. Earlier AC electric locomotives used Universal motors which required the low frequency AC (16 2/3 Hz, later 16.7 Hertz) to avoid arcing.

The ES64U4 locomotives operated by the Vogtlandbahn are Class 183 specifically because they are ES64U4 and not ES64U2. The difference is much more than how many different electrical power systems they can operate under. Structurally the body is different, the U2 version has its central corridor staggered not centered, you can see this by the fact the side doors are offset, the side door is located on the end where the corridor is closest to the bodyside. Second there is only one entrance door to the locomotive on each side. The U4 has a centered aisle throughout the carbody, and there are 2 entrance doors per side and they enter directly into the cab. The U4 version replaced all previous versions no matter the power supplies equipped due to new EU regulations concerning the safety of the locomotive cabs in the event of a collision. Siemens didn't make a designation change to the F4, but later production locomotives have internal structural changes for the same reason. Some later ES64F4 have been produced as DC only versions(for Poland and Italy), the equipment to run under AC power supplies was left out to lower the cost. Hope this clarified things. [User:RailwayNut]

removal AMTRAK

===Amtrak ACS-64=== {{main|Amtrak ACS-64}} In October 2010, [[Amtrak]] ordered 70 new locomotives derived from both the EuroSprinter and new Vectron designs; they are designated the [[Amtrak ACS-64|ACS-64]] and are scheduled to enter service in February 2013.<ref>{{cite web|url=http://www.progressiverailroading.com/news/article.asp?id=24892|title=Amtrak contracts Siemens to supply 70 electric locomotives|publisher=Progressive Railroading|date=29 October 2010|accessdate=29 October 2010}}</ref>

The problem is that nowhere does it say that this is related to either eurosprinter or vectron locomotives (that I've yet seen) Sf5xeplus (talk) 13:46, 30 October 2010 (UTC)[reply]

Main image substitution

I am planning on substituting the current image of the OEBB 1016 electric locomotive with this images, which I think gives a better perspective and better understanding of how this locomotive looks like. Any comments before I do the change please? Thanks.

Thumb --Murdockcrc (talk) 22:43, 3 January 2011 (UTC)[reply]

Miscellanae

- In Hungary the Taurus EuroSprinter electric locomotive is unofficially called "DoReMi" because it makes all the sounds in Kodaly's musical scale while starting from a stand-still. This is due to some semiconductor weirdness.

- There is a design problem with the Taurus: it is excessively powerful, as there is no way to fully utilize 8,400hp with just four axles and a UIC tow hook. This kind of great power would require a six-axle locomotive to fully utilize.

However, in Europe the ideal loco is a four-axle with max. 6k shp. One such loco will pull most trains adequately. Yet, if the train is too big, couple two of them. Coupling three is excessive and makes no sense, because the UIC towing hook is allowed to break at >60 metric tons pull.

Because of the excessively powerful machinery and the 230km/h max speed capability crammed into the Taurus loco, it has a very high price tag.

That is why the "economy" minded TRAXX loco has been more successful in the european 4 axle electric arena recently, with its moderate power and customer-selected top speed of 140/160/200 km/h, where the lower two tiers have simpler tech boogies, cutting much of the the price. E.g. the MAV Hungarian Railways has had ten Tauruses since the late-1990s, but they decided to buy/lease 3 dozen new TRAXXes of the 160km/h variety last year, for economy reasons. 82.131.210.163 (talk) 12:47, 8 December 2011 (UTC)[reply]

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