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MALLET ARTICULATED TRIPLEX COMPOUND LOCOMOTIVE FOR THE ERIE RAILROAD. Built by the Baldwin Locomotive Works

weight, and it is from these designs as worked out by Mr. Henderson that this locomotive has been constructed.

As can be seen from the engraving, the wheel arrangement is what would be termed 2-8-8-8-2; or, in other words, three complete engines or units with one leading wheel and one trailing wheel. The locomotive is intended for pusher service and develops a tractive force of 160,000 pounds; the total weight on all driving wheels being 743,000 pounds, while the total weight of the engine and tender ready for service is 830,000 pounds. It will thus be seen that the ratio of adhesion to tractive effort is equal to 4.6.

pressure and four are low-pressure, the arrangement is equivalent to a compound engine having a ratio of cylinder volumes of 1 to 2. The boiler is equipped with a Gaines type of furnace or combustion chamber, the firebox having a total length of 13 feet 6 inches, and a width of 9 feet. Of this total dimension, however, the grates occupy a space of 10 feet in length by 9 feet in width, while the combustion chamber, 54 inches long, extends forward into the boiler barrel, the tubes having a length of 24 feet. A Gaines type of furnace consists of a vertical brick wall placed back of the back flue sheet and containing air ducts through which air passes on its way into the firebox and, coming in contact with the hot bricks, is heated to the proper combining temperature so as to readily combine with the volatile matter distilled from the fuel, and thereby insure practically perfect combustion. In connection with this vertical brick wall the regular Security arch is used, the front end of the arch resting on the vertical brick wall and inclined upward toward the back of the firebox, the whole arch being carried in this instance on six 34-inch arch tubes. The heated air passing through the vertical wall is delivered under the arch by seven 3-inch pipes. The engine is fitted with two fire doors placed 32 inches between centers. The engine, however, is fired by means of a Street mechanical stoker.

The locomotive itself is built on practically the same lines as all other Mallet locomotives; that is, the rear unit of the locomotive-not the tender-is the highpressure unit, and is rigidly attached to the boiler, while the forward unit under the locomotive is flexibly connected; that is, the boiler simply rests on bearing pieces and is free to move laterally irrespective of the engine frames. The highpressure unit takes steam direct from the boiler, highly superheated steam being used. The right-hand high-pressure cylinder exhausts into a receiver connected to the two front low-pressure cylinders, while the left-hand high-pressure cylinder exhausts into a receiver connected to the two rear low-pressure cylinders; that is, the cylinders driving the engine that is under the tender. The front low-pressure cylinders exhaust through an exhaust nozzle and out of the stack in the usual This engine is equipped with the manner, while the rear low-pressure cylin- largest superheater ever applied to a locoders exhaust up a pipe placed at the motive, being composed of 53 elements back end of the tank. Between the rear low-pressure cylinders and the exhaust pipe, however, is placed a feed water heater through which the exhaust steam passes, thereby heating the water in the rear end of the tender. This heater consists of a large drum traversed by small tubes, the drum having a connection with the tank through a suitable valve, and the exhaust steam passing through the tubes. The hot water from this drum is used for feed water and is forced into the boiler by means of two pumps shown All the valves are of the piston type, between the first and second pairs of 16 inches in diameter, inside admission drivers on the high-pressure unit, the and driven by the Baker valve gear, all pumps being driven from the crossheads three sets of motion being controlled of the high-pressure engine. The engine simultaneously by a Ragonnet power reis also equipped with two injectors to be versing mechanism. In designing this used in case of emergency. These injec- locomotive, interchangability of parts was tors, however, draw cold feed water from carried out as far as possible; consethe front of the tank. Both pump and quently, all six cylinders were cast from injector checks are placed on top of the the same pattern, while the valve motion boiler near the front end. All the cylin- and driving gear details used in connecders under the engine are of the same tion with the three groups of wheels are dimensions, and as two of them are high- practically interchangeable. The piston

and having a superheating surface of 1584 square feet. The header, instead of being a single casting, as is usually the case, is divided into two separate castings, one used for the saturated and the other for the superheated steam. The exhaust nozzle is of the single type, but adjustable, so far as size is concerned, by an adjusting device placed just outside of the smoke arch so that the opening can be varied at will, depending upon the work the engine is doing.

heads used in connection with this engine are of steel forgings, dished, and surrounded by a cast iron bull ring, the bull ring carrying three packing rings and secured to the piston head by a retaining. ring, which is electrically welded in place. The cylinders and steam chests are all bushed, and the bushings, as well as the piston and valve packing rings, are made of Hunt-Spillar metal. The tender frames-unlike ordinary tender frames are built exactly the same as ordinary locomotive frames, being fitted with springs, equalizers, etc., while the tank proper rests upon these frames, supported by six bearing pieces which also serve as cross-frame braces, the tank being placed

sufficiently high to clear the valve

motion.

000 lbs. ; on truck, back, 57,000 lbs. ; total, 830,000 lbs.

TANK. Water capacity, 10,000 gals.; coal capacity, 16 tons.

2353. Largest Engine.-"What is the largest engine, how many drivers, what is the wheel base, and what road has them?" -W. E. McC.

"Subscriber" above. This is undoubtedly Answer. See answer to question by the largest engine built to date.

2354. Tonnage.-"What is the most tonnage pulled on any road?"-W. E. McC.

Answer. The largest regular tonnage pulled on any railroad is that handled by engines of the Mikado type used on the First Division, from Victoria to Sewall's Virginian Railroad on what is termed the Point, Va., where engines handle 7,500 tons in 100 loads. On the Deepwater

The forward engine is connected to the middle engine with a flexible connection, allowing both vertical and lateral movement, and practically the same connec- Division from Page, W. Va., to Princeton, tion is used between the middle engine and the rear or tender engine. The engine is also fitted with a Baldwin type of starting valve, admitting live steam to all four low-pressure cylinders, the valve being manually operated from the cab.

This locomotive marks a new and interesting development in general locomotive design, and its performance will undoubtedly be closely watched by the entire railroad world. It is fortunate that the mechanical stoker has been so far developed as to make it a practical device, as otherwise it is doubtful if it would be within the capacity of a fireman to main

tain the necessary amount of steam. The general dimensions of the locomotive are

as follows

CYLINDERS.-High-pressure, two 36 in. x 32 in.; low-pressure, four 36 in. x 32 in. BOILER.-Diameter, 94 in.; working pressure, 210 lbs.; firebox, length and width, 162 in. x 108 in.; tubes, diameter, 5 in. and 21 in.; tubes, number, 53-5 in., 326-2 in.; tubes, length, 24 ft. 0 in.

HEATING SURFACE.-Firebox, 272 sq. ft.; combustion chamber, 108 sq. ft.; tubes, 6418 sq. ft.; arch tubes, 88 sq. ft.; total, 6886 sq. ft.; superheating surface, 1584 sq. ft.; grate area, 90 sq. ft.

WHEELS.-Driving, diam. outside, 63 in.; journals, diam. and length, 11 in. x 131/16 in.; engine truck wheels, front, diameter, 33 in.; engine truck wheels, back, diameter, 42 in.

W. Va., the Mallet type handles 6,250
tons, a helper being provided in this in-
stance, however, from Clarke's Gap to
Elmore. On the Carolina, Clinchfield and
Ohio Railroad, Mallet types handle regu-
fireman fires one of these Mallets ahead
On this latter road one
larly 6,480 tons.
of a 6,400 ton train, 100 miles, shoveling
on an average about twelve tons of coal
over the division.

highest draft or drawbar pull on tank?"2355. Drawbar Pull.-"What is the W. E. McC.

the highest tractive effort exerted by any Answer.-Up to the present time about locomotive is that of the Mallet type used on the Virginian Railroad, which exerts a drawbar pull of 115,000 pounds. This will be far exceeded, however, by the new type of locomotive constructed for the Erie Railroad, which has a tractive effort of 160,000 pounds.

2356. Boiler Supports.-"How is a locomotive boiler supported?”—H. R. N.

Answer. The front end of the locomotive boiler is supported by the cylinder saddles and rigidly attached thereto. The rear end of the boiler is supported by the

frames, the boiler either resting on flexi

ble sheet-iron braces or connections, termed expansion braces, or being carried connections being rigidly attached to the in sliding connections, one portion of the

boiler and the other to the frames, but so

WHEEL BASE.-Rigid, each group, 16 arranged that the boiler is free to slide ft. 6 in.; driving, 71 ft. 6 in.; total, 90 forward and back as it expands and conft. 0 in. tracts. In some cases the rear end of WEIGHT (Estimated).-On all driving the boiler rests on bearing pieces attached wheels, 743,000 lbs. ; on truck, front, 30,- to the locomotive frame with

a link

hanger also provided to keep the boiler in the tank in case of a failure of the from moving up and down, but still leav- coil heater. ing it free to move forward and back.

2357. Expansion of Boilers.-"How is the difference in expansion between the boiler and the frames provided for?"-H. R. N.

Answer.-As stated in the answer to the question above, the difference in expansion is provided for by not having the rear end of the boiler rigidly attached to the frames, but either resting on bearing pieces or being carried in what are termed expansion pads or braces, or else being connected to the frames by means of flexible sheet-iron braces; or, in other words, the difference in expansion is provided for by having the boiler flexibly instead of rigidly connected to the frames at the rear end.

2358. Result if Boiler were Rigidly Fastened. "What would be the result if the boiler were fastened rigidly to the frames at both ends?"-H. R. N.

Answer. As the boiler expands when it becomes heated, while the frames do not, on account of the frames not being subjected to the same heat as the boiler, the boiler naturally expands more than the frames, the difference in expansion depending upon the length of the boiler. Now, if when the boiler was cold, it was rigidly attached at both ends to the frames, it is plain that when the boiler expanded it would either tear loose the fastenings at one end or the other, break the frames or cause such a strain on the boiler as would start it leaking wherever it was fastened to the frames.

2359. Using Indirect Heater on OilBurning Locomotive.-"How should the indirect heater be used on an oil-burning locomotive?"-H. R. N.

Answer. First, open the cock on the boiler head just sufficient to produce steam at the drain cock under the tank. The heater should be used constantly when the weather is in any way chilly. The drain cock should be opened just sufficient to drain off the condensation.

Atomizer

on

be

2361. Operating OilBurning Locomotive.-"How should the atomizer be operated?"-H. R. N. should Answer. The atomizer turned on just strong enough to atomize all the oil coming out of the burner, as if the atomizer steam jet is not on strong enough the fire is liable to go out when standing at stations or when the engine is working light, and if the atomizer is turned on too strong with a light fire it would reduce the firebox temperature and also be a waste of steam.

2362. Blowing Out Burner on OilBurning Locomotive.-"How should the burner be blown out?"-H. R. N.

Answer. First, close the oil valve between the engine and tank; then turn the This will steam-heater valve on full. cause the steam to blow out through the burner instead of being blown back into the tank, and usually carry all obstrucIf the burner becomes tions with it. clogged up with sand or pieces of waste, it might be necessary to take out the inner case or steam jet in order to remove the obstruction.

2363. Starting Atomizer on Oil-Burning Locomotive. "How should the atomizer be started?"-H. R. N.

Answer.-When the firebox is below the igniting point, which is a dull red. open the dampers, start the blower and atomizer medium hard; throw a piece of saturated oily waste, after lighting same, on the bottom of the inner pan; close and fasten firebox door; then turn on the oil very lightly and see if it ignites at once. If not, shut off the oil at once and see if the waste is burning. When the oil has ignited, reduce the blower and atomizer to a very light feed, and also reduce the oil flow until the stack becomes almost clear.

2364. Starting Pilot Light on OilBurning Locomotive.-"How should the pilot light be started?"-H. R. N.

Answer. See answer to question above, 2360. Blowing Out Connection Between Engine and Tender on Oil-Burning in which both questions are practically Locomotive.-"How should the Mc- answered. Laughlin oil connection be blown out between engine and tender?"—H. R. N.

2365. Direct Heater, Oil-Burning Locomotive.-"Why should the direct heater not be used more than absolutely necessary?"-H. R. N.

Answer. First, close the firing valve; then open the cock between the heater line and oil line; close the heater line and turn the cock on the boiler head to the heater line on full. This will blow all obstructions back into the tank. This arrangement may also be used to heat oil jectionable.

Answer. Because, if the direct heater is kept on constantly it will produce water enough in the oil to become ob

then bent down so that it forms a girder, having projecting lugs, B, which rest on

2366. Fireman's First Duty on OilBurning Locomotive.-"What is the fireman's first duty on taking charge of an the top edge of the side sheets. Each oil-burning engine?"-H. R. N.

Answer. See that the oil tanks are

full, oil heater in operation and oil heated to proper temperature as soon as possible; also that the fire is burning; that no oil is dropping or lying in the outer pan and that no brick or other obstruction to the free passage of oil from the burner to the front wall is lying on the bottom of the inner pan, and that the sand buckets are full.

2367. Engine Slipping Shut Off.-"Has there ever been a practical answer as to why an engine slips while running with throttle closed; if so, what is it?"-H. R. N.

crown-bar, therefore, consists practically of two bars of iron welded together at the ends, so as to form one bar, but having an opening or slot in the center of the bar. The crown bolts, now, pass upward through the crown sheet and through the slot in the crown-bar, as shown, a washer being placed across the top of the crown bar and a nut placed on top of this. As the nut is tightened it puts a tension on the bolt, so that the crown bars by means of these bolts now support the crown sheet, a cast washer being placed between the top of the crown sheet and under the crown bars, to prevent sheet being pulled

up.

Answer. This question has been practicaly answered in these columns about 2369. Position of Eccentrics.-"Will once every year, the answer being that you kindly explain which eccentric leads there is no such thing as drivers slipping the pin with an inside admission valve,

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when the throttle is closed in the sense that slipping is generally used; that is, that the drivers are revolving faster than the engine is moving. What has generally been thought to be the slipping of drivers in cases of this kind has been a sliding or a momentary stoppage of the revolution of the drivers, and caused usually by wheels being out of quarter.

2368. Crown-Bars. "Please explain through the columns of the Magazine the general form of a crown-bar and state if same are not bolted?"-J. L. M.

Answer.-In order to give you a better idea of the crown-bar, we give herewith an illustration in which is shown the usual type of crown-bar and the manner in which it supports the crown sheet of a locomotive. As can be seen, this crownbar consists of two bars of iron, each bar being about 1 inch thick and 4 inches deep, and welded together at the ends, as shown at A. The ends of the bar are

direct valve gear, and why? Can a direct valve gear be used with an outside admission valve?"-L. M.

Answer. See answer to Question 2291, page 585, of the May, 1914, issue of the Magazine.

2370. Engine Truck Cradle.-"Please explain what is an engine truck cradle and cradle bolt."-L. M.

Answer. An engine truck cradle consists of a casting hung from swinging hangers in the center of the engine truck frame, and sometimes known as the female engine truck center casting, the male engine truck center casting resting within the female or cradle casting. This cradle casting is so called because it is hung on swinging hangers, so that as the engine takes a curve the cradle casting can swing laterally or side-ways. The cradle bolts, of which there are usualy four, are the bolts passing through the cradle hanger.

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