. Railway mechanical engineer . omotive havinga tractive effort of 56,000 lb., two classes of Pacific typelocomotives with 43,700 and 42,600 lb. tractive effort re-spectively, and a Santa Fe type locomotive with a tractiveeffort of 66,000 lb. All of these locomotives have beendesigned by the mechanical engineering department of theCanadian Pacific and are being contsructed at the Augusshops in Montreal. The initial order of 10 Mikado t)pe locomotives has 235,000 lb. on the driving wheels, which gives a factor ofadhesion of The cylinders are 25 in. by 32 in., driv-ing wheels 63 in. outsid
. Railway mechanical engineer . omotive havinga tractive effort of 56,000 lb., two classes of Pacific typelocomotives with 43,700 and 42,600 lb. tractive effort re-spectively, and a Santa Fe type locomotive with a tractiveeffort of 66,000 lb. All of these locomotives have beendesigned by the mechanical engineering department of theCanadian Pacific and are being contsructed at the Augusshops in Montreal. The initial order of 10 Mikado t)pe locomotives has 235,000 lb. on the driving wheels, which gives a factor ofadhesion of The cylinders are 25 in. by 32 in., driv-ing wheels 63 in. outside diameter, which with a normalboiler pressure of 200 lb. per sq. in., gives a maximum calcu-lated tractive effort of 56,000 lb. THE BOILER The boilers are of the extension wagon bottom type, andare the first of this kind to be used on Canadian Pacificlocomotives. This type of construction was adopted forseveral reasons; the steam dome can be located on the secondcourse, which simplifies the seam construction on the third ^l-Hi. -249 5^^^ Extension Wagon Bottom Boiler for Canadian Pacific Mikado Type Locomotive already been completed and one of them is described inthis article. The other new types of locomotives are nowbuilding and will be described in later issues of this publi-cation. The design of the Mikado locomotives is largelv Ijasedon the experience obtained from the earlier Mikado typewhich was designed and constructed by the Canadian Pacificin 1912. There are no radical departures from what iscommonly accepted as standard practice. Close attentionhas, however, been paid to the design of every detail andno effort spared to produce a common-sense locomotive whichwill give relialile and efficient service. The locomotives have a total weight of 320,500 11).. with course; the standpipe is further away from the crown sheetwhere the greatest ebullition occurs; it shortens the dry pipeand consequently the length of the steam passage, and pro-vides a greater steam storage spac
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
