. American engineer and railroad journal . inthe inset accompanying this issue. It gives no suggestion ofthe unusual factors employed—these are concealed in the sym-metrical arrangement. The desire to secure a symmetricaland attractive result led to the preparation of a perspectivedrawing of the engine before the work was started, in order topermit of choosing harmonious proportions whenever a choicewas possible. A modern passenger locomotive is thoroughlyworthy of such efforts. In the matter of large boiler capacity this engine and thatof the New York Central, illustrated last month, are near
. American engineer and railroad journal . inthe inset accompanying this issue. It gives no suggestion ofthe unusual factors employed—these are concealed in the sym-metrical arrangement. The desire to secure a symmetricaland attractive result led to the preparation of a perspectivedrawing of the engine before the work was started, in order topermit of choosing harmonious proportions whenever a choicewas possible. A modern passenger locomotive is thoroughlyworthy of such efforts. In the matter of large boiler capacity this engine and thatof the New York Central, illustrated last month, are nearly-alike, but the Lake Shore engine stands for six coupled wheelsand great tractive weight available all the time and the otherfor four coupled wheels with additional tractive weight appliedonly in starting. The basis for the new Lake Shore design was the 10-wheeI,type which has been very successful on this road (AmericanEngineer, November, 1899, page 344), for over a year. These10-wheel engines have averaged more than miles of. New Class J Passenger S. & M. S. Railway-other, the small one being used for firing and both beingopened for cleaning fires and for access for repairs. Thesmaller door is 19 by 11 ins. No special or unusual precautions were taken in the use of 19-ft. tubes; they were made of No. 11 gauge, and 2% ins. indiameter for the sake of stiffness. With piston valves the sin-gle deep bar front frame section brings the stresses in a directline with the driving boxes. The front frame brace and spindleguide is of cast steel, well ribbed. At the back ends the framesagain take the slab form and are well tied together by the cast-steel foot plate, in which the plate, ribs and flanges are of aboutthe same thickness, large bunches of metal being avoided toprevent cracked castings. The cab brackets are thin platesheld between two channels at the rear face of the foot boiler is supported at the firebox by two plates secured toi-in. lugs 3S
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
