Factory and industrial management . acket,rods to live-steam inlet valves, are invisible or absent as comparedwith the Bavarian-built engine. The valve motion is inside in thefirst and entirely outside in the second. In the latter the whole of theinside and outside motions are most readily accessible at all times andplaces—and this is an important practical advantage not to be ignoredfor the sake of avoiding a display of the mechanism—which is not onewhit more simple, rod for rod and pin for pin, in the one machine thanin the other. The French engine differs from the preceding types inthat it
Factory and industrial management . acket,rods to live-steam inlet valves, are invisible or absent as comparedwith the Bavarian-built engine. The valve motion is inside in thefirst and entirely outside in the second. In the latter the whole of theinside and outside motions are most readily accessible at all times andplaces—and this is an important practical advantage not to be ignoredfor the sake of avoiding a display of the mechanism—which is not onewhit more simple, rod for rod and pin for pin, in the one machine thanin the other. The French engine differs from the preceding types inthat it has two complete sets of reversing gears and four valve mech-anisms. It has, in common with the English machine, special framebracings for the support of the outside cylinders—which are dispensedwith, with notable advantage, in the Bavarian-built machine. Butthe new French engine has no outside main steam pipe as usual inmost French locomotives. Each engine is interesting for new featureswhich will be described in due 370 EUROPEAN LOCOMOTIVE WORK. Locomotives Built by J. A. Maffei of Munich. zyT- Baden State Railway. The oo 00 o type locomotive shown inFigure 3 was Maffeis first design of the Central European balancedcompound engine, which, in the year 1904, ran at higher speeds thanwere ever before attained under equal conditions, by a Europeansteam locomotive—that is, an average start-to-stop speed of y2 milesper hour for a distance of 39^4 miles on a continuous rising gradient,the difference between levels at either end being 359 feet, the car load138 metric tons and the maximum speed, on a short level, 90 milesper hour. The full-way speeds for the whole journey varied between75 and 84 miles per hour on the ascending grade. This locomotivewas designed for trains running up to 56 miles per hour, average, orup to 62 miles per hour in making up time. It was built before ex-perience had given full confidence in the use of piston valves and ata time when it was d
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Keywords: ., bookcentury1800, bookdecade1890, booksubj, booksubjectengineering
