existing locomotive practice, when Mr. Baldwin died, September 7, 1866.
He had been permitted, in a life of unusual activity and energy, to
witness the rise and wonderful increase of a material interest which had
become the distinguishing feature of the century. He had done much, by
his own mechanical skill and inventive genius, to contribute to the
development of that interest. His name was as "familiar as household
words" wherever on the American continent the locomotive had penetrated.
An ordinary ambition might well have been satisfied with this
achievement. But Mr. Baldwin's claim to the remembrance of his
fellow-men rests not alone on the results of his mechanical labors. A
merely technical history, such as this, is not the place to do justice
to his memory as a man, as a Christian, and as a philanthropist; yet the
record would be manifestly imperfect, and would fail properly to reflect
the sentiments of his business associates who so long knew him in all
relations of life, were no reference made to his many virtues and noble
traits of character. Mr. Baldwin was a man of sterling integrity and
singular conscientiousness. To do right, absolutely and unreservedly, in
all his relations with men, was an instinctive rule of his nature. His
heroic struggle to meet every dollar of his liabilities, principal and
interest, after his failure, consequent upon the general financial crash
in 1837, constitutes a chapter of personal self-denial and determined
effort which is seldom paralleled in the annals of commercial
experience. When most men would have felt that an equitable compromise
with creditors was all that could be demanded in view of the general
financial embarrassment, Mr. Baldwin insisted upon paying all claims in
full, and succeeded in doing so only after nearly five years of
unremitting industry, close economy, and absolute personal sacrifices.
As a philanthropist and a sincere and earnest Christian, zealous in
every good work, his memory is cherished by many to whom his
contributions to locomotive improvement are comparatively unknown. From
the earliest years of his business life the practice of systematic
benevolence was made a duty and a pleasure. His liberality constantly
increased with his means. Indeed, he would unhesitatingly give his
notes, in large sums, for charitable purposes, when money was absolutely
wanted to carry on his business. Apart from the thousands which he
expended in private charities, and of which, of course, little can be
known, Philadelphia contains many monuments of his munificence. Early
taking a deep interest in all Christian effort, his contributions to
missionary enterprise and church extension were on the grandest scale,
and grew with increasing wealth. Numerous church edifices in this city,
of the denomination to which he belonged, owe their existence largely to
his liberality, and two at least were projected and built by him
entirely at his own cost. In his mental character, Mr. Baldwin was a man
of remarkable firmness of purpose. This trait was strongly shown during
his mechanical career, in the persistency with which he would work at a
new improvement or resist an innovation. If he was led sometimes to
assume an attitude of antagonism to features of locomotive-construction
which after-experience showed to be valuable,--and a desire for
historical accuracy has required the mention, in previous pages, of
several instances of this kind,--it is at least certain that his
opposition was based upon a conscientious belief in the mechanical
impolicy of the proposed changes.
After the death of Mr. Baldwin, the business was reorganized, in 1867,
under the title of "The Baldwin Locomotive Works," M. Baird & Co.,
Proprietors. Messrs. George Burnham and Charles T. Parry, who had been
connected with the establishment from an early period, the former in
charge of the finances, and the latter as General Superintendent, were
associated with Mr. Baird in the copartnership. Three years later,
Messrs. Edward H. Williams, William P. Henszey, and Edward Longstreth
became members of the firm. Mr. Williams had been connected with
railway management on various lines since 1850. Mr. Henszey had been
Mechanical Engineer, and Mr. Longstreth the General Superintendent of
the Works for several years previously.
The production of the Baldwin Locomotive Works from 1866 to 1871, both
years inclusive, has been as follows:
1866, one hundred and eighteen locomotives.
1867, one hundred and twenty-seven "
1868, one hundred and twenty-four "
1869, two hundred and thirty-five "
1870, two hundred and eighty "
1871, three hundred and thirty-one "
In July, 1866, the engine "Consolidation" was built for the Lehigh
Valley Railroad, on the plan and specification furnished by Mr.
Alexander Mitchell, Master Mechanic of the Mahanoy Division of that
railroad. This engine was intended for working the Mahanoy plane,
which rises at the rate of one hundred and thirty-three feet per mile.
The "Consolidation" had cylinders twenty by twenty-four, four pairs of
drivers connected, forty-eight inches in diameter, and a Bissell
pony-truck in front, equalized with the front drivers. The weight of
the engine, in working order, was ninety thousand pounds, of which all
but about ten thousand pounds was on the drivers. This engine has
constituted the first of a class to which it has given its name, and
over thirty "Consolidation" engines have since been constructed.
A class of engines known as "Moguls," with three pairs of drivers
connected and a swing pony-truck in front equalized with the front
drivers, took its rise in the practice of this establishment from the
"E. A. Douglas," built for the Thomas Iron Company in 1867. These
engines are fully illustrated in the Catalogue. Several sizes of
"Moguls" have been built, but principally with cylinders sixteen,
seventeen, and eighteen inches in diameter, respectively, and
twenty-two or twenty-four inches stroke, and with drivers from
forty-four to fifty-seven inches in diameter. This plan of engine has
rapidly grown in favor for freight service on heavy grades or where
maximum loads are to be moved, and has been adopted by several leading
lines. Utilizing, as it does, nearly the entire weight of the engine
for adhesion, the main and back pairs of drivers being equalized
together, as also the front drivers and the pony-wheels, and the
construction of the engine with swing-truck and one pair of drivers
without flanges allowing it to pass short curves without difficulty,
the "Mogul" is generally accepted as a type of engine especially
adapted to the economical working of heavy freight traffic.
In 1867, on a number of eight-wheeled four-coupled engines, for the
Pennsylvania Railroad, the four-wheeled swing-bolster-truck was first
applied, and thereafter nearly all the engines built in the
establishment with a two- or four-wheeled truck in front have been so
constructed. The two-wheeled or "pony" truck has been built both on
the Bissell plan, with double inclined slides, and with the ordinary
swing-bolster, and in both cases with the radius-bar pivoting from a
point about four feet back from the centre of the truck. The
four-wheeled truck has been made with swing-bolster exclusively and
without the radius-bar. Of the engines above referred to as the first
on which the swing-bolster-truck was applied, four were for express
passenger service, with drivers sixty-seven inches in diameter, and
cylinders seventeen by twenty-four. One of them, placed on the road
September 9, 1867, was in constant service until May 14, 1871, without
ever being off its wheels for repairs, making a total mileage of one
hundred and fifty-three thousand two hundred and eighty miles. All of
these engines have their driving-wheels spread eight and one-half feet
between centres, thus increasing the adhesive weight, and with the use
of the swing-truck they have been found to work readily on the
shortest curves on the road.
Steel flues were put in three ten-wheeled freight engines, numbers
211, 338, and 368, completed for the Pennsylvania Railroad in August,
1868, and up to the present time have been in constant use without
requiring renewal. Flues of the same material have also been used in a
number of engines for South American railroads. Experience with tubes
of this metal, however, has not yet been sufficiently extended to show
whether they give any advantages commensurate with their increased
cost over iron.
Steel boilers have been built, to a considerable extent, for the
Pennsylvania, Lehigh Valley, Central of New Jersey, and some other
railroad companies, since 1868, and with good results thus far. Where
this metal is used for boilers, the plates may be somewhat thinner
than if of iron, but at the same time, as shown by careful tests,
giving a greater tensile strength. The thoroughly homogeneous
character of the steel boiler-plate made in this country recommends it
strongly for the purpose.
In 1854, four engines for the Pennsylvania Railroad Company, the
"Tiger," "Leopard," "Hornet," and "Wasp," were built with straight
boilers and two domes each, and in 1866 this method of construction
was revived. Since that date, the practice of the establishment has
included both the wagon-top boiler with single dome, and the straight
boiler with two domes. When the straight boiler is used, the waist is
made about two inches larger in diameter than that of the wagon-top
form. About equal space for water and steam is thus given in either
case, and, as the number of flues is the same in both forms, more room
for the circulation of water between the flues is afforded in the
straight boiler, on account of its larger diameter, than in the
wagon-top shape. The preference of many railroad officers for the
straight boiler is based on the consideration of the greater strength
which this form confessedly gives. The top and side lines being of
equal length, the expansion is uniform throughout, and hence there is
less liability to leak on the sides, at the junction of the waist and
fire-box. The throttle-valve is placed in the forward dome, from which
point drier steam can be drawn than from over the crown-sheet, where
the most violent ebullitions in a boiler occur. For these reasons, as
well as on account of its greater symmetry, the straight boiler with
two domes is largely accepted as preferable to the wagon-top form.
Early in 1870, the success of the various narrow-gauge railway
enterprises in Europe aroused a lively interest in the subject, and
numerous similar lines were projected on this side of the Atlantic.
Several classes of engines for working railroads of this character
were designed and built, and are illustrated in full in Division VII
of the Catalogue.
The history of the Baldwin Locomotive Works has thus been traced from
its inception to the present time. Over twenty-six hundred locomotives
have been built in the establishment since the completion of the "Old
Ironsides," in 1832. Its capacity is now equal to the production of
over four hundred locomotives annually, and it has attained the rank
of the largest locomotive works in the world. It owes this position
not only to the character of the work it has turned out, but largely
also to the peculiar facilities for manufacture which it possesses.
Situated close to the great iron and coal region of the country, the
principal materials required for its work are readily available. It
numbers among its managers and workmen men who have had the training
of a lifetime in the various specialties of locomotive-manufacture,
and whose experience has embraced the successive stages of American
locomotive progress. Its location, in the largest manufacturing city
of the country, is an advantage of no ordinary importance. In 1870,
Philadelphia, with a total population of nearly seven hundred thousand
souls, gave employment in its manufactures to over one hundred and
twenty thousand persons. In other words, more than one-sixth of its
population is concerned in production. The extent of territory
covered by the city, embracing one hundred and twenty-seven square
miles, with unsurpassed facilities for ready intercommunication by
street railways, renders possible separate comfortable homes for the
working population, and thus tends to elevate their condition and
increase their efficiency. Such and so vast a class of skilled
mechanics is therefore available from which to recruit the forces of
the establishment when necessary. Under their command are special
tools, which have been created from time to time with reference to
every detail of locomotive-manufacture; and an organized system of
production, perfected by long years of experience, governs the
operation of all.
With such a record for the past, and such facilities at its command
for the future, the Baldwin Locomotive Works submits the following
Catalogue of the principal classes of locomotives embraced in its
present practice.
CIRCULAR.
In the following pages we present and illustrate a system of STANDARD
LOCOMOTIVES, in which, it is believed, will be found designs suited to
all the requirements of ordinary service.
These patterns admit of modifications, to suit the preferences of
railroad managers, and where machines of peculiar construction for
special service are required, we are prepared to make and submit
designs, or to build to specifications furnished.
All the locomotives of the system herewith presented are adapted to
the consumption of wood, coke, or bituminous or anthracite coal as
fuel.
All work is accurately fitted to gauges, which are made from a system
of standards kept exclusively for the purpose. Like parts will,
therefore, fit accurately in all locomotives of the same class.
This system of manufacture, together with the large number of
locomotives at all times in progress, and embracing the principal
classes, insures unusual and especial facilities for filling at once,
or with the least possible delay, orders for duplicate parts.
Full specifications of locomotives will be furnished on application.
M. BAIRD & CO.
EXPLANATION OF TERMS.
The several classes of locomotives manufactured by the Baldwin
Locomotive Works have their respective distinguishing names, which are
derived and applied as follows:
All locomotives having one pair of driving-wheels
are designated as B engines.
Those having two pairs of drivers, as C engines.
Those having three pairs of drivers, as D engines.
Those having four pairs of drivers, as E engines.
One or more figures united with one of these letters, B, C, D, or E,
and preceding it, indicates the dimensions of cylinders, boiler, and
other parts, and also the general plan of the locomotive: thus, 27-1/2
C designates the class of eight-wheeled locomotives (illustrated on
pages 56 and 60) with two pairs of drivers and a four-wheeled truck,
and with cylinders sixteen inches in diameter and twenty-two or
twenty-four inches stroke. 34 E designates another class (illustrated
on page 80), with four pairs of drivers and a pony truck, and with
cylinders twenty inches in diameter and twenty-four inches stroke.
In like manner all the other classes are designated by a combination
of certain letters and figures.
All corresponding important parts of locomotives of the same class are
made interchangeable and exact duplicates.
The following table gives a summary of the principal classes of
locomotives of our manufacture:
GENERAL CLASSIFICATION.
----------------------------------------------------------------------------------------------
| | | | DRIVERS. |Truck. |Weight in|
Designation| SERVICE. | Gauge. |Cylinders.|-------------| No. |Working |
of Class. | | | |No.|Diameter.|Wheels.|Order. |
-----------+--------------------------+------------+----------+---+---------+-------+---------|
| | | | | INCHES. | | POUNDS. |
8-1/2 C | Narrow Gauge | | | | | | |
| Passenger and Freight. | 3 feet | 9 x 16 | 4 | 36 to 40| 2 | 25,000 |
| | and over. | | | | | |
9-1/2 C | do. | " | 10 x 16 | 4 | 36 to 40| 2 | 30,000 |
12 D | Narrow Gauge Freight. | " | 11 x 16 | 6 | 36 to 40| 2 | 35,000 |
14 D | do. | " | 12 x 16 | 6 | 36 to 40| 2 | 40,000 |
8 C | Tank Switching. |4 ft. 8-1/2 | 9 x 16 | 4 | 36 | .... | 25,000 |
| | and over | | | | | |
10-1/2 C | do. | " | 11 x 16 | 4 | 36 | .... | 38,000 |
11-1/2 C | do. | " | 11 x 16 | 4 | 36 | 2 | 40,000 |
12 C | do. | " | 12 x 22 | 4 | 44 | .... | 43,000 |
14 C | do. | " | 14 x 22 | 4 | 48 | .... | 48,000 |
14-1/2 C | do. | " | 14 x 22 | 4 | 48 | 2 | 50,000 |
18-1/2 C | do. | " | 15 x 22 | 4 | 48 to 54| .... | 55,000 |
15-1/2 C | do. | " | 15 x 22 | 4 | 48 to 54| 2 | 57,000 |
21 D | do. | " | 15 x 22 | 6 | 44 | .... | 60,000 |
27-1/2 D | do. | " | 16 x 22 | 6 | 44 to 48| .... | 66,000 |
8 C | Switching, | | | | | | |
| with separate Tender. | " | 9 x 16 | 4 | 36 | .... | 22,000 |
10-1/2 C | do. | " | 11 x 16 | 4 | 36 | .... | 34,000 |
11-1/2 C | do. | " | 11 x 16 | 4 | 36 | 2 | 36,000 |
12 C | do. | " | 12 x 22 | 4 | 44 | .... | 38,000 |
14 C | do. | " | 14 x 22 | 4 | 48 | .... | 42,000 |
14-1/2 C | do. | " | 14 x 22 | 4 | 48 | 2 | 44,000 |
18-1/2 C | do. | " | 15 x 22 | 4 | 48 to 54| .... | 49,000 |
15-1/2 C | do. | " | 15 x 22 | 4 | 48 to 54| 2 | 51,000 |
19-1/2 C | do. | " | 16 x 22 | 4 | 48 to 54| .... | 56,000 |
21 D | do. | " | 15 x 22 | 6 | 44 | .... | 52,000 |
27-1/2 D | do. | " | 16 x 22} | 6 | 44 to 48| .... | 60,000 |
| | | 24} | | | | |
25-1/2 D | do. | " | 17 x 22} | 6 | 48 to 54| .... | 66,000 |
| | | 24} | | | | |
15 C | Passenger and Freight. | " | 10 x 20 | 4 | 54 | 4 | 38,000 |
16-1/2 C | do. | " | 12 x 22 | 4 | 54 to 60| 4 | 44,000 |
20-1/2 C | do. | " | 13 x 22} | 4 | 56 to 66| 4 | 50,000 |
| | | 24} | | | | |
22-1/2 C | do. | " | 14 x 22} | 4 | 56 to 66| 4 | 55,000 |
| | | 24} | | | | |
24-1/2 C | do. | " | 15 x 22} | 4 | 56 to 66| 4 | 60,000 |
| | | 24} | | | | |
27-1/2 C | do. | " | 16 x 22} | 4 | 56 to 66| 4 | 65,000 |
| | | 24} | | | | |
28 | do. | " | 17 x 22} | 4 | 56 to 66| 4 | 70,000 |
| | | 24} | | | | |
24-1/2 D | Freight. | " | 16 x 22} | 6 | 48 to 54| 4 | 67,000 |
| | | 24} | | | | |
26-1/2 D | do. | " | 17 x 22} | 6 | 48 to 54| 4 | 72,000 |
| | | 24} | | | | |
28-1/2 D | do. | " | 18 x 22} | 6 | 48 to 54| 4 | 77,000 |
| | | 24} | | | | |
27-1/2 D | Freight and pushing. | " | 16 x 22} | 6 | 48 to 54| 2 | 66,000 |
| | | 24} | | | | |
25-1/2 D | do. | " | 17 x 22} | 6 | 48 to 54| 2 | 71,000 |
| | | 24} | | | | |
30 D | do. | " | 18 x 22} | 6 | 48 to 54| 2 | 76,000 |
| | | 24} | | | | |
34 E | Freight and Pushing. | " | 20 x 24 | 8 | 48 | 2 | 96,000 |
----------------------------------------------------------------------------------------------
PREFATORY.
The dimensions given in the following Catalogue are for locomotives of
four feet eight and a half inches gauge, unless otherwise stated.
The _loads_ given under each class are invariably in gross tons of
twenty-two hundred and forty pounds, and include both cars and lading.
All the locomotives described in this Catalogue are sold with the
guarantee that they will haul, on a straight track in good condition,
the loads stated. Their actual performance under favorable
circumstances may be relied upon largely to exceed the figures given
in the guarantee.
The feed-water for all locomotives specified is supplied by two pumps,
or one pump and one injector. One or more injectors can also be
supplied in addition to the two pumps, if desired.
[Illustration: Locomotive.]
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 15 C.
General Design Illustrated by Print on Page 52.
CYLINDERS.
Diameter of cylinders 10 inches.
Length of stroke 20 "
DRIVING-WHEELS.
Diameter of drivers 54 inches.
TRUCK.
FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER.
Diameter of wheels 24 inches.
WHEEL-BASE.
Total wheel-base 16 ft. 3-3/4 inches.
TENDER.
ON FOUR WHEELS.
Capacity of tank 900 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 23,000 pounds.
On truck 15,000 "
------
Total weight of engine, about 38,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 550 gross tons.
" 20 ft. grade 250 " "
" 40 " 160 " "
" 60 " 115 " "
" 80 " 85 " "
" 100 " 65 " "
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 16-1/2 C.
General Design Illustrated by Print on Page 52.
CYLINDERS.
Diameter of cylinders 12 inches.
Length of stroke 22 "
DRIVING-WHEELS.
Diameter of drivers 54 to 60 inches.
TRUCK.
FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER.
Diameter of wheels 24 to 26 inches.
WHEEL-BASE.
Total wheel-base 19 ft. 1 inch.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 1200 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 28,000 pounds.
On truck 16,000 "
------
Total weight of engine, about 44,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 665 gross tons.
" 20 ft. grade 305 " "
" 40 " 190 " "
" 60 " 135 " "
" 80 " 100 " "
" 100 " 75 " "
[Illustration: Locomotive.]
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 20-1/2 C
General Design Illustrated by Prints on Pages 52 and 56.
CYLINDERS.
Diameter of cylinders 13 inches.
Length of stroke 22 or 24 inches.
DRIVING-WHEELS.
Diameter of drivers 56 to 66 inches.
TRUCK.
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
Diameter of wheels 24 to 30 inches.
WHEEL-BASE.
Total wheel-base 20 ft. 1-3/4 inches.
Rigid " (distance between driving-wheel-centres) 6 ft. 6 inches.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 1400 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 30,000 pounds.
On truck 20,000 "
------
Total weight of engine, about 50,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 710 gross tons.
" 20 ft. grade 325 " "
" 40 " 200 " "
" 60 " 140 " "
" 80 " 105 " "
" 100 " 80 " "
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 22-1/2 C.
General Design Illustrated by Prints on Pages 52 and 56.
CYLINDERS.
Diameter of cylinders 14 inches.
Length of stroke 22 or 24 inches.
DRIVING-WHEELS.
Diameter of drivers 56 to 66 inches.
TRUCK.
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
Diameter of wheels 24 to 30 inches.
WHEEL-BASE.
Total wheel-base 20 ft. 7-3/4 inches.
Rigid " (distance between driving-wheel-centres) 7 ft.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 1600 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 35,000 pounds.
On truck 20,000 "
------
Total weight of engine, about 55,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 835 gross tons.
" 20 ft. grade 380 " "
" 40 " 240 " "
" 60 " 170 " "
" 80 " 125 " "
" 100 " 100 " "
[Illustration: Locomotive.]
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 24-1/2 C
General Design Illustrated by Prints on Pages 56 and 60.
CYLINDERS.
Diameter of cylinders 15 inches.
Length of stroke 22 or 24 inches.
DRIVING-WHEELS.
Diameter of drivers 56 to 66 inches.
TRUCK.
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
Diameter of wheels 24 to 30 inches.
WHEEL-BASE.
Total wheel-base 21 ft. 3 inches.
Rigid " (distance between driving-wheel-centres) 7 ft. 8 inches.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 1800 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 39,000 pounds.
On truck 21,000 "
------
Total weight of engine, about 60,000 "
LOAD.
IN ADDITION TO WEIGHT OF ENGINE AND TENDER.
On a level 930 gross tons.
" 20 ft. grade 430 " "
" 40 " 270 " "
" 60 " 190 " "
" 80 " 140 " "
"100 " 110 " "
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 27-1/2 C.
General Design Illustrated by Prints on Pages 56 and 60.
CYLINDERS.
Diameter of cylinders 16 inches.
Length of stroke 22 or 24 inches.
DRIVING-WHEELS.
Diameter of drivers 56 to 66 inches.
TRUCK.
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
Diameter of wheels 24 to 30 inches.
WHEEL-BASE.
Total wheel-base 21 ft. 9 inches.
Rigid " (distance between driving-wheel-centres) 8 ft.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 2000 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 42,000 pounds.
On truck 23,000 "
------
Total weight of engine, about 65,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 1000 gross tons.
" 20 ft. grade 460 " "
" 40 " 290 " "
" 60 " 205 " "
" 80 " 150 " "
" 100 " 120 " "
The distance between centres of drivers (rigid wheel-base) can be made
8 ft. 6 in., if preferred to 8 ft. as given above. This greater spread
of wheels, throwing more weight on the drivers, gives the engine
greater adhesion, and thus adds to its efficiency for freight service.
Owing to the peculiar construction of the truck, the engine is found
to pass short curves without difficulty, even with this greater
distance between driving-wheel-centres.
[Illustration: Locomotive.]
DIVISION I.
ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
CLASS 28 C.
General Design Illustrated by Prints on Pages 56, 60, and 64.
CYLINDERS.
Diameter of cylinders 17 inches.
Length of stroke 22 or 24 inches.
DRIVING-WHEELS.
Diameter of drivers 56 to 66 inches.
TRUCK.
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
Diameter of wheels 24 to 30 inches.
WHEEL-BASE.
Total wheel-base 22 ft. 6-1/4 inches.
Rigid " (distance between driving-wheel-centres) 8 ft.
TENDER.
ON TWO FOUR-WHEELED TRUCKS.
Capacity of tank 2200 gallons.
WEIGHT OF ENGINE IN WORKING ORDER.
On drivers 45,000 pounds.
On truck 25,000 "
------
Total weight of engine, about 70,000 "
LOAD.
IN ADDITION TO ENGINE AND TENDER.
On a level 1075 gross tons.
" 20 ft. grade 495 " "
" 40 " 310 " "
" 60 " 220 " "
" 80 " 165 " "
" 100 " 130 " "
The distance between centres of drivers (rigid wheel-base) can be made
8 ft. 6 in., if preferred to 8 ft. as given above. This greater spread
of wheels, throwing more weight on the drivers, gives the engine
greater adhesion, and thus adds to its efficiency for freight service.
Owing to the peculiar construction of the truck, the engine is found
to pass short curves without difficulty, even with this greater
distance between driving-wheel-centres.
ADDENDA.
ADAPTATION FOR EITHER PASSENGER OR FREIGHT SERVICE.
The five preceding classes, embracing road locomotives with cylinders
from thirteen to seventeen inches in diameter, admit of construction
with either a twenty-two or a twenty-four inches stroke, and with
driving-wheels of any diameter from fifty-six to sixty-six inches.
Each class can, therefore, be adapted to either passenger or freight
service, by giving the shorter stroke and the larger wheel for the
former use, and the longer stroke and smaller wheel for the latter.
The same cylinder pattern is used for both the twenty-two and the
twenty-four inches stroke, the difference in length being made by
recessing the cylinder heads.
ANTHRACITE COAL BURNERS.