. Railway mechanical engineer . recently been turned outof the Richmond Works of the American Locomotive Com-pany, the light locomotive for deliverj- to the Atlantic CoastLine and the heavy locomotive for delivery to the Erie. Thelight locomotive is one of a total of 59 of these locomotiveswhich have been ordered by the Railroad Administration, 26to be built by the American Locomotive Company and 3i bythe Baldwin Locomotive Works. Orders have been placed this locomotive in working order is 306,000 lb. and it has amaximum tractive effort of 43,900 lb. In Table II will be found a comparison of t
. Railway mechanical engineer . recently been turned outof the Richmond Works of the American Locomotive Com-pany, the light locomotive for deliverj- to the Atlantic CoastLine and the heavy locomotive for delivery to the Erie. Thelight locomotive is one of a total of 59 of these locomotiveswhich have been ordered by the Railroad Administration, 26to be built by the American Locomotive Company and 3i bythe Baldwin Locomotive Works. Orders have been placed this locomotive in working order is 306,000 lb. and it has amaximum tractive effort of 43,900 lb. In Table II will be found a comparison of this locomotivewith several other heavy Pacific type locomotives. The heavystandard locomotive compares more closely with the Penn-sylvania K4s Pacific than with any of the others. It hasabout 4,000 lb. less weight on drivers than the Pennsylvanialocomotive, with a total weight 3,000 lb. less, and on a com-parative basis is rated at 600 lb. less starting tractive comparison of the heating surfaces of the two locomotives. The Standard Light Pacific Type Locomotive for a total of 20 of the heavy locomotives, 10 with each ofthe above mentioned builders. The light Pacific type was designed on the basis of drivingwheel loads of 55,000 lb. per axle and has a total weight of277,000 lb. in working order. The actual driving axle loadsare 54,000 lb. each, and a tractive effort of 40,700 lb. isdeveloped. In Table I will be found a comparison of thislocomotive with a number of others of the same type designedon the basis of approximately the same axle loads. It willbe seen that the standard locomotive is somewhat similar in would indicate that the Pennsylvania locomotive had a con-siderably greater capacity for high sustained speed whenhandling similar loads. The boilers of the two standard Pacific type locomotivesare generally similar in construction, both being of the conicalwagon top type with combustion chamber fireboxes. The out-side diameter at the first ring of the two boile
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
