. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ters of a mile in length and i- by no meansfree from curve-, but the locomotive quickly demon-strated that it was able to pull a load of 40 uphillfrom a dead start on the spot where the gradienl is steep-est (1 in 22). Starting on the level it pulled with ease 159 160 RAILWAY AND LOCOMOTIVE ENGINEERING June, 1927 a load of 76 tons, composed of trucks and stone. The en-tire cost per week, including wages, depreciation, repairs,fuel, lubricating oil, etc., is under 10 pounds per week(or a
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ters of a mile in length and i- by no meansfree from curve-, but the locomotive quickly demon-strated that it was able to pull a load of 40 uphillfrom a dead start on the spot where the gradienl is steep-est (1 in 22). Starting on the level it pulled with ease 159 160 RAILWAY AND LOCOMOTIVE ENGINEERING June, 1927 a load of 76 tons, composed of trucks and stone. The en-tire cost per week, including wages, depreciation, repairs,fuel, lubricating oil, etc., is under 10 pounds per week(or about $) when 700 tons are hauled. When thequarries are further developed these relative figures willshow an even mure favorable comparison. Description of the Locomotive The locomotive in use on this line weighs 20 tons andis geared for a normal maximum speed of 2? miles anhour, though other weights, it is understood, can be sup-plied. The ratio of the gearing can be adjusted to obtainmaximum speeds of from 10 to 40 miles an hour. Fig. 4is a sectional elevation and plan, and shows the general. British Standard specification. Self-lubricating axle-boxes are provided, the bearing surfaces being oiled bypads from an oil bath. Leathers are fitted to exclude chain drive transmits the power from the engine tothe axles. Experience with road vehicles has establishedthe success of this type of drive, and noteworthy advan-tages are secured by its introduction to locomotives. Asuspension can be used, for instance, that is more flexiblesideways than is permissible in the ordinary locomotive,where the connecting rod of the engine is direct-coupled tothe wheels. Consequently, the blows imparted to the railsin curves are backed only by the weight of the axle andassembly, instead of by the whole mass of the destructive effects on both the locomotive and roadare thus correspondingly reduced. The Engine It will be seen from Fig. 5. which gives sectional ele-vations of
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
