. American engineer and railroad journal . FRAME BRACE OVER FRONT PEDESTAL. the superheater elements. The heating surface of the superheateritself is 430 sq. ft. The ratios given for the Atlantic type engineare for the one without a superheater. The frame construction is interesting and excellent and isidentical with that used on the last 4-6-2 type order. The frontframes are separate from the main frames and the connectionbetween the two has been very carefully studied and is a provedsuccess. The cast steel frame braces, which are shown in detail,are located over the front pedestal and betwee
. American engineer and railroad journal . FRAME BRACE OVER FRONT PEDESTAL. the superheater elements. The heating surface of the superheateritself is 430 sq. ft. The ratios given for the Atlantic type engineare for the one without a superheater. The frame construction is interesting and excellent and isidentical with that used on the last 4-6-2 type order. The frontframes are separate from the main frames and the connectionbetween the two has been very carefully studied and is a provedsuccess. The cast steel frame braces, which are shown in detail,are located over the front pedestal and between the second andthird pedestals. They are broad and substantial and located wherethe greatest strains are known to occur. A cast steel bearer forthe link and reverse shaft located between the first and secondpedestals also acts as a frame brace. The Atlantic type locomotives use the same cylinder and cylin- .May. 1909. VMERICAN ENGINEER AND RAILROAD JOURN 197. SCHMIDT SUPERHEATER ON ATLANTIC TYPE LOCOMOTIVE, NORTHERN PACIFIC RAILWAY. der heads as the Pacific, the difference in the diameter of pistonbeing obtained by the introduction of a bushing. The valve mo-tion details on the two designs are interchangeable whereverpossible. The trailing truck on the Atlantic type has inside jour-nals, while the Pacific type has outside journals. The method offrame bracing is also somewhat different in the two designs. The general dimensions, weights and ratios are given in thefollowing table: GENERAL DATA. Type 4—6—2 4—4—2 Gauge 4 ft. 8!^ in. Service Passenger Fuel Bit. Coal. Tractive effort 31,000 lbs. 24,760 lbs. Weight in working order 233,250 lbs. lbs. Weight on drivers 144,350 lbs. lbs. Weight on leading truck 47,000 lbs. 61,950 lbs. Weight on trailing truck 41,900 lbs. 44,300 lbs. Weight of engine and tender in working ,000 lbs. 820,000 lbs. Wheel base, driving 12 ft. 6 ft. 10 in. Wheel base, total 3? ft. 6 in. 27
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
