. Official proceedings . cylinders on thetender, was built in 1913. This locomotive has a tractivepower of 160,000 pounds working compound and weighs ondrivers 761,600 pounds total. During the past few years driving axle loads of over60,000 pounds have become quite common and in severalinstances the load has been over 70,000 pounds. Workingsteam pressures have been increased up to <?4o pounds persquare inch, the most commonly used being 200 powers of over 80,000 pounds have been obtainedfrom single expansion engines and of 14T,200 pounds and176,600 pounds from a Mallet locom
. Official proceedings . cylinders on thetender, was built in 1913. This locomotive has a tractivepower of 160,000 pounds working compound and weighs ondrivers 761,600 pounds total. During the past few years driving axle loads of over60,000 pounds have become quite common and in severalinstances the load has been over 70,000 pounds. Workingsteam pressures have been increased up to <?4o pounds persquare inch, the most commonly used being 200 powers of over 80,000 pounds have been obtainedfrom single expansion engines and of 14T,200 pounds and176,600 pounds from a Mallet locomotive when workingcompound and single expansion respectively. To give a general idea of the increase in the numberof steam locomotives from year to year, we have preparedthe following diagram from Government and Builders rec-ords. In addition to the number of locomotives in use onthe railroads, we have indicated the number equipped withair brake and automatic couplers, showing the very rapidadoption of these devices. 129. Mr. Peirce then proceeded with the moving pictures,illustrating- the construction of modern steam locomotives. PRESIDENT: 1 am sure we have all been very muchinterested, as well as instructed, by the paper which hasbeen presented tonight and the illustrations shown on thescreen. Perhaps it wrould be somewhat difficult to discussthis paper as it is so largely historical in its purpose but 1am sure Mr. Peirce will be glad to answer any questionswhich you may desire to ask him and no doubt some ofthe older members may be able to give us some reminis-cences of the earlier days of railroading which would beapropos to a paper of this sort. MR. D. J. REDDIXG: What astounded me most inthat performance was the speed with which these fellowsworked. I am quite sure they were not working at thegovernment rate of 72 cents an hour when they did thatwork. If we could get the prescription the Baldwin peopleuse we would not be complaining about the shortage of it
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