. American engineer and railroad journal . together weighing 96,000 lbs. The spring rigging is similar to that of the Wisconsin Cen-tral engines (see American Engineer, 1898, p. 190) withthe front driving wheels equalized across the engine by meansof a heavy leaf spring. The main equalizers are in the formof 42 in. leaf springs, and the outer ends of the driving boxlevers bear on 22 in. elliptic springs. The driver brake shoesbear against the rear of the wheels and the cylinders are in-side the frames, just in front of the rocker boxes. The in-jectors and checks are inside the cab. The indicat
. American engineer and railroad journal . together weighing 96,000 lbs. The spring rigging is similar to that of the Wisconsin Cen-tral engines (see American Engineer, 1898, p. 190) withthe front driving wheels equalized across the engine by meansof a heavy leaf spring. The main equalizers are in the formof 42 in. leaf springs, and the outer ends of the driving boxlevers bear on 22 in. elliptic springs. The driver brake shoesbear against the rear of the wheels and the cylinders are in-side the frames, just in front of the rocker boxes. The in-jectors and checks are inside the cab. The indicator cards are reproduced because of the interestin piston valves. They were taken in tests of one of the en-gines in freight and passenger service and the data reproducedhere were taken by the builders. We would like to comparethese figures with results obtained upon a stationary testingplant, but this cannot be done, and as our readers may like tosee the results of road tests they are given the opportunity. •-■■ f ■ III. I-, 3% hy 10 in. section. The front ends are connected by a heavy13 in. channel and the back ends by two lighter channels of thesame height, with a % in. vertical plate between them. This Transverse Sections of Boiler. We do not take much stock in road tests, however, for compari-sons. The cab log shows the minimum steam pressui-e to be165 lbs. in freight and 175 lbs. in passenger service, and theavei-age pressures were 198 and , respectively. The trainswere light but the grades averaged feet per mile for the 48miles. The water per horse power is given at 24 lbs. for pas-senger service and for freight. It is worth noting that therecord is much better in freight than in passenger service. Theindicator cards were taken with the other records, at each milepost, the left side of the engine being indicated with a 120 for passenger service, and the right side with a 150 for freight. The chief dimensions of the engine
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
