. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . distance over which the boosterwas operated was three miles. The maximum steam pressure wasmaintained over the entire division—evenwhen the booster was operated the steampressure did not fall and it was not neces-sary to lower the water level. In ascend-ing Springfield hill the speed slackened toabout seven miles an hour. The boosterwas then cut in and the speed was ac-celerated to approximately ten miles anhour before the top of the grade wasreached. It was necessary to stop at the D. &
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . distance over which the boosterwas operated was three miles. The maximum steam pressure wasmaintained over the entire division—evenwhen the booster was operated the steampressure did not fall and it was not neces-sary to lower the water level. In ascend-ing Springfield hill the speed slackened toabout seven miles an hour. The boosterwas then cut in and the speed was ac-celerated to approximately ten miles anhour before the top of the grade wasreached. It was necessary to stop at the D. & P. crossing in Dunkirk. After thecrossing was cleared the train, althoughstanding on a heavy ascending grade com-bined with a slight curve, was started withthe aid of the booster at the first is considered one of the hardestplaces on the division to start a train,and demonstrated the added drawbar pullobtained from the booster. As we have frequently stated the steamlocomotive seems to be capable of moreimprovement from year to year, and itis alreadv evident that among the more. SIDE \IE\V 01 lUAlLLXG TRUCK WITHBOOSTER recent improvements the booster has metwith nothing but the warmest approba-tion. The design has been improved sinceits first introduction and what at first sightmay seem to be an addition to the multi-plex appliances used on the modern high-powered steam locomotive really requiresno added work of the enginemen. Itsaction is automatic, and in certain typesof road where helper locomotives havebeen required on difficult work the boosteris one of the few improved appliancesthat pays for itself in a very short railroad man may confidently feeljustified in boosting the booster. vately owned mainly for mining and in-dustrial enterprises. The remainder ofthe mileage is divided into two generalclasses, the broad gauge lines and thenarrow gauge lines. The former extendSouth from Valparaiso by way of San-tiago to Paerto Montt, with numerousbranche
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