. American engineer and railroad journal . 0 = 5,280 X l from which must be deducted the engine friction, which, if taken at 12| per cent, of the total power, leaves a tractiveeffort attherails of about 22,000 pounds. This is enormous for a speed ofover 18 miles per hour. Performing the same calculation forcard No. 29, taken with the engine working simple, and wefind the tractive effort, after deducting engine friction, to be inround numbers 35,000 pounds. This figure indicates what maybe expected from this engine at slow speeds, as shortly afterstarting, or when working on heavy grades.
. American engineer and railroad journal . 0 = 5,280 X l from which must be deducted the engine friction, which, if taken at 12| per cent, of the total power, leaves a tractiveeffort attherails of about 22,000 pounds. This is enormous for a speed ofover 18 miles per hour. Performing the same calculation forcard No. 29, taken with the engine working simple, and wefind the tractive effort, after deducting engine friction, to be inround numbers 35,000 pounds. This figure indicates what maybe expected from this engine at slow speeds, as shortly afterstarting, or when working on heavy grades. As the weightupon the drivels is 150,000 pounds, it is interesting to note thatthe ratio between that weight and the tractive effort at the mo-ment the card referred to was taken was to 1. This figureought to interest one of our English contemporaries, who assumesa ratio of 6 or 7 to 1, and then cannot understand why Americanlocomotives can exert such large tractive we do not illustrate the frames of this engine, a few. Fie. at Base of Dome. facts regarding them may not be out of place. They are4A inchesthick throughout, except at the cylinders and forward of themwhere the thickness is 4 inches. The top rail is in general 4inches deep, and the bottom rail from 2A to 3| inches deep. Overthe driving boxes the top rail is 5+ inches deep and the pedestalsare closed at the bottom by thimbles and 2i-inch bolts. At thecylinders the top and bottom rails are separate forginge, each 5^inches deep. Just back of the cylinder saddle there is a spacer be-tween then 224 inches long. The boiler, shown in Figs. 6, 7 and X, is notable chiefly for itsgreat size and the high pressure carried—200 pounds. It is ofthe extended wagon-top, radial-stay type, and though nominally72 inches In diameter, is in reality 80 inches in diameter for con-siderably more than one-half of its length. For particulars re-garding heating surfaces, etc., we refer our readers to our articlel
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
