. Railway mechanical engineer . S: Santa Fe re-ceived from the Baldwin Locomotive Works, two !Moun-tain type locomotives for use in passenger service, whichare designed to develop 54,100 lb. tractive effort. These en-gines bear the road numbers 3700 and 3701, and althoughthey are generalh similar in design there are a number of dif-ferences in the details. Engine 3 700 is fitted for coal burn-ing service and has the Baker valve gear, while engine 3701bums oil and is equipped with the Walschaert valve gear. velop a tractive efiort of 57,200 lb. A comparison of thedimensions of the Santa Fe loco
. Railway mechanical engineer . S: Santa Fe re-ceived from the Baldwin Locomotive Works, two !Moun-tain type locomotives for use in passenger service, whichare designed to develop 54,100 lb. tractive effort. These en-gines bear the road numbers 3700 and 3701, and althoughthey are generalh similar in design there are a number of dif-ferences in the details. Engine 3 700 is fitted for coal burn-ing service and has the Baker valve gear, while engine 3701bums oil and is equipped with the Walschaert valve gear. velop a tractive efiort of 57,200 lb. A comparison of thedimensions of the Santa Fe locomotives with those of othernotable 4-8-2 type locomotives is presented in the table. Using Coles ratios as a basis of comparison, the Santa Felocomotives have ample evaporative capacity, the boiler be-ing something over 100 per cent in this respect. The grate,how-ever, is relatively small, and has a rating of only 87 percent. In other words, the development of the maximumhorsepower which should be obtained from cylinders of the. One of the Two Mountain Type Locomotives Recentiy Buiit for th. Atclnison, Topel<a & Santa Fe There are other differences which will be referred to fjroportions of these locomotives as a whole comparefavorably with any of the same type which have been builtheretofore. They are the heaviest of the type thus far builtand with one exception have not been exceeded in tractiveeffort by any 4-8-2 type locomotives having driving wheelsof equal or greater diameter. The locomotives built by theNorfolk & Western in 1916, with drivers and cylinders eachone inch larger in diameter than the Santa Fe engines, de- size em])l()yed on these engines, at the rate of lb. of coalper horsepower-hour, will require an hourly combustion rateof 138 \h. per sq. ft. of grate of the 120-lb. rate onwhich Coles ratios are based. The New York Central loco-motives referred to in the table have a 98 per cent boiler,with a slightly higher grate rating, and the N
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
