. American engineer and railroad journal . d that the limi-tations are of a very elastic nature, and that they can be con-siderably stretched. We find, moreover, especially in France,Belgium and Austria, tendencies similar to those which havelately led to such remarkable changes in American is therefore not without interest to see. in a general way,what these tendencies now are and to what types of locomo-tives they may lead, types which will besides vary less and lessaccording as, in the future development of the locomotive, thedimensions of its principal parts reach determined lim
. American engineer and railroad journal . d that the limi-tations are of a very elastic nature, and that they can be con-siderably stretched. We find, moreover, especially in France,Belgium and Austria, tendencies similar to those which havelately led to such remarkable changes in American is therefore not without interest to see. in a general way,what these tendencies now are and to what types of locomo-tives they may lead, types which will besides vary less and lessaccording as, in the future development of the locomotive, thedimensions of its principal parts reach determined short, the variety of types ought to decrease as the difficul-ties met with in the arrangement of their parts increase. Forinstance, when in 4-coupled engines the dimensions of the fire-box grow to a given extent, there remains only one, or at mosttwo,methods of arranging the fire-box relatively to the wheels;similarly when the diameter of the cylinders exceeds a certainlimit, they cannot be placed inside the frame plates, and con-. Fig. 1.—Development of the Modern 4-Coupled sequently the inside cylinder arrangement, at present muchin use, must disappear. It is necessary to differentiate between increases of absolutepower and increases per unit of weight. If the absolute poweronly of a locomotive be increased, its weight becoming pro-portionately greater, heavier loads could, it is true, be hauledat given speed, but the maximum speed possible would not begreater, for this could only be attained by increasing thepower per unit of weight. I mean here by power the work which a locomotive can do,and not merely, as is sometimes meant in railway parlance, thecapacity an engine possesses of hauling a load; in other words,I am considering the power developed on the pistons, or at therim of the wheels, or at the draw bar, and not exclusively theamount of tractive effort, more or less apart from all idea ofspeed. The increased power per unit of weight may be attai
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