. American engineer and railroad journal . MM ^|^^^^^^H|^H^^^B â PP^^ilcan^ l^ig^^^p^^bi^^^^ HBBifi^^^^^y^^^J ^^^1 LIGNITE BURNING LOCOMOTIVE FOR THE OREGON R.^ILROAD AND COMPANY. fuel has probably been more extensively used on the Chicago,Burlington & Quincy Railway than on any other and on pagei6i of the May, 1908, issue of this journal an illustrated articleappeared discussing the development of a satisfactory designof locomotive to burn this fuel on that railroad. Other com-panies have from time to time purchased locomotives designedto burn lignite and the last of these is the
. American engineer and railroad journal . MM ^|^^^^^^H|^H^^^B â PP^^ilcan^ l^ig^^^p^^bi^^^^ HBBifi^^^^^y^^^J ^^^1 LIGNITE BURNING LOCOMOTIVE FOR THE OREGON R.^ILROAD AND COMPANY. fuel has probably been more extensively used on the Chicago,Burlington & Quincy Railway than on any other and on pagei6i of the May, 1908, issue of this journal an illustrated articleappeared discussing the development of a satisfactory designof locomotive to burn this fuel on that railroad. Other com-panies have from time to time purchased locomotives designedto burn lignite and the last of these is the engine shown in locomotive several changes have been incorporated, the mostnoticeable being the use of a radial stay boiler in place of thecrown bar type. Walschaert valve gear is also used in placeof the Stephenson, the design being such that although thecombination lever is outside of the guides and the piston valveis inside of the cylinders, no rocker arm is employed. In point of total weight this engine is the largest of any of. ELEVATION .^ND SECTION OF LOCOMOTIVE DESIGNED TO BURN LIGNITE. 404 OCTOBERj 1910. AMERICAN ENGINEER AND RAILROAD JOURNAL. 403 this type on our records, although it is exceeded in weight ondrivers by the Virginian engine * and the Northern Pacific loco-motivet and in theoretical tractive effort it is exceeded by bothof these as well as by the locomotives built at the Milwaukeeshops of the Chicago, Milwaukee & St. Paul R. The ratioof weight on drivers to total weight in this case is 77>^ per cent.,while on the Northern Pacific locomotive it is -S/z per cent.;on the Virginian it is 82 per cent., and on the Milwaukee 77per cent. In point of heating surface, however, this design is far in thelead of the other three, having 5,559 sq. ft., as compared to 4,466on the Virginian; 3,614 on the Milwaukee, and 3,437 on theNorthern Pacific. The latter two engines have a large combus-tion chamber, which accounts to some extent for the smalltotal heating su
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
