. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . e advantages that would accrue if such,a device is generally adopted. The Indian broad gauge railways ex-tend over 16,000 miles of track. Thereare 6 large Administrations including theState, and these own among them some6,000 locomotives, 14,000 passenger and150,000 goods vehicles. All this stock hasso far been fitted with spring buffers iron drawgear with screw cou-plings. In recent years high tensile steelhas replaced iron in many cases, but mani-festly the strength of the coupl
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . e advantages that would accrue if such,a device is generally adopted. The Indian broad gauge railways ex-tend over 16,000 miles of track. Thereare 6 large Administrations including theState, and these own among them some6,000 locomotives, 14,000 passenger and150,000 goods vehicles. All this stock hasso far been fitted with spring buffers iron drawgear with screw cou-plings. In recent years high tensile steelhas replaced iron in many cases, but mani-festly the strength of the couplings mustbe considered that of the weakest untilsuch time as all vehicles are equipped with,something stronger. It is estimated thatto strengthen up the drawgear, replacewith high tensile steel details and general-ly improve the present coupling and buffing,arrangements to meet the wants of trainsof tons behind the tender will cost$45,000,000,00, whereas, to equip the wholestock with couplers of M. C. B. type inreplacement of the present buffers andscrew couplings, the total capital expendi-. ?.000 T().\ , \IF.\V FROM REAR TO SHOW 10-TON BRAKES TRAIN THROUGHOUT FITTED WITH the Back Bay which is to be reclaimed,and as they had to be built with verylow underframes to enable the side tipsto clear the 5 ft. 6 in. gauge, centra! auto-matic mechanical couplers were used tomeet difficulties in design and also pro- the trains equipped with screw couplingsand buffers, now with loads approximat-ing 2,000 tons and with schedules quickenedup to meet increasing demands of traffic,and further the equipment of freighttrains with continuous brakes, the ques- ture necessary would be only about $20,-000, The advocates therefore claimthat this latter is by far the better pro-cedure to adopt, for it would not only se-cure a stronger coupling but one whichhas many mechanical advantages in safety - Decomber, 1922 RAILWAY AND LOCOMOTIVE liXGlNEERING 341 of operat
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