. American engineer and railroad journal . from the corners. The location of the center pin bearing, SVzinches back of the center of the saddle, will be referred to inconnection with the truck. of the three engines had cast steel frames, the othersbeing of wrought iron, except the front sections, which areof cast steel in all cases. The form, including the deep slabat the cylinders. Fig. 16, is similar to that of the freightengines illustrated last year, except that the upper rail is setdown behind the driving boxes in order to make the firebox asdeep as possible, and the frames of
. American engineer and railroad journal . from the corners. The location of the center pin bearing, SVzinches back of the center of the saddle, will be referred to inconnection with the truck. of the three engines had cast steel frames, the othersbeing of wrought iron, except the front sections, which areof cast steel in all cases. The form, including the deep slabat the cylinders. Fig. 16, is similar to that of the freightengines illustrated last year, except that the upper rail is setdown behind the driving boxes in order to make the firebox asdeep as possible, and the frames of Class E 1 provide for thehanging of the brake apparatus without requiring castings forthe bearings. The splices and cylinder joints are made tight bykeys which are planed in pairs to insure accuracy of fitting,and they are arranged in such a way as to be in compressionrather than in shear. The slab at the cylinders is 24% and that at the foot plate is 13% ins. deep. The tear- JoNE,i900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 163. ings at the lugs are cut away on the saddle sid« for a space oneach side of the neutral axis in order to prevent rocking of thesaddle at the joints in case they should be tightest at the cen-ter. This road has within the past two years equipped about175 engines with this arrangement of cylinders separate fromthe saddles without a single instance of loosening in stiffness and rigidity of connection to the cylinders andfoot plate are noteworthy features. The equalizing system is5hown in Fig. 17, in which the equalizer between the rear driv-ers and the trailers is shown to be non-symmetrical. This waslone in order to reduce the weight carried on the hangers are placed under the rear springs. To guardigainst the loosening of the connection between the rear ends)! the frames a foot plate, Fig. 18, in the form of a pressed steel Fig. J4 box girder with three webs, was used. Usual constructionemploying bars with joi
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
