. American engineer and railroad journal . leg at the same time beingincreased from 5 in. at tin- mud ring to 6 1/16 in. at tin: crownsheet. This will, to some extent, give the impinging action ofthe circulation in the water leg which it is believed is largely re-sponsible for the good service of the ogee shape of side waterlegs. This is one of the heaviest and most powerful Pacific type lo-comotives ever built, as a reference to the comparative table oflocomotives in this issuewill show. The total weight is 248,000 illustrated and (2 of the January, 1909, issue of this journal. I his valve gi
. American engineer and railroad journal . leg at the same time beingincreased from 5 in. at tin- mud ring to 6 1/16 in. at tin: crownsheet. This will, to some extent, give the impinging action ofthe circulation in the water leg which it is believed is largely re-sponsible for the good service of the ogee shape of side waterlegs. This is one of the heaviest and most powerful Pacific type lo-comotives ever built, as a reference to the comparative table oflocomotives in this issuewill show. The total weight is 248,000 illustrated and (2 of the January, 1909, issue of this journal. I his valve gi tried out in practice on ibis roar] on this same type locomotive and its specificationfor this ordei im that tin- have been satisfactory. The gear, 1 I might bi 1 as a combination of the Walschaert and .Marshall val having incorporate in it features of both, but differing from cither. It gives a and obtains its motion from a return crank the same as til*.Walschaert, but does not require a link or any sliding connec-. OF FIREBOX, PACIFIC TYPE LOCOMOTIVE—CHICAGO AND ALTON RAILROAD. lbs., of which 149,500, or 60 per cent., is on driving wheels. Thetractive effort is 31,475 lbs., giving a ratio of adhesion of B. D. factor of 618 falls well within the limits establishedby good practice. The frames are of wrought iron, consisting of a main frame5 in. in width and a 24 in. slab form trailer frame spliced to themain frame just back of the rear pedestal. The main frame in-cludes the single front rail which passes below the cylinders. One of the most interesting features of this design is a newarrangement of trailer truck, which has outside boxes and in-side frames. It is shown in detail in one of the arrangement eliminates the necessity of supplementaltrailer frames and requires but a single slab section, the same asthe trailer truck with inside boxes would have. In this way thecomplication and weight of the extra constructio
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
