. American engineer and railroad journal . .Total weight -r total heating surfaceWeight on drivers -r- total heating surface Tractive effort x diam. drivers ~- total heating surface Total heating surface -f- vol. equiv. simple cylinders Grate area -r vol. equiv. simple cylinders G. N. B. & O. Baldwin American 2-6-6-2 0-6-6-0 355,000 lbs. 334,500 lbs 316,000 lbs. 334,500 lbs 21i/2&33x32 ins. 20632x32 ins 55 ins. 56 ins. 71,600 lbs. lbs 200 lbs. 235 lbs 44 ft. 10 ins. 30 ft. 8 ins. 10 ft. 10 ft. 5,658 sq. ft. sq. ft 78 sq. ft. sq. ft. 56 697 700 271 295
. American engineer and railroad journal . .Total weight -r total heating surfaceWeight on drivers -r- total heating surface Tractive effort x diam. drivers ~- total heating surface Total heating surface -f- vol. equiv. simple cylinders Grate area -r vol. equiv. simple cylinders G. N. B. & O. Baldwin American 2-6-6-2 0-6-6-0 355,000 lbs. 334,500 lbs 316,000 lbs. 334,500 lbs 21i/2&33x32 ins. 20632x32 ins 55 ins. 56 ins. 71,600 lbs. lbs 200 lbs. 235 lbs 44 ft. 10 ins. 30 ft. 8 ins. 10 ft. 10 ft. 5,658 sq. ft. sq. ft 78 sq. ft. sq. ft. 56 697 700 271 295 As regards the general size and capacity of the boiler thetwo locomotives are very nearly alike, the Great Northernengine, however, has the Belpaire type of firebox, while theradial stay design is used on the Baltimore & Ohio both have practically 5,600 sq. ft. of heating surface,the Great Northern engine having 21-ft. flues while the Balti-more & Ohio engine has flues 20 ft. 10% ins. long. The grate. HEAVIEST LOCOMOTIVE—CHEAT NORTHERN RAILWAY. this locomotive have given entirely satisfactory results withrespect to design, maintenance and operation: Flexible jointsto the high and low-pressure cylinders. Receiver and exhaustpipes. Articulated frame. Intercepting, reducing and emer-gency valves. An intermediate chamber system of compound-ing and simpling. Combination hand and power reversinggear. Walschaert valve motion. Method of securing high-pressure cylinder to boiler. Tracking and riding qualities,going forward or backward around maximum curvature andwhen pushing, pulling or braking trains or running has been no trouble on account of priming, and theresults accomplished through the distribution of work overfour instead of two main crank pins and auxiliary parts havebeen markedly satisfactory. It was found that this locomotive would haul a heaviertrain over the same grades than two consolidation locomo-tives, which together (including tend
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
