Canadian engineer . tstage of development and it is now being generally recog-nized that it is necessary to have engineers of experienceand trained to correctly design any reinforced engineeringstructure. POWERFUL FREIGHT LOCOMOTIVES. Serious consideration given to railway economics hasshown that specific locomotive design is a potent factor inoperating expense reduction and it is to this fact that thedifference in a fast passenger locomotive and a mountainfreighter are due. In fact, the locomotive of to-day maybe divided into many classes; each class calling for par-ticular differences which
Canadian engineer . tstage of development and it is now being generally recog-nized that it is necessary to have engineers of experienceand trained to correctly design any reinforced engineeringstructure. POWERFUL FREIGHT LOCOMOTIVES. Serious consideration given to railway economics hasshown that specific locomotive design is a potent factor inoperating expense reduction and it is to this fact that thedifference in a fast passenger locomotive and a mountainfreighter are due. In fact, the locomotive of to-day maybe divided into many classes; each class calling for par-ticular differences which have been developed and haveproved that a locomotive designed for a certain class of workgives better results than one taken from another section ofthe line and applied to the same class of work. Thus it is that the great wheat belt of Western Canadahps called for a locomotive that .will haul grain in that sec-tion to the best advantage, and the management of theCanadian Northern Railway have commissioned the Canada. Foundry Company, Ltd., of Toronto, to construct twentylocomotives similar to the one forming the illustration tothis article. These monsters are among the largest locomotivesoperating in the Dominion, and differ, in the main, fromsmaller types only in their massive proportions and fuel-carrying facilities. They are built for a standard gauge of 4 feet 8% inches,and have a total wheel base (locomotive) of 25 feet 5 cylinders are of simple design. 24 in. by 32 in., andthe boiler is of the extended wagon top with a workingpressure of 180 pounds to the square inch; the boiler con-tains 272 two-inch tubes, while the smoke stack has adiameter of 17 inches. When these machines were designed, the British Colum-bian Cabinet had not issued the edict that will compel alllocomotives operating in that province to burn oil, hence,the fire grates of these locomotives have been designed toconsume bituminous coal; but as they have been designedspecially for wheat haulage
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