. Electric railway journal . gether on the longitudinal center line of the locomo-tive. This arrangement combines the advantages of thestandard front and construction of the American andConsolidation types of steam locomotives. The re-maining two pairs of driving wheels and the two trail-ing wheels of the main running gear are side-equalizedtogether again, following accepted steam-locomotivepractice. The method of equalization used here providesa weight variation on the driving wheels of only 6 percent from normal when the locomotive is pulling at 30per cent adhesion. The center of gravity of
. Electric railway journal . gether on the longitudinal center line of the locomo-tive. This arrangement combines the advantages of thestandard front and construction of the American andConsolidation types of steam locomotives. The re-maining two pairs of driving wheels and the two trail-ing wheels of the main running gear are side-equalizedtogether again, following accepted steam-locomotivepractice. The method of equalization used here providesa weight variation on the driving wheels of only 6 percent from normal when the locomotive is pulling at 30per cent adhesion. The center of gravity of the main running gear, in-cluding motors, is 41% in. above the rail, and the heightof the center of gravity of the complete locomotive is63 in. above the rail. The designers of this locomotive point out as salientfeatures the following: Large capacity in single-cabunit; flexibility of running speeds with small rheostaticlosses; twin-motor design with quill drive; low-voltageauxiliaries simplifying inspection, maintenance and. NEW LOCOMOTIVE FOR PASSENGER SERVICE ON CHICAGO, MILWAUKEE & ST. PAUL RAILWAY gears coupled with a link and having the two-wheeltrucks on the adjacent ends. The main running gear center pins are located mid-way between the first and second driving axles of eachrunning gear. On one running gear the center pin isdesigned to restrain the cab both longitudinally andlaterally, while on the other the center pin restrains thecab only laterally, permitting free longitudinal move-ment. This arrangement of riding and floating pins re-lieves the cab of pulling and buffing strains due to trainload, as these strains are taken directly through therunning gear side frames and bumpers. The drivingwheels are 68 in. in diameter, and carry 55,000 lb. peraxle. The guiding trucks have 36-in. wheels, while eachtwo-wheel truck has a load of 38,500 lb. at the rail, withapproximately 62,000 lb. distributed on each of thefour-wheel trucks. On any single driving wheel, the non-sprin
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Keywords: ., bookcentury1900, bookdecade1900, bookpublishernewyorkmcgrawhillp
