. American engineer and railroad journal . r is representative of the general treatmentof this part in articulated compound locomotives. The new de-parture was made possible through the presence of a combustionchamber in the boiler which allows space bet-ween the tubes andthe shell of the boiler for the introduction of the pipes. As indicated on the drawing the pipes are in two sections, theinterior one being connected to a T head which is in turnconnected to the throttle pipe. The outside section consists ofa copper pipe fitted with an elbow at either end, and has a balljoint connection with
. American engineer and railroad journal . r is representative of the general treatmentof this part in articulated compound locomotives. The new de-parture was made possible through the presence of a combustionchamber in the boiler which allows space bet-ween the tubes andthe shell of the boiler for the introduction of the pipes. As indicated on the drawing the pipes are in two sections, theinterior one being connected to a T head which is in turnconnected to the throttle pipe. The outside section consists ofa copper pipe fitted with an elbow at either end, and has a balljoint connection with the lower end of tkc inside pipe and alsowith the cylinders. The construction is such that this sectioncan be readily removed when desired without the necessity of the special design of cast steel dome employed in previous Mal-let engines is obviated. Particular interest attaches to (his engine as it is the first out-put of the 2-8-8-2 type to be produced by the American Locomo-tive Company. Seven engines of the design were built, five of. •See page 471. December, 1910. ARRANGEMENT OF STEAM PIPES. which will be put into service on the Kansas City, Fort Scott& Memphis Ry., and two on the St. Louis and San FranciscoR. R. of the Frisco system. The total order for equipment also 50 Fehruaky, 1911 AMERICAN ENGINEER AND RAILROAD JOURNAL. 51 included hvclvc consolidations for the New Orleans, Texas and PROPER INSTRUCTION ASSISTS EFFICIENCY Mexico R. R. These latter engines have a total wcifilit in work- ing order of 242,000 lbs., and weight on drivers, ig8,ooo lbs. The H. M. Fitz cylinders are 26 x 30 in, and the locomotives have a theoretical maximum tractive power of lbs. They are a straightfor- x,,,, ,n^p,„y„ .^c not. as a rule, given the consideration and ward design of the 2-8-0 type, except that they are equipped with assistance they should have; they are employed and turned looseCole superheaters of the type. i„ ^Uc shop, and told to go after it. The s
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
