. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . it of work as compared withthe consolidation, when operated underthe conditions for which it was orig-inally designed; namely, low speed termine the best practice by a thor-ough test, participated in jointly by the i ntral and Pennsylvania ra and the Ameri- can 1 i .Iallct was returned to the Schenectady plantand was equipped with a superheaterand otherwise prepared for the testsand for the operating conditions of theroad at large expense. The changesincluded the application of a Securitybric
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . it of work as compared withthe consolidation, when operated underthe conditions for which it was orig-inally designed; namely, low speed termine the best practice by a thor-ough test, participated in jointly by the i ntral and Pennsylvania ra and the Ameri- can 1 i .Iallct was returned to the Schenectady plantand was equipped with a superheaterand otherwise prepared for the testsand for the operating conditions of theroad at large expense. The changesincluded the application of a Securitybrick arch. A second test of the Mallet as modi-lied was then made. In comparisonwith the results of the first test, theecond test proved conclusively thathighly superheated steam used in con-junction with compound cylinders gavegreater economy in operation as a re-sult of the improved cylinder perform-ance thereby secured. Acting on thebasis of the data secured, the AmericanLocomotive Company has stronglyrecommended the application of firetube superheaters to Mallet enginessubsequently built by MALLET 2John Howard, Supt. of Motive Power. FOR THE NEW VuKK CENTRAL AND HUDSON RIVER R. R. American Locomotive Company, Builders. motive power, the maximum operatingcapacity of the single track was so near-ly reached that over time—always ex-pensive—was excessive. To secure greater operating capacitymeant either double tracking the line orincreasing the weight of the train bythe adoption of heavier power. Themanagement desired to procure a loco-motive capable, without assistance, ofhandling a train of 70 cars—the maxi-mum capacity of the existing sidings—over the division at an average speed of10 to 14 miles per hour. Because of theenormous tractive power available inthe Mallet, this type seemed to offerthe best means of accomplishing theend in view, and steps were taken tothoroughly investigate its merits forthis division. The adoption of the Mallet type onanother division
Size: 2993px × 835px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1900, bookdecade1900, bookidrailwaylocom, bookyear1901
