. Locomotive engineering : a practical journal of railway motive power and rolling stock . val in form. The rims were cored, andwere cut through at four places, and hadwrought-iron filling pieces fitted in thecuts. The hubs were also cored out inthe heavy part (into the axle core hole).These wheels were particularly wellshaped and neat in appearance. The en-gine truck wheels had hollow oval spokes; were cored at the middle of the hub andalso at the rim (were chilled cast iron, ofcourse). These also were very neat in ap-pearance. The engine truck was of thesquare frame pattern, having bars 4 x
. Locomotive engineering : a practical journal of railway motive power and rolling stock . val in form. The rims were cored, andwere cut through at four places, and hadwrought-iron filling pieces fitted in thecuts. The hubs were also cored out inthe heavy part (into the axle core hole).These wheels were particularly wellshaped and neat in appearance. The en-gine truck wheels had hollow oval spokes; were cored at the middle of the hub andalso at the rim (were chilled cast iron, ofcourse). These also were very neat in ap-pearance. The engine truck was of thesquare frame pattern, having bars 4 x i^inches. They had a spring over each box,held by stirrups. No equalizers wereused. The tender trucks were of the samestyle and pattern as the engine truck; had heating and rapid wear of brasses, espe-cially in dry, dusty weather, and when thewheels were worn out, new trucks wereput under with the journals outside of thewheels. In design and finish this engine andanother of the same pattern and size, ex-cept that it had drivers 6 feet in diameter,received a month after the first (named. Fig. 9 the same pattern of wheels, spring ar-rangements, etc., and they also had insidejournals the same as the engine truck. The tender frame was made of twoheavy pieces of timber, about as shown inFig. 13, at 5 S, with cast-iron bracketsT T. The end sills were cut to the shapeshown at U U. These inside bearingtender axles gave much trouble from Fig. 8 William G. Armstrong. Mr. Armstrongbeing president of the road at the time),were extremely neat and well finished—more so, probably, than any enginesturned out by other builders at that boilers, in proportion to cylinderarea, were nearly or quite up to that ofthe present day. They steamed well, andwere considered unusually fast on a long 276 LOCOMOTIVE ENGINEERING. June. i8g8. run; but owing to the comparatively smallcylinders and large drivers, they wereslow in starting. Their valves had atravel of 4)4 inches at full stroke; hadi-
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Keywords: ., bookcentury1800, bookdecade1890, bookidlocomotiveen, bookyear1892
