AMERICAN ENGINEER

NEW YORK [ETC.]

V. 87, Jan.-May, 1913

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THE UNIVERSITY OF ILLINOIS

LIBRARY

HE.

REMOTE

^""ORAGE

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INCLUDING THE

American Engin

Established 1832

INDEX TO VOLUME LXXXVII

f' . " .. -^ .

^ ''::' ^''r:-h^:%':^^'',^-A{.':: also of the :-/ ; ,',.;'". ..i;;,-';';

DAILY RAILWAY AGE GAZETTE

:X?:--'y-py!^-i}y^^^^^ issued during the ::.':^ '\: ';v''r-^4'"r-'^- -^^

!^:;2:;\;::v:;:. M. m; and "m/c^b^ conventions "'S^-vS-i;;

m

i - -:;

* ,-., : :' i-'-'

- . .*

-. -\ -V

J ^

.>. ; ,'

.-, -^.

/:.

: . --f . V

)':=--' ^ -^ :-..V -:.-.:. /

^.. ' Application of safety appliances

.Articles in competition .. .2S, 578, 111,

Automobile, Steel frame, P. R. R

Baggage for scenery, C. R. R. of N. J.

Ballast, Repairs

Bolster, Double body, by C. T. West- lake, A. S. M. E

Brake, Variable load, Bettendorf

Box for grain and coal traffic. Can. Pac.

Box, Hopper bottom. Grand Trunk....

Box made into stock cars, C. B. & Q...

Box, Steel end, Xew York Central

Box, Steel frame, Frisco

Box, Steel frame. Grand Trunk

Box, Steel underframe, .A. S. M. E...

Box, Steel underframe, P. & R

Box with hopper bottom. Can. Pac

Center sills. Tables for designing

.. Cleaning on the Pennsylvania

Construction

Construction as viewed by repair men.

Construction, Faulty

Construction of freight, Improved methods of

Construction, Standing committee on..

.. Coupler, Lion freight

'-'-' Coupler, Penn. freight

Coupler release rigging

Coupler, Stark

Couplers and parts. Marking

Damage by improper loading

Department notes, by Keyser

Design of freight, by C. L. Bundy....

Design. Steel passenger problems, W. F. Kiesel, Jr^ A. S. M. E

Design, Steel passenger roof structure, C. A. Seley, A. S. M. E

Design from repairman's standpoint...

247* 373*

473

628t 220t

529* . 124* 580t 152*

67 .

1265*'- 370*

30* ' 309* :

77*-

268 ;

1470t^

562t.;

651* 193*;

260

1357*

391* . 122*, 241* 117* ,. 87 ' 302* :. 397t ' 1500

175* 95 380t

627*

386*

651* '

288* :

307-v

117*.,'

120*

441*: 120*'

438t 81*

568*.;:

147*..

170$ .

1492* ,

615*

608 A.

260 1465* 386* 323* : 379 : 40* '

SS5*;-.

323*:-!' 651* 211*/: 386* ' 444* 98t 348 255 15061 :

437* 1506S 1504* . 1422*

678*

101*

318

649*

203

268

257 .

258 143 c'

i

Page numbers under 1,000 refer to Railway Age Gancttc, Mechanical Edition; those over 1,000 refer to the Daily Raihcay Age Gazette.

editorial; f short non-illustrated article or note; {communication.

Illustrated article:

'^

1913 RAILWAY AGE GAZETTE, MECHANICAL EDITION Index.

Car (continued) '..;-.. ;;\"' / ;

l)esigning freight, by E. G. Chenoweth.

.' i' Diapuragm, Acme

V Diaphragm attachment. Acme

.., Door, Kumsey trcigiit

:' Door, Kumsey man

Doors, Camel

.- Doors, i-'risco steel trame box car

Draft gear tor VO-lon gondola.

505 ' 1530- 1503*.

216*

509 1 500* ;

559* 35 *

v-"- Draft gear, lever type ^^^?.

: * Draft sills, Jersey Central gonjola -07

. End, Cast steel, Wabash postal 610

" End for passeng'er, Barney & >miili 87

: ;. Kn.l frames, cast steel. C. K. R. of

615*

504-

207

1499

388*

150-'*

1505S

381*

207

35*

103*

451*

1522

503*

439*

212f

33*

^ 38a:.

655* 89*

259 510*

267*

End for passeng'er, Barney & >miili. End frames, cast steel, C. K. R.

N. J

End, New Pullman

End sill. Cast steel, C. R. R. of N. J. . .

Ends, Pressed steel

1-Iat, Kric, Special 75-t,on

Flat, P. & R.. Four point hearing

Freight, Design ol

F'reight, Imi)rove:S', .. Steel in me tropics ^''LT

Steel passen.ycr 228IS, 6378

' Steel passenger air brakes, .\. i^.

Humphrey, .\. S. .\1. t- 260

Steel jiassenger. Are tliey needed? 656

Sleel passenger design, .v. S. M. E.... j^a'/

Steel passenger. Development of 650

Steel jiassenger finl^hlng, paper at

liainters' Convention 539

S'^eel passenger in a wreck 5ol*

^>ieel passenger sjiecial tnils, H. M.

Estaurook, .\. S. M. E 2t2

Steel suspension, E. W. Sunuiiers, .\.

^.::. S. M. E. 259

^ - -... Step extension, Crofut 15&4

; '_". S.ep, Safety, Amer. Mason 1499*

' S.ock, .Making from scrapped l)OX cars.

C, B. & 379

Subway, Proposed for New York 618

Supply, by 1. D. Cain 302'

V . Tank. Design of, H. E. Parsons 445'

Truck, l.ink side bearing 673*

Testing plant v...... 18

Truck, Arch bar >...... 1505S

,.. Truck bolster design 381'

'. Truck equalizer design, by L. Y. Curran 96*

Truck equalizer design, by Sigurd Holm 350:;:

; ' Truck experiments 42*

Truck, Four-point bearing, ISarljcr 1502*

Truck, High capacity, Beltendorf ^^03*

Truck, Location of side bearings...... 1471

..^ . ... Truck locking device, tiraiid Trunk... 104*

, ' Trunk, Punching spring planks, Cent, of

Ga 131*

- Truck side frame design 383*

- 's : Truck, Six wheel for gondola car, N.

'. & W 38*

Truck, Six-wheel, J. A. Pilcher, A. S.

M. E 259

Trucks, Comparison of rigid and loose. 43* Trucks, Mirror for inspecting, L. & N. 96* Underframe, Dies for forming dia- phragms .....' 79*

L'nderframc, Frisco box car 557*

L'liderframe, Steel, G. W. Rink, A. S.

M. E A 657*

Underframe, Steel, N. Y. C. passenger. 90*

Underframe, Steel, Wabash postal 611*

Underframes, Steel. lohn .McE. Ames,

A. S. -M. E 261

\'estibule. Collapsible, Barney & Smith. 87*

X'estibule curtain shield 1524*

Wheel failures 329

Wheel Hanges and treads, by A. Stucki 523$ Wheel flanges and treads, bv L. W.

Wallace 497*. 523J

Wheels, Cast iron 70-ton car 1369

Wheels, Chrome-\ anadium steel 181

Wheels, Locating defective, D. C. Buell 152*

Wheels. Nickelized 1529

Wheels. Removing flat spots from 204*

Wheels, Unloading 390*

Window air intake, (larland 564*

Window, Weather-proof, Acme 1499*

Wrecking equipment 145*

Car Foremen's Association of Chicago (see

Meetings). ',. Car Inspectors' and Car Foremen's Associa- tion report of annual convention. .. .380, 495

Carline. Presseeciul

wrecking tools 147*

Chicago, Burlington &: ()uincy. Slock cars

from ^c.apptlJ ixix cars 379

Chicago, AliUvaukee & St. Paul, S'.eel postal

car 14)0*

Chicago & North Western. Babbitting car

brasses 267*

C hicago & North Western, Blower valve. . . 160* Chicago & North Western, Car brass boring

machine 266*

Chicago & North Western, Injector repairs. 243

Chicago & North Western, Main roil repairs 29*

Chicago & North Western, Overland limited 256t Chicago & North Westei ii. Protecting slide

\jalve feed valves in shipment 132*

Chicago Ai: North Western, Safety on 137*

Chicago & North Western, Slater front end. 7* Chicago & North Western, Smoke abatement

devices 236*

Chicago & North Western, Smoke burning

device 513*

Chicago & North Western, Tool for remov- ing driving box cellars 142*

Chicago & North Western, Unloading car

w heels 390*

Chicago & North Western, Wrench for re- moving lubricator choke plugs 371*

Chicago. Peoria & St. I^onis, Locomotive

valve gear 215*

Chicago Pneumatic Tool Co., Boyer jmeu-

matic saw 509*

Chicago Pneumatic Tool Co., Gasolene

driven air compressor 1467*

Chicago Railwav Equipment Co., Brake

beam '. 1526*

Chicago Railway Equipment Co., Roller side

bearings 1530*

Chicago, Smoke Insj)ectors' -\ssoc. report... 478

(Jhinese railway completed 1 44t

Chrome-N'anadium driving wheel tire speci- fications 16*

Chrome-\'anadiura driving wheel tire test... 15*

C^hrome^Vanadium steel wheels 181

Chromc-X'anadiuni (see also \'anadium).

Chuck for drill press, Frisco 374*

Quick for threading studs. B. & M 595*

Cincinnati Lathe & Tool Co., Engine lathe.. 272*

Cincinnati Shaper Co.. Back geared shaper. 1470* Cincinnati Shaper Co., Heavy service crank

planer 1 265*

Clamp for crosshead, Frisco 377*

Clamp for driving boxes. I-'risco 373*

Clamp for lifting tires, Frisco 373*

Clamp. Pneumatic for drill press, Thomson. 103* Clark, R. W., Boiler shop kinks. N. C. &

St. L. 142*

Classification of locomotives. N. Y. C 527*

Cleveland Car Specialty Co.. Pressed steel

carline 511*

Coaches, New York Central, steel 58f

Coal, .\mount of bituminous produced in

-America 67t

Coal in Japan 323t

Coal lignite (see Lignite coal).

Coal mine accidents 324t

Coal mine. Construction and operation of

bituminous 293

Coal pusher in tender. Can. Pac 120*

Coal, Safety squirt hose 564*

Coal. .Septemlier shipments of anthracite... 628t

Coal. Shipments of anthracite in October. . 662t

Coal sprinkler. Ejector for 33%'

Coal sprinkler. Improved 510*

Coal, storage of 284|

Coal, Transporting through pipe lines 569*

Coale Muffler & Safety Yalve Co., Securing

safetv valves 1 522

75'

Page numbers under 1,000 refer to Railway Age Gazette. Mechanical Edition; those over 1,000 refer to the Daily Raihvay .4ge Gasettc. * Illustrated article

S editorial; t short non-illustrated article or note; J communication. _

:^#>.

VI

1913 RAILWAY AGE GAZETTE, MECHANICAL EDITION Index.

Coaling stations. Modern locomotive 294

College men and the railroad.. . 520, 52it, 577 College men and the railroads, by D. C.

Buell S80t

College men and the railroads, by A. C.

Humphreys 581t

Cull'ge men and the railroads, by .\. J.

Wood 638+

Commercial .\cetylene Co., Lamp 1468

Committee circular answers 1 1 1

Committee on main and side rods, discontin- ued 13438

Committte on subjects, Work of 13438

Committee reports, lmi>roved method of

handling I369

Committee reports in early 1_'488

Commonwealth Steel Co., Swing motion

tender truck 397*

Competition, Car department JJ, 1708. 5788

Competition, Cirindmg 4058, 4638t 6358

Connector, Automatic, Durbin 454*

Connecting roils t>ee Rods).

Connectors, Flexible niitallic, Greenlaw 1501*

Consolidated Car Heating, Ilose coupler.... 1500

Contract, Standard form for fuel 289

Convention, Air Brake .\ssociation 286*

Convention, Dlackamiths' Association 487*

Convention, iJoilermakers' .\ssociation 314*

Convention, Criticisms of 2858

Convention, (ieneral I'orcnien's 4068

Convention Hall, Crowding in 12488

Convention, Railway Fuel .\ssociation 289*

Convention, Railway Storekeepers' -Vssocia-

tion 297*

Convention, I'ainters' .\ssociation 539

Convention, Traveling Engineers' .Xssocia-

ti(m 467*

Co-operation between mechanical associations I278 Cooper Hewitt Electric Co.. .\utomatic tilt- ing lamp 1402*

Cooper-Hewitt Electric Co., Ouartz lamp.... 1523*

Copper ferrule expanding tool J5*

Copper in rails 344t

Copyright, Notice of 12478

Cordeal, Ernest, Efficient power plant opera- tion 531

Cosgrove, P. E., Boiler shop scaffold 494*

Cost, Decreasing shoji operating 170

Cost keeping, Locomotive 124*

Cost of freij-ht ear rejiairs 205, 635

Cotton consumption 44t

Counterbalance weight design 529*

Coupler and parts, .\larking 318

Coupler, Engine and tender, Santa Fe 274*

Coupler horn braces forging dies 78*

Coupler, Major 1470t

Coupler, New design of car 101*

Coupler, Penn freight 1422*

Coupler, .St.indard 1426

Coupler voke ^hear and riveter, W'atson-

Stillman 1524*

Crane, C Dmiicnsating quadrant 455*

Crane, Lathe chuck, I'risco 377*

Crane, Portable Boor and hoist. Canton 568*

Crane on smoke stack 85*

Crane-grinder. .Mummert-Di.xon 393*

Crank pin crack iletector 512*

Crank jiin turning machine. Portable, Peler 1504*

Moral awakening in supply business 1403S

Morey, E. 11., I'abbitting car journal brasses 267*

Morey, E. H., Truck wheel tire turning test 466t

Morey. E. IL, Turning driving wheel tires. 173?

Morrison, C. J., False economy in drafting. 361*

Morrison. C. J.. I'nderpowered machine tools 408t Morse T\vist Drill Ji Machine Co., I'niversal

grinding machine 1402*

Morton, Robert C, Oil and grease cups for

rods 366*

Motor buses in London 456t

Motor car service in Bavaria 53t

Motor cars, by Dodd and .Arnold 324*

Motor cars. Cost of operation 2

Seley, C. A 278

Small, J. W 278

Smithan, N. L 163, 222

Stewart, C. J 572

Summerskill, T. A 163

Symons, W. E 52

Taylor, C. M 222, 574

Tefteller, 278

Thompson, Geo 401

Tinker, J. H ^ 107, 401*

Tollerton, W. J 51

Turner, W. B (oI)iuiarv> 574

Underwood, T. F '. 278

.; Van Buskirk, H. C 107, 515

Warnock, H. R 631

Waters, J. J 52, 515

Wildin, G, W 342

Personals

(.U(i.v/tT Mcihdiiics and Road Foremen of Engines.) -. , . .,

Adams, A. B

Akans, E. L

Ailing, B. W..

-Anderson, W. E

.Appleton, W. U 631,

. .Armstrong, A. G '

! ; Ba rker, J . A

Barnes, W. E

Basford, John C

. - Beardsley, W. F

Bedell, W. A

Benzies, John

Bcltenberg, N. C

Blake, Henry

Borbridge, W

Bowilen, J. F

Boyd, Frank

Breisch. O. C

Burke, J. M

Burnett, R. W

Butler, W. S

Byers, R. F

Castron, II. G

Chase. F. T 107,

Connolly, V

Cope, E. E

Covalt, Frank

"' Crew, A. L

Cross. D. W

Cullom, T. A . .

Culver, iL W 223,

Cunningham, J. L

' ', Curie v, W. A

Daily,' C. B

Daley, J. H

Davis, J. M

Dempster. Gilbert

Dewey, l"oster

Dougherty, J. H

Dyer, W. H

Evans, W. H

Fitzimons, J. E

Flavin, J. T

Ford, J. M ;

Foster, IL L

F'oster, O. M

Fowler, T. E

Francy. "M. D

Frauendiencr, W. J

FVench, T. I

' Fuller, G. E

Gibbs, J. W 631,

Greiner, J. R

H. F...

Grewe,

Griffith, Henry Groening, W. C......

Hackett, T. W

Hale, A. t

Hanchctt, S. F

Harris, E. J

Hartel, D

Hayes. II. B

Hayman, C. C

Hennesy, T. W

Hodnapp, F

Hoffman. O. A

Hopkins. David

Hopper. Frank

Huckett. G. O

Hussey. F. .A

Hyde, R. C

Ingling, J. E

515

631 572 163 681 458 107 631 631 273 342 107 223 163 342 342 164 278 342 1520* 515 681 631 164 :

52- . 682 164 ; 342

52 342 459 515* 342 459 573 164 631 515 107 342 164 164 631 459 164 164 515 164 631 164 107 681' 278 342 682 459 682 632 459 223 107 682

52 632 632 107

52 278 401 278 164 279

etie. Mechanical Edition ; those over 1,000 refer to the Daily Railway Age Gazette, t short non-illustrated article or note; t communication.

Illustrated article:

1913 RAILWAY AGE GAZETTE, MECHANICAL EDITION Index. .

Personals Master Mechanics and Road Foremen of Engines (continued)

Inglish, H. O ^52

Jetferson, Mark o^^

Johnson, FranK ^J^

Judy, l-red 107

Klintz. G. J. "^

Kothe, C. A 515

Kuhn. B. F 164

Lang, J ^79

LeyUen, VV. T 459

Lovf, J. C 107

McAnany, J. i 107

McCabe, J '2, 573

McCarthv, C. A 632

McCaukv, C. C 52

McDonald, L. J 279

McGraw, Alicliati 52

Mcllvanc, C. 1 515

McKinzic, H. i ' 632

McLtod, T. K 279

Mackenzie, II. i' 681*

Mackcrly, M. 1 279

Mallison, A 107

Maxrteld, \V. E 52

Moebeck, I.. 1 682

Mored, II. S 6J2

Moffatt, F. J 52

Moriarty, G. A 573, 631"

Mullen, T. E 682

Nelson, F. \Vj. 343,573, 632

Xovinger, G 107

O'Connor, N. J 52

O'Neill. \V. 1 632

Patterson, D 107

Fatterson, S. T 52

I'lendergast, K. 164, 223

Ramsev, Ralph 52

Randall, J. 15 52, 164

Reagan, M. F 279

Records, J. \V 164

Reid, C. H 343, 573

Rhodes, I. C 223

Rhuark, V. W 343

Ridky, W. 1 343

Roach, J. B.". 632

Rol.h. G. \V 107

Rnl)l)ins. F. S 459

Ross, D.ivid 516

Ross W. F 632

Se.ilv, William C 52

.srchaefer, Hugo 459

Schraag, C. F 52

Schultz, E 52

Scott. M 107

.^^h.npe, H. \V 632

.Siililh. I. T 52

Stephens II. H 459

Stewart, I. B 52

Stewart, R. L 223

Stewart, T. R 343

Stone, G. M 632

Swcctman. E. M 632, 681*

Sweiuv, 1). K 632

Tasker. \V. S 343

Tate. K 632

Tiernev, J. R 107

Trusseil, S. G 52

Underwood, T. S... 223

Vickcrs. T. M 343

Wallace, R. E 52

Walters, T. II 573*

Whalen, t. M 343

Wheatlev. B. T 5'

Whiteley, G. W 223

Whittnan. Harrv 632

Wilkie, Charles' 52

Williams. F. VV 459

Wood. R. E 164

Yeaton, C. S 52

Personals Car Department (conr; tinued.) '"'''

Martin, T .... . ..i. ^ ...... 343

McDonald, A. B 682

McMullen, John 53

Miller, William 53

Milton, J. H 459

Osborne, H. N 343

Otto, John 279

Patterson, W. E 5/3

Piggott, S. J 343

Keed, James 573

Ross, D. C 279

Rowe, J. C 164

Schulze, R. W ... ,. 573

Senger, J. W 632

Simpson, C. S 53

Smart, G. E. 632, 682

Smith, W. K 632

Stanley, R 343

Taylor, C. 11 164

Thomas, J. II 459

Thomson, Geo 459, 573

Trantman, .\dam 53

Wat rous, F. C 632

Weikr, G. S 573

White, H. J 343

Wilcox. E. .\1 632

Wood, George D 574

Personals Shop and Engine House

Personals Shop and Engine House (continued)

Acker. J. W

Alexander, J . . . .\mey, M. E. . . . Anderson, J. J . . Arbuckle, J. 11.

Baird, A. M

Baker, C

> a , h X -'- '. >.

Bodine, L. E .- ., ..V. ..*..,, ... .

Bonesteel, J. C ..w . . . . . . .

Booth, Thos , .; . .. . . .

Brooks, C. E

Brumbach, R. F

Bruner, J ,

Carnev, J. A ;....

Chase,' .\1. I .

Chenoweth, W. B .

Clark, A. W

Clark, F ,.

Clark, J. II

Coe, T. W .

Cole, J. C

Colley, C. C

Coniff, P

Conley, B

Cooke. W. L

Costella. P. I

Craw ford, M. L

Grouse, J. L

Cruwell, W. C

Darling, II

Personals Car Department

.Ackir, Joseph 401

.Mlison, A. A 632

.Mfinist, N. A 107

.Miuist, 1' 343*

Baniion, R. J 223

Bcshler, E. L 573

Buss. Charles 223

Copony, A 573

C. J ,:..... .

Scott. W. W

Shaffer, F. E ..'.

Shank, C. L

Shcppard, E. S

Shortt, A. T

Stewart, S. C

Studer. F. A

Stull. F. T

Suhl. T. ".

Sullivan. D. T

Trow, W. B".

Turton. H. L

Urban. Wm

Van Valin. H. D

Walther. A. G

Warcup. C. W. . . Whitpbre.id. E. E. WHiiteford. T. E. ..

Wilcox. E. M

\VilHams. E. V... Working. Harrv . Yeager, W. W.'...

. . .223,

>- ,.> r :>* ; '%* i\ %

344* 682 63^ 53 682 S3 53 516 .-.16 459 108 459 165 574 108 53 165 53 344 108 402 53 516 223 165 108 223 344 401 165

223

53

279

344*

53

223

165

53

632 344 165 53 108

516 108

279

682

223 108

459

682 53

574

682

402

632

402 53

459

574'

108

223

aleiy var Heating \ Lighting Company, .Vxle generator suspension

Safciv Lar Heating & Lighting Co., Ball bearings on generators

.Safety Car Heating \ Lighting Co., Com- bined fan and ligiitiiig lixture

.Safety Car Heating \ Liglitiiig Co., Elec- tric ignition of gas light

Safety Car Heating \ Lighting Co., F'i.x- tures for vestibules

Safety Car Heating & Lighting Co., Light- ing fixtures for Postal cars

Safely on the C hicago \- North Western, by \V. T. (iale

Safety device- for locomotive boilers

Safety exhibit. Traveling

Safety first

Safety first. Paper at Painters' Convention..

.Safety gates, V\ . \- L. E

.Safety Steel Ladder Co., Box car ladder.

220*,

.Safety talks in pay envelopes

Safety valves, Location of steam gages in setting

.Safe.y valves. Securing during tests

Safety valve tester, Frisco

St. Louis \- San Francisco, .Vir hammer for boiler shops

St. Louis \ .San I'rancisco, Shop kinks. . . .

St. Louis \- San l'"raiicisco, >:eel frame bi>x cars

Sand blast. Portable

Sand, handling on locomotives

Sand, use of, on locon:otives, by F. E. Patton

Sander, .Vir for interurban cars

Santa i'e, .Vpprentice instruction on

Santa Fe, .Vxle lighting system

Santa Fe, Coupler, engine and tender

Santa Fe, Lathes, milling attachment for...

Santa I'e, Locomotive, 2-8-2 type

Santa I'e, Locomotive, 4-6-2 tyjie

.Santa Fe, Six-wheel tender truck

Santa l"e. Standartl oil house

Sauvagc air brake safety attachment

Sauvage air brake valve

.Saw, Bover pneumatic

Saw . Cut-off. N. & W

Saw (see also .Machine Tools).

Scaffold for boiler shop

Scale, Device for removing from arch tubes

Scaling of locomotive boilers

Scenery, Special baggage car for

Schroeiler Lamp Works, .Vutomatic shut-off

453* 647* 442* 147' 130t

456*

1466*

1420-

1498-

1420-

alv Scluichardt & Schtitte, Corrugated tubes. . . .

.Schulze, R. VV'., (irain car inspection

Schulze, R. VV'., Improved methods of

freight car construction

.Schulze, R. VV., Instruction in interchange

rules

Schwartz. R. M., Rcconl of locomotives....

Scotland, Ship building in

Scrap docks. Rolling mills at

.Scrap material. Handling, by B. J. Froeh-

licli

Scrap, Reclaiming iron, cost of

Screw reverse gear, P. & R

.Seaboard .Vir Line Blacksmith Shop kinks. .

Scaljoard .Vir Line, Trailer truck

Searle, J. .M., Practical methods of abating

smoke

.Seat box for locomotive cab

Seat, Convertible for compartment cars. . . .

.Seat, engineer's in cab

Scats, Steel car

.Self-projielled cars, by Dodd & Arnold

Scley, C. .v., .\ddress at Boiler Makers'

convention

Selev. C. .v.. Roof structure, steel passenger

car, A. S. M. E

Sellers, William, & Co., Safety squirt for

sprinkling coal

Shackle for driving wheels, Frisco

Sliaper for driving boxes

Shaper, Heavy duty back geared. Stock- bridge

Shaper (see also Machine Tools). -'..: -V

.Sheafe ?ir hose coupling

Sheafe, J. .S., .Vir brake hose 1 16J,

218-

137* 33i^ 40511

602 ;

543 369-

1469* 5 13v

533* 1522 378*

191* 373*

555*

86*

172J

594

482*

311*

392*

274*

84

525*

525*

526*

310

1423*

1468*

509*

443*

494*

219*

295

615*

450*

273

33

437*

154 527* 380t 305

list

305

412*

191*

74*

106 242* 447* 241* 1467 324*

314

258

564* 374* 100'

338*

332* 618*

Page number^

under 1.000 refer to Railwtiv .Arc Gazette. Mechanical Edition; those over 1,000 refer to the Daily Raihcay Age Gazette.

8 editorial; t short noii illustrated article or note; t communication.

* Illustrated article,

1913 RAILWAY AGE GAZETTE, MECHANICAL EDITION Index.

xiu

Sheafe, J. S., Effect of specifications on

storekeeper's stock

Shears. Pneumatic, Frisco

Shed for dry lumber

':i Sheedy, P., Operation of locomotive drift-

.::^ ing device

-M Sheehan, J. J., Reclamation of scrap tool

% steel

^ Shield for water glass

^i-''' Shield for water glass, Delco safety

'% Shield for water glass. Lake Shore

5 ^'''^''^'' ^'"' locomotive decks, 15. & ()

.& Shoes and wedges, Laying off, by E. T.

Vi Spidy

['Ji Shoes and wedges, Planing, Cent, of Oa

^- Shop arrangements and facilities for cars, by

L S. Downing

. Shop buildings. Standard gage track through

Shop. Tlie finishing

. Shop hospital room

"Shop improvements at Burnside

Shop Kinks

Air clamp for drill press, M., K. & T. Air hammer for boiler shops, Frisco.... Air lift for planer tool head, Cent, of

Air motors, angle attachment for, B. & O

Air pump testing stands, Frisco

Air and steam hose. Machine for mount- ing, .M., K. & T...

Angle plates for planing taper flanges. .

.\rch tube prossers. Jig for splitting, Erie

.\ttachment for countersinking on drill press, B. & O .'

-Axle lathe output increased, by C. L. Dickert, Cent, of Ga

Belt record, \V. & L. E

Blacksmith shop appliances, by C. L. Dickert

Boiler shells. Drilling holes in, M., K.

Boiler tube rack, A. C. L

I'oring bar for cylinders, NL. K. & T. . . Boyer speed recorder testing stand,

Erie

Brake cylinder push rods. Welding jaws

on

Brake slatTs, I'psetting, Cent, of Ga. . .

liulldozer. Pneumatic

: Carry irons. ISending of

Chuck for drill press, Frisco

Chuck. Pneumatic for staybolt drilling

Chuck for threading studs, 15. & M

Clamps for crosshead, Frisco

Clamps for holding driving boxes, Frisco

Clamps for lifting tires, Frisco

Crane on smoke stack

Coupler yoke, L'psetting and punching

Cut-off saw, X. & W

Cylinder repaired with concrete, C. &

()

Device for bending S hooks

Device for repairing brake beams

Dies for forming brake rod jaws

Dies for swaging tube ends

Driver for car axle lathe. Cent, of Ga. Driving box. Brass liners on shoe and

wedge fit, B. & O

Driving box brasses. Table for slotting,

M.. K. & T .

Driving box cellars. Removing

Driving box. Oil pipe for hub

Eccentric blade benders, B. & M

Eccentric drilling jig, Frisco

Expansion arbor, B. & M . . . .

Expansion reamer, B. & M ,[

Gage cock holes, Locating on boiler,

B. & O

Grinding throttle valves, M., K. & T. .. Hammer for removing side rod bush- ings

Heavy expansion arbor, B. & M

Hoist, Pneumatic for loading cars

Hose connections. Device for pressing

in, Erie

.Tib crane, ball bearing, W. & L. E. . . . .Tig for drilling crosshead shoes, B. & M.

Lathe chuck crane, Frisco

Lathe dog. Heavy, Frisco. ..!!!!!.' ' Laying off shoes and wedges. Can. "Pac!

.Machine, .\ir bending

Machine for drilling telltale holes!!!!! .Machine for pressing in piston valve

bushings

Machine for turning bail' joint's! 'c.' '&* '6! Aletal tool cabinet, Frisco... Milling attachment for lathes. Santa 'pe Alotion work kinks. Great Northern . .

Wil burner for heating tires

Packing rings, gang tool for cutting".

Cent, of Ga

Pan for handling material! B. &"6! !' * ledestal binder hoist. Cent, of Ga.. . " Pipe bending device.... Piston rings of air brake' 'apparat'u's'.

Grinding, L. & N

Planing shoes and wedges! 'Cent." of' Ga. 1 neumatic press, small, Frisco

Page numbers ui^der 1,000 lefer to Railway

Shop Kinks (continued) : ->- .

375* Pneumatic shears and cabinet for studs

307* and bolts, Frisco 375*

' Rack, Iron for short lengths, W. & L.

643: E. 76*

'. Radial stays. Turning and threading,

431 Cent, of Ga 75*

227 Radius attachment for slotting ma-

333" chines, Frisco 377*

^35* Radius planer attacnment, Frisco 373*

122* Rivet forge, Portable, P. & L. E 3i*

Rivet heater, Portable 256*

307* .; Rod bender, fiat 136*

S37 .::, Rod bender, round 136*

Rod twister 136*

144 : , Safety gates, \V. & L. E 369*

648 Safety valve tester, Frisco. .......... 378*

S8| Sand blast. Portable 86*

84* Shackle for driving wheel. Frisco 374*

193* , Shoes and wedges. Planing, C. & 32*

. Slide valve feed valves. Protecting in

- ', shipment, C. & X. W 132*

; . 'Spring bands, Machines for pressing

. . : ^ off, .M., K. & T. 82*

g2 : . /: Spring planks. Punching, Cent, of Ga. . . 131*

jc)j ;'.. .'Spool for packing, C. & N. W. ..,...., .596*

...;; Stand for driving wheels, Erie. ,,>;.' j6^1*

ci7 " Stavbolts, Testing 142*

.; ; Sto'ck feeders for turret lathe, B. & M. 596*

22* ' Tire gage, Frisco 378*

375 ,;.!, Tire heater for locomotive 309*

; Tire setting gage. Cent, of Ga... 537*

oj* : '. Tool for turning rocker arm bosses,

4l!j. .M., K. & T 81*

.Tumbling shafts, tool for turning, M.,

^61* : K. & T 83*

; ../Turret tool holder for axle lathe, Cent.

22* .:' of Ga 34*

'.. .Vise for filing crossheads, B. & M 596*

14* - -1 Wrench for removing lubricator choke

370* P'^S'*' C. & X. W 371*

Shop men, Safety from accidents, C. & X.

253* W 137*

Shop operating costs. Decreasing 170

84* Shop output, by J. H. Tinker 666

606* Shop schedules. Paper at General Foremen's

82* convention 423*

Shore, .A. F., Locomotive driving wheel.... 450* 661* Siemantel. E. L., -Milling attachment for

lathes, Santa Fe 84*

253* Side bearings, .\nti-friction 158*

538* Side bearings. Roller, Economy 1530*

309* Side bearings. Roller, Joliet 1521*

191* Side frame. Truck, Designing a 383*

374* Side rod grease plug 568*

247* Side rods. Grease plug for 396*

595* Side rods. Oil and grease cups for . 366*

377* .Signals, Block in United States ....... 34St

373* Simplon tunnel. The second S62t

373* Slack adjuster, .\utomatic 1521*

85* 'Slater locomotive front end 7*

254* Slotting machine, Radius attachment for,

443* Frisco 377*

Smith, E. C, Planing shoes and wedges,

131* C. & 32*

191* Smith, G. W., Thread cutting dies 434

191* Smith, Leroy, Portable rivet heater 256*

253* Smith, Mrs. R. C, Convertible seat 447*

142* Smith, Thomas, Piston rod packing 565*

34* Smith, Walter, Organization of engine houses.

57Si, 597*

75* Smoke abatement 1370

Smoke abatement devices. Test of, C. &

81* X. W 236*

142* Smoke burning device, C. & N. W 513*

76* Smoke consumers. Number in Louisville.... 46.t

306* Smoke density in Chicago, Test of 478

376* Smoke, Elimination of black, by Martin

595* Whelan 472

595* Smoke from engine houses 585t

Smoke Inspectors' Association of Chicago,

21* Report 478

81* Smoke and mechanical stokers 606t

Smoke. Practical methods of abating, by J.

484* M. Searle 106

595* Smoke prevention 1377*

85* Smoke stack. The highest 380t

Society of Testing Materials, Co-operation

661* with 1369S

370* South African Railways 214t

596* South -Australian railways 123t

377* Southern Pacific, Standard supply car 303*

374* Southern Railway of France, Engine house 187*

307* Space in exhibits 1247$

254* Spain and France, Railroad to connect.... 209t

252* Spain, Railroad connections in 192t

Specialization, Over- 496t

244* Specifications for Chrome-Vanadium tires . . 16*

603* .Specifications for locomotive frames 1343

378* Specifications for postal car lighting 97

84* Specifications and testing of material, Ef-

136* feet on storekeepers' stock 299

310* Speed gear. Hydraulic, Waterbury 1527*

Speeders, Gasolene in fire prevention 562t

75* Spikes, Holding power of 130t

21* Spidv. E. T., Laying off shoes and wedges.. 307*

537* Spool for packing, C. & N. W 596*

443* Sprague electric hoist. . 1400

Spring bands. Machine for pressing off, M.

132; K. & T.. I 82*

537* Spring making and repairing, paper at

376* Blacksmiths' convention 488*

Shop Kinks (continued) " ^- >

Spring planks. Punching, Cent, of Ga 131* '.'

Springs, Tests of vanadium 70

Squirt hose, -Armored 334* "

S'quirt hose. Safety, Watertown 449* '

Squirt, Safety for sprinkling coal. 564* :

Stack, concrete at Buruside shops 193*

Standard Car Truck Co., llat car, P. & R. 1502*

Standard locomotive stoker 621*, 1399*

Standard locomotives, discussion by H. H. '

\ aughan 11 :

Standard Steel Castings Co., Small castings 1470* ..'

Standardization of the myriawatt 190

Stark, C. IL, Car coupler 101*

Station platform. Changes in England.... 304t ..

Staybolt, Flexible 1299* J

Staybolts, Drilling telltale holes in. Machine

for 252*

Staybolts, Testing 142* ' :

Steam car for navigation 288t ;

Steam consumption trom indicator cards.... 349| Steam gages. Location of in setting safety

valves '. 533*

Steam heat traps. Location of 3M

Steam hose coupling. Lock for . . . . I3M*

Steam meter. Improved, Gen. Elec. Co 597*'-

Steel castings. Small 1470*

Steel ends on Frisco box cars 557*

Steel equipment. Paint protection for, paper

at Painters' convention 544*. ."

Steel, Heat treatment of case hardened.... 347| .' Sleel interior finish for passenger equip- ment 1 525*

Steel passenger car design, A. S. M. E.... 257 Steel passenger car (see Car). Steel passenger train equipment. Develop- ment of .* 650

Steel, Special allovs and heat-treated for lo- comotives 1369S, 1347, 1376

Steel tires 1356*

Stevenson, James, Taking up lateral in driv- ing box 74* ,.'

Slock cars. Making from scrapped box cars, '

C. B. & 379 i

Stockbridge Machine Company, Shaper 338* >

Stoker, The Gee locomotive..' 1118, 155*'

Stoker, Hervey 393*

Stoker, Mechanical ' 606t v

Stoker, The Standard locomotive 621*, 1399* ..;

Stoker, Street locomotive 1504

Stokes, W. D., Inactive and obsolete stock. . 298 '

Stoilowitz. .\.. Link side bearing truck.... 673* .

Storehouse, Platforms for castings 313 .'.

Storekeepers' -Association 284| .!'

Storekeepers' -Association, Criticism 406i

Storekeepers' .Association (see Railway . - "

Storekeepers' -Association). ' t*"

Storekeejjers' stock. Inactive and obsolete... 298 '.V^ Stores department. Effect on operating cost,

by X. -M. Rice 301

Stucki, -A., Car wheel flanges and treads... 523t i

Stumpf locomotive cylinder 304* '

Subjects for Master Mechanics' -Association 348 ..

Subway car. Proposed new for Xew York.. 618

Subway for Genoa, Italy ;.... 2i

Subway, Traffic on the Xew York i.-. ..

Sulphur and oxygen in iron and steel...... 22i

Sulzer-Diesel locomotive 589*

Summers, E. VV., Suspension of steel pas- senger cars, -A. S. M. E 258

Superheated steam. Advantages of, discus- sion by C. D. Young 15*

Superheater and feed water heater, Lanz. . 71*

Superheater flues. Tools for applying 27*

Superheater flues. Welding machine for... 1302* Superheater locomotives, Operating, paper at

T. E. -A. convention 467

Superheater tools and their care, paper at

Tool Foremen's convention 432

Superheater tubes. Care of, by T. P. Mad- den 3S0t

Sui)erheater tubes. Charcoal iron 1266*

Superheater tubes. Welding of 315

Superheater, Young locomotive 675*

Superheaters, discussion by S. Hoffman, -A.

S. -M. E 13

Superheaters. Effect of, on life of firebox

and flues 315

Superheaters and high water 283f

Supplies that cost nothing 1691

Supply business. Moral awakening in 14031

Supply Trade Notes. -'''}":":'-

Allen, C. W .r;.V. . ^.. .'

Allison, F. H

American Brake Shoe & Foundry Co.

American Locomotive Co 55, 1

American Vanadium Co

-Armstrong, H. T

Ashton Valve Co ......,......

Automatic X'entilator Co. ,

Baldwin Locomotive Works

Ball, H. F

Bartholomew, W. S. .. i ..,1,^ ........

Basford, G. M

Beaver, C. W

Beaver Dam Malleable Iron Co

Berry, C. S .,i...

Best, Leigh , . , i , ,

66.

54, 55,

h .'> *,

Age Ga=ettc Mechamcal Edition: those over 1.000 ref^r to tl-e Da^y Ra-lti-ay Age Gazette. * Illustrated a leuitor.al, t 'hort non illustiated article or nott, t communication

57y

166 166 517 166

54 224

54 402 224 143* 2

f$ $7$

$4 AM

rtide;

XIV

1913 RAILWAY AGE GAZETTE, MECHANICAL EDITION Index.

Supply Trade Notes (continued)

Borilo. L. J., Co 517,

Bower, J. (j

Bowser, S. F. & Co., Inc 402, 460,

Bradford, C. C

IJrown, Jos. ^I. Co

Buckeye Steel Castings Co

Buda Co

Buffalo Brake Beam Co 54,

Burden Sales Co

C. & C. Electric Co

Chadwick. A. B 54,

Chicago Air Brake Co

Chicago Car Heating Co

ChicaKO-Cleveland Car Rooting Co. ..

Chisliolm, 1. E

Coffin. C. ".\

Craigie, J. H

Craven, Cj. \V

Crone, A. E

Curtin, J. M

Davenport Locomotive Works

Davis-iSournonville Co

Dearborn Chemical Co

Detroit f-uliricator Co

Doud, William

Easton Car & Construction Co., The..

Easton. E. X

Economy 1 )evices Co

Edison Storage Battery Co

Edison. Thomas .\., Inc 460, 633,

Edwards. ( ). .M. Co

;: Eggert, C. A

Ennis, J. 1!

Equipment Improvement Co

Eaessler Mfg. Co

l[erro -Machine & Foundry Co

Forsyth Bros. Co

Foster, W. H

Frast-r, K. C

Fritz, John (obituary)

Froggatt-.Morrison & Co

iianlnir, l-'red

General Electric Co 40J,

Cientral I'ipe, Bending & Erecting Co....

Cirten, W. F. (obituary)

Crigf,, F. .\

(lOwer, II. Martin

(irip Nut Co 54.

Grip Nut Co

Hall. W. B

HawUv, W. P

HessHright .Mfg. Co

Higinbotliam. J. U

HotThiiie, John

Howard. ISlake C

Hudson, E. E 633,

Humphrey, A. L

Hutchins Car Roofing Co

Industrial Works

JacobsShupert U. S. Firebox Co.. 109,

Jeiikinson, W. E 40'

Johns-Manville, H. W. Co .'

Jones, Chester H

Jungerman. Henry

Kerr Turbine Co

Kirkpatrick, F. B

I.avelle. H. E

I-cpreau, F. J

Lew is, B. J. (obituary )

Littlefield, Fry & .Mc( lough

Lima Locomotive Corixiration

- Lindstroni, C. A

Locomotive Brick -Arch

Locomotive Stoker Co. .

Ix)wman, Harry

Lucas, .\bram

MC B Co

.Mc( orniick, C. H

Mcintosh & Seymour

.\L'iniiing. .Maxwell &

.\lazzur, !". .\

-Mteker (irip Nut Co

.Mcsk.r. L. H

Mid-Western Car Supidy Co

.Miller. Wm

.Monarch Pneumatic Tool Co

Moore, .\. C

Morrison. C . J

Muilge, Iturton W. & Co

Mundy, .\rthur F

National .Malleable Castings Co. (obit- uary )

Nicholson, J. I

Noble, L. C. (obituary)

Oil Power Engineering Corporation...

Olmstead. C. J

Oxwelil -Acetylene Co

Passmore, H. E

Payne. Nathan I!

Peabodv, G. 1 laven

Pearsall, G. H

Pedrick Tool & Machine Co

Perry, H. M

Pittsburgh Spring & Steel Co. (obitu- ary)

Pittsburgh Spring & .Steel Co

Pope, .\. A. (obituary)

Pressed Steel Car Co 109,

Proctor & Gamble C"o

Pullman Co

Putnam Machine Co

Co.,

Cor]

.Moore, Inc. .

575 402 575 634"

55 402 345 224 109 345 166 633 109 109 109 402 224 345

54 280

54 166

54 402 280 683 224 224 460 683* 166 683

55 224 683

54 345 225 224 166* 224 109 633 109 461 166 2.S0 166 633* 109 345*

54 402 166 633 683* 167*

54 224 224 460

54 633 280 224 633

54 460 634 166 402 2.S0 402 167* 109 224 345 575 683 575 224 224

54 517

55

55 402 224 224 402

517*

402

517*

54 166*

54 633* 166 402 109 224 166

517* 575 517* 280 166 55 575

Supply Trade Notes (continued)

Pyle-National Electric Headlight Co...

Ouigley Furnace Co., The

Kailway Itility Co

Ralston Steel Car Co

Keading-Bayonne Steel Castings Co....

Replogle, C. N

Rice, E. W., Jr

Rider, J. B

Uubbins, Chas

Rose, W. G . . .

Rosenthal, -V. E

Rosenthal, G. I)

Ross, Mark A

Ryan, -M. F

Ryerson, Jos. T. & Son 109,

Safety Car Heating & Lighting Co

Safety Car Heating & Lighting Co....

Sargent, G. .\1

Slocum, E. F

Standard -Asphalt & Rubber Co

Standard Heat \- X'cntilation Co.

109, 166. 517,

Star Brass Mfg. Co

Stark, J. L

Steele, W. P

Stetson; A. B

Stoy, G. E

Strauss, H. .A. Co

Street, C. F 54,

Swan, J. J

Tate-Jones & Co., Inc

Taylor, E. C

Thompson, -A

Thompson, 1 1. G

Thornburgh, Wm. N

Titanium -Alloy .\Ifg. Co

Turner, G. S

Underwood, H. B. & Co

L'nion Railway Equi|imont Co

L'nited States Light \- Heating Co. 345*

Universal Flexible Packing Co

\'an Dorn & Dutton Co., The

\'an Nest Co

N'andaveer Clay Products Co

Waugh Draft Gear Co

Weaver, C. R

Westcott, C. R

Westinghouse -Air Brake Co

Westinghouse Elec. & Mfg. Co

Whipple, A. L

Whvte, F. M

Williams, A. R., .Mach. Co

Wiiislow, Horace I

Wood, -M. F

Woods, Edwin S. & Co

Woods, E. S. (obituary )

WyckolT, A. D

Yale & Towne Mfg. Co

Swenson Valve Company, Boiler check....

Tables for designing car center sills

Tables of locomotive dimensions .'

Tank car design

Tank and strainer valve, Franklin

Tank, Waste soaking. Bowser

Tank well and valve, D. L. & W

Tasmanian railways

Temperature regulating devices. Utility....

Tender truck. Equalized swing motion

Tender truck. Six-wheel, Santa Fe...5l98,

Tender, \'cstibuled. Can. Pac

Terry .Steam Turbine Co., Train lighting set

Test of brake shoes

Test with superheated steam

Test, Turning truck wheel tire

Test of \'anadium cast steel frames

Testing locomotive springs. .Machine for, P. R. R

Testing machine. Tension 1,000,000 lbs. ca- pacity, P. R. R

Testing plant. The Purdue locomotive.

171, 13448,

Tests of alcohol heater car. . . . >

Tests of boring machine

Tests, Horizontal milling machine

Tests of Jacobs-.Shupert boiler

Tests of paints

Tests of passenger car lighting

Tests of spring steel

Tests of superheated locomotives

Tests, Plant for testing cars

Tests, postal car lighting

Texas State Railroad

Thalheimcr. Nicholas C, Device for secur- ing hand liolds

Thomson Pneumatic Tool Co., Drill clamps

Throttle lever ringing. Improved

Throttle valve, grinding, M. K. & T

Tirker, T. IL, .Shop output

Timber, Seasoning by electricity

Time study of repairing driving boxes....

Tire cage, Frisco

Tire heater, Hauck

Tire heater. Gasolene

Tires, Turning driving wheel

Tires, Turning driving wheel, E. A. Murray

'M

55 683 683

575

575

575

402

109

280

166

280

345

345

575

224*

402

575*

109*

575*

166

575 402 109

55 683 345 402 167*

54 280

54 280 460* 166 2}. the demonstration of the possibilities of the .Atlantic type loco- motive by the Pennsylvania Railroad. The experimental engine built for this purpose carries the largest weight per driving axle ;, of any in this country. But, as was pointed out by Mr. Gibbs in \^' the discussion, it is not the static wheel load alone that should be '.considered, but the dynamic plus the static. If the weight of the ;' . reciprocating parts can be sufficiently reduced there is no objec- -' ;. tion to raising the wheel load. W. F. Keisel, Jr., in his discus- ,: sion stated that it will be possible to use a weight of 70.000 lbs. ,; - per pair of drivers if the weights of the reciprocating parts are :;: Sufficiently reduced. A number of years ago the Master Me- ;\ chanics' Association adopted a rule for counterbalancing, pro- posed by G. R. Henderson, in which it was stated that the . / equivalent of the weight of the locomotive divided by four { - hundred, in weight of reciprocating parts, could be left unbalanced. ., . If the counterbalance weights on each pair of wheels are carefully ;: weighed this rule is satisfactory. It was stated by Mr. Keisel that .' o"e pound of reciprocating weight to each hundred pounds of maximum piston pressure is within the bounds of possibility. .This, in connection with Henderson's rule, for Atlantic type loco- ': motives would permit the use of counterbalances for reciprocating -'. parts equal to one-third their weight. If this point is reached a '. weight of 70,000 lbs. per axle will put no more strain on the rail ^ -, than is induced by the heavy locomotives now in service where the ;..' counterbalance weight.* ^re generally two-thirds of the weight of ..., the reciprocating parts.

: , While the experimental locomotive does not quite reach this y' . weight per driving axle, it carries an unusually large boiler having tubes 13 ft. 9 in. in length and is fitted with a high degree super- heater. On the testing plant it gave a maximum indicated horse- power of 2,355, and when operating at a horsepower of over 2,000, : a minimum steam consumption of 16 lbs. per horsepower hour : was attained. The maximum equivalent evaporation of the boiler ','.r- was 16.9 lbs. per sq. ft. of heating surface per hour. These tests

indicate the possibility of one horsepower per 100 lbs. of weighty or for lys sq. ft. of heating surface at 80 miles per hour. The results from this locomotive indicate the better engineering which the past year has shown is beginning to be applied to the locomotive as a whole. Locomotive No. 50,000 designed by the American Locomotive Company, was a revelation of what could be done with a Pacific type by careful attention to proportions and of better engineering in the design of various parts. The Atlantic type on the Pennsylvania goes a step further in the same direction. With these as an example it is probable that the com- ing year will iiring forth further surprising results in the capacity of locomotives that are within the normal clearance limits. ;. ;' It is but beginning to be understood how little is really known of the processes of combustion in a locomotive and the ways of improving it. The firebox end of a locomotive presents a rich field for investigation. With all these possibilities of improve- ment in mind, the difficulties of determining the design of a series of standard locomotives are great and in preparing the designs it should be kept clearly in mind that it may be desirable to replace various parts or even a complete boiler within a few years. Such alterations, however, by no means interfere with tne maintenance of the standards as the term should be applied to- locomotives. .,.: . v,..--. -v .

NEW BOOKS

Master Car and Locomotive Painters' Association. Proceedings of the 1912- Convention. Bound in cloth. 108 pages. 6 in. x 9 in. Published by the Master Car and Locomotive Painters' Association of the United^ States and Canada, A. P. Dane, Secretary, Reading, Mass.

The forty-third annual convention of this association was held in Denver, Colo.. September 10-13, 1912. The most important sub- jects considered were the Finish of the Vestibule Ends; the Report of the Test Committee, which contained valuable in- formation on turpentine substitutes ; the Essentials of a Protective Paint-Making Oil; the Use of Interior Car Renovators; the Most Economical Method of Removing Paint from Locomotive Jackets ; the Care of Steel Passenger Car Roofs ; the Treatment and Finish of Passenger Car Floors ; and the Modern Method of Exterior Passenger Car Painting.

Investigalfon of Explosion Proof Motors. By tl. H. Clarlc. Illustrated. Bound in cloth. 44 pages. 6 in. x 9 in. Published by the Bureau of Mines, Department of the Interior, Washington. D. C. . ,

This pamphlet contains a detailed account of the apparatus used" in the tests and the method of testing motors to determine their tendency to cause mine explosions. The term "explosion proof, "^ as applied by the Bureau of Mines to an electric motor, refers to a motor enclosed by a casing so constructed that an explosion of a mixture of mine gas and air within the casing caused by a spark in the motor will not ignite a mixture of the same gas surrounding the motor. Various mixtures of gas were used in the test under various pressures and explosion indicator cards- are shown for a number of the tests. :'. . >' ". " .: ' - v

Hygiene for the Workers. By William G. Tolman, Ph.D., Director Ameri- can Museum of Safety, New York City, and A. W. Guthrie, Depart- ment of Research, American Museum of Safety. Dlustrated. Bound in cloth. 231 pages. S'A in. x 7'/i in. Published by the American Book Company, New York. Price, 50 cents.

This book is thoroughly practical. In addition to the general topics treated, such as clothing, food and exercise, the subjects of alcohol, tobacco and anti-tuberculosis measures, home hygiene, and the particular necessities for cold and hot weather are con- sidered. The work is divided into 19 chapters, which not only deal with the clothing, cleanliness and general good health from a hygienic point of view, but also from the inherent value it is to a person in the business world. Among the characteristic chapters arc : Applying for a Position, Good Habits for the Worker, Food and Drink, Hygiene of th^Work Room, After Hours, Choice of an Occupation, First Aid to the Injured, Season able Hygiene, etc.

Locomotives for the Associated Lines

Common Standard Designs Changed to Include the Walschaert Valve Gear and Superheaters.

Between 1903 and 1906 the Union Pacific System- Southern Pacific Company, commonly known as the Associated Lines, adopted a series of standard locomotives which included engines

classes of Mallets were designed and put in operation. One of these was a very heavy 2-8-8-2 type and the other a 2-6-6-2 type for freight service. Both of these engines were intended pri-^

GENERAI- DIMENSIONS .\NI) R.\TIOS OF SOME OF THE COMMON STANDARD LOCOMOTIVES FOR THE ASSOCIATED LINES

Type

Service

Fuel

Tractive effort, lbs. ......

Weight in working order, lbs

Weight on drivers, lbs.

Weight on leading truck, lbs

Weight on trailing truck, lbs. %,;

Weight of engine and tender in worknig order, lbs

Wheel base, driving, ft. & in

Wheel base, total, ft. & in...........

Wheel base, engine and tender, ft. & in. .,,.>.... .^. .*....

Ratios. ' ' ''"

Weight on drivers -H tractive effort

Total weight -^ tractive effort

Tractive effort X diameter drivers -f- heating surface

Total heating surface grate area

Firebox heating surface -H total heating surface, per cent..

Weight on drivers -f- total heating surface :\'' ;;. ":'V'--v >y':

Driving, diameter over tires, in

Driving journals, main, diameter and length, in

Driving journals, others, diameter and length, in

Engine truck wheels, diameter, in

Engine truck, journals, in ,

Trailing truck wheels, diameter, in ,

Trailing truck journals, in ,

; " "'- Boiler. i-.-'"; , . '.. ' ;:.

Style ...J:.'.:?. :.l. .... : \ :'. ...

Working pressure, lbs

Outside diameter of first ring, in

Firebox, length, in

Firebox, width, in

Firebox, water space, in

Flues, number and outside diameter,

Tubes, length, ft. & in

Heating surface, tubes, sq. ft

Heating surface, firebox, sq. ft

Heating surface, feed water heater, sq. ft.

Heating surface, total, sq. ft

Superheater heating surface, sq. ft

Switch -

Coal

27,300 145,700 145,700

230,000

110

110

428^

5.34

5.34

896.00

51.50

9.00

93.50

93.50

8.52

183.00

3.54

19

26 ;

51

9x 12

Str.

17S

65

108 40 J4 4&3J4 2372

'ii^'

1,417 140

"1,557'

"36!2'

Sloping 33 4,000 6 '

of the Atlantic type, Pacific type, ten-wheelers, consolidations, moguls and six wheel switchers. No radical changes or addi- tions were made to these locomotives up to 1909, when two

marily for the Southern Pacific Company and were oil burners.

In the following year several more classes were adopted ; these

included a Mikado freight locomotive, a Mikado passenger loco-.

i

standard Light Pacific Type Locomotive for the Associated Lines.

'.I'.'rTf

AM i:ruax i-:x(;ixi:I':r.

\'uL. S/, Xu. 1.

rhanjic tr a rias'tnaMi- iiuiiilur til \iar~ railur liiaii [> rcik>ii,'ii each m-w Idt orfUrod. I he ti'tal ct if inaiiuciiance is ctTcclcd very niaterially !> tlu immlier - CUSSiiil; tills feature, llie itintive iii>\ver i a road liaxiiiu -tandar miu'h more llexilile and i"in l)e sliifted from nne jiarl nf tlie system Xn anoilier uitliMUt raisinij; thi- e^st i>\ repairs and witliMiit c'rip|)lin.ij the s'r\ iet- i\uu ii> huldinti an tiiuinr in tlie sli..p u Idle awaitinc the arrival of some neeessary iiart. It has l)een tire ex- perience of thl^e roads that ha\e yone into stanthirdizalion of nuitive iiower most extensivels that then- neecl lie no reduction of development ov ixpi rinu iilal work. Imt that it lia> heeii necessary and normal to adil a new type or class to tlieir cla-sjiKation every three (-r four years v\!ii'.h. however, will u>e inan\ assed their lirst shoppint;. In speakiny of standard locomoti\es in this coimection it is not to be inferred that a standard desiiiii is inviolable simply because it is standard. Imt it ilofs imply tiiat "idv such cli,in;.;cs arc to lu- made in whicn the new design will replace a i>art in sudi a wav as U'^t to al'fect the other standard parts. One of the notable events of the year in locomotive design is the demonstration of the i)ossibilities of tlu- .Atlantic tyjie loco- motive by the Pennsylvania Railroad. I he exi)erimental entrine liuilt for this purpose carries the lart;est weiiiht jier drivini; axle of any in this cuntrv I'.ut. a< was p.iinied ..lu by .\lr. (iibbs in the iuld be con.sidered. but the dynamic plus the static. If the weiiiht of the reciprocatint,' parts can be sut'ticieiitly re lbs. per sq. ft, of heating surface j>er hour. Tliese tests iiKlicate the i>i.tssil>ilitv of one horsepower jier 1(K) lbs. of weighty or lor 1 ' .! si|. ft. of heating surface at NO miles per hour. The results frou) this locomotive indicate the better engineering which the past year has sliown is beginning to bi- ajiplied to the locomotive as a wli. C. ibis ])amphUi contains .i cht.-uKd account of the apparatus used in the tests md the n-.eihod ,,\ testing motors to determine their leiideiu'v to c.itise iniiie i \)i!osiou-. The lerm "explosion i)roof." as a|)pliid by ilu I'.iireau if Mines to an electric motor, refers t'l a motor encloselosifin of a mixture of mine g;is ;md air uiihin tlie casing caused by a si)ark in the motor will not ii^nite a mixture of the same gas ' surrounding the moti>r. Various mixtures i% Saftty. N< \-if Ki-^c.irili, .Ximritan Mii-eitni uf Sat'etv. Illii^tiatcd. I'.ound in ili'tir, _'.>! iiag-. Wluel li.i^-. ilriviiiK. ft. ic in . Wlieel ba>e, t..tal. It. \- in Wheel Iia^e. ei'wine and lender, ft. & in...., .. ... Ratios. Weiglit on drivers -f- tractive eltoVt Total ueiglit -i- tractive elTurt . Tractive cft'oil X diameter drivers -^ beatiiii; ^urt |'..tal heatiuK surface -:- giate area _. . l-irel. 5' . 3(> .s-ig .(,- ..5.;:.s. 36 5 -is 24-5^< 2** 5 1.557 90n ,, .%.> - 880 . 8tive. a Mikado passenger l.>c.- Standard Light Pacific Type Locomotive for the Associated Lines. AMERICAN ENGINEER. Vol. 87, No. 1. motive and a heavier Pacific type. During this year there was also designed an oil burning locomotive of the eight wheel type which has 100,000 lbs. on drivers, 20 in. x 26 in. cylinders and TS in. driving wheels. A somewhat more powerful 2-6-6-2 type passenger locomotive was also built that year and the Mallet 2-8-8-2 type design was revised. The passenger engines were arranged to run with the cab ahead. Meanwhile the original standards were maintained and addi- exception of the Walschaert valve gear, superheater and radial stay boiler; two types of Mikado locomotives, one for freight and the other for passenger service and two types of Mallets in addition to the new eight wheel type mentioned above. While this comprises the standard locomotives for the Asso- ciated Lines, it is not to be understood that experimental and development work has been throttled by their existence. There are in service several locomotives which are not standard and are standard Mikado Locomotive With Superheater for the Associated Lines. tional locomotives were purchased with but minor alterations, as the service demanded. During 1911 and 1912 changes were made in all designs which had not been previously fitted with the Walschaert valve gear, and this gear is now standard on all loco- motives with the exception of the consolidation and Atlantic types. The boilers have been arranged to permit the application of high degree superheaters in practically all classes that are now being built. The common standard types of locomotives at present are intended for special work in certain districts. The most notice- able of these is the lignite burning Pacific types of the Oregon Railroad and Navigation Company and the balanced compound Atlantic types for the Union Pacific. During 1912 one hundred and fifty-six locomotives were built for the Associated Lines by the Baldwin Works, and forty by the American Locomotive Company, all of them being of the modi- fied and present standard for each type. These consisted of 36 switching locomotives ; 55 freight Mikados ; 10 passenger -Ml 1^ SAt ' v^^i'^ ^ ^SSU r m^a, - ' _^ .^d" " ^' Hf -maammmmmmam r ' ^^^^^ --^ Mogui Locomotive With Superheater for the Associated Lines. therefore the original Atlantic and consolidation types with Stephenson valve gear and without superheaters ; the original six wheel switching type to which the Walschaert valve gear has been applied ; light and heavy Pacific types with Walschaert valve gear and superheaters; two classes of ten wheelers, one for oil burning with a narrow firebox and the other with a wide firebox for coal burning, the latter being built with either 63 in. or 69 in. wheels, but without other change (both of these have superheaters) ; a mogul which is the original design with the Mikados; 55 Pacifies; 15 moguls; 10 ten-wheelers and 15 Mallets of the 2-8-8-2 type. The general dimensions of these locomotives, as well as the latest design of the 2-6-6-2 type, are given in the accompanying table which by the comparison with the dimensions as given on the original locomotives to be found in the American Engineer, as noted, will show what alterations of weights and proportions have followed the changes in the boiler and valve gear. Possibly one of the most interesting of these locomotives is the January, 1913. AMERICAN ENGINEER,; mogul type which is fitted with a superheater, outside steam pipes and Walschaert valve gear. These engines have a tractive effort of 33,300 lbs., 21 in. x 28 in. cylinders and 63 in. drivers. There has been no reduction in the steam pressure in connection with the application of the superheater. The 70 in. boiler has dues 12 ft. 8 in. in length and if the superheating surface is fig- ured on each sq. ft. being equal to 1^/2 sq. ft. of evaporative heat- ing surface, there is over 224 sq. ft. of equivalent heating surface to each cubic foot of cylinder volume. It is quite evident that this design of locomotive, equipped for oil burning, will be very efficient up to the hmit of its drawbar pull. The Mikado freight locomotives are coal burners and are evi- dently fully capable of undertaking heavy work at moderately high speeds. The boilers provide 358 sq. ft. of equivalent heating surface per cubic foot of cylinder volume, which is an unusually high ratio for a freight locomotive. They are fitted with brick arches and do not differ from the design already in service with the exception of the changes in the boiler. ; V In the Mallet locomotives the separable boiler with feed water heater has been retained but the smokebox reheater has been dis- carded and a high degree superheater has been applied. The header of the superheater is placed in the chamber between the boiler proper and the feed water heater, and the steam pipes pass out through the sides of this chamber and extend back along the boiler between the cylinders. They are fitted with expansion joints. These locomotives are arranged to run with cab ahead. (Note. For full description with illustrations of the different details of the common standard locomotives adopted in 1903 see American Engineer and Railroad Journal, 1905, pages 154-200-250-288-322-353-400-441. A photo- graph and brief description of the Pacific type will be found on page 104 of the 1906 volume, and of the Atlantic type on page 139 of the same volume. A balanced compound Atlantic type which is standard in all particulars with the exception of the cylinders, valve gear, axles, etc., is described on pa(je 308 of the 1906 volume. Oil burning locomotives of the ten-wheel type for the Southern Pacific are described on page 408 of the 1907 volume. In the 1909 volume, on pages 181 and 367, is a full de- scription of the 2-8-8-2 type Mallets designed in that year. A lignite burner of the Mikado type built for the Oregon Railroad and Navigation Company is illustrated and described on page 404 of the 1910 volume, and on page 256 of the 1911 volume will be found a description of the Pacific type for the same company, arranged for burning lignite. The 2-6-6-2 type pas- senger locomotive is described on page 406 of the 1911 volume.) SLATER FRONT END It has been found quite difficult with the present design of loco- motive front ends to keep the netting and baffle plates sufficently tight to prevent live sparks from working their way through them to the stack and thence to the grouiid, endangering the sur- rounding country with fires. To prevent this, the Chicago & North Western some time ago tried out a new arrangement of front end which was originated by William Burdett, foreman boilermaker of the Northern Wisconsin division, and perfected and patented by F. Slater, master mechanic of the Peninsular division. This has proved entirely satisfactory. With this de- sign the joints can be made tighter and are less affected by the heat and vibration, there being less complicated and difficult con- nections. The engines running in the wooded territory have been grad- ually equipped with this device since January, 1911, with a re- markable decrease in the number of fire claims due to sparks from the locomotive. The amount paid for these claims was $129,250 for the fiscal year ending June 30, 1911, and $63,787 for the year ending June 30, 1912, or a decrease of about 50 per cent. Whde this decrease cannot be said to have been wholly due to the application of this device, the greater part of it is. Before adopting it as the standard front end a test was made on a ten-wheel locomotive by H. T. Bentley, principal assistant supenntendent of motive power and machinery, who was accom- paiiied by Prof. J. G. D. Mack of the University of Wisconsin and E. M. Griffith, state forester of Wisconsin. It was found that over a distance of 58 miles from Green Bav, Wis., to Oshkosh the observers coimted only 22 live sparks, all of which died out before striking the ground. During the test the engine was made to work as hard as possible so as to present the most unfavor- able conditions. ., : In addition to the spark reducing feature, it has been found Vv that engines equipped with this front end are freer steamers and . that the coal consumption is materially reduced. While there ' .'"' have been no distinct tests regarding this point, the enginemen ,..' claim that in most cases they can cover their runs with from . .; 5 to 10 per cent, less coal than before. This is due perhaps to \,:: the open and less restricted construction in the smokebox which.. .' allows a freer draft through all the boiler tubes and involves less '.::' liability of the flues becoming clogged. :^-;^7:'!''r:-^''':^': :'\--fv It was found that a larger netting area could also be obtained :;' with this front end which also will tend toward better draft. '/ - The accompanying table shows the difference, in sq. in. of netting ;.:, area per flue, between the old and the new arrangement on some ; ; of the North Western engines:. . . \. . -.... ...-. Type of Engine. r ..'..' l^laSS A 4-4-U . . . .. '4,^i' .-...) A^ *' ' Class B 4-40 ..;... ... urin,L; tlii- >iar tluii' \\a> rxiHpliim i>\ \hv W'aNiMiai ri \a\\c i^iar. Mipirluairr ainl radial also (loiiiiu-d an oil liurniiiir loroiiiotivi- oi tlu- ri.ulit uiu'il t\iif -tay lioiUr: two typi> of Mikado i.iooiiKitix cs. oiu- for fnijilit which ha< l(M).(MI(i Ih^. i.n dri\ir->. 3) in. \ Jo in. cylinders and /.5 and tlu' otiur for pas^iii.mr sir\ ioi- and two typi-* of Mallets in in. drivini; \\lu.l>. .\ .miuw iiat inorr i>o\Mrlul J-()-()-J tvpi- addiiion to tlu- luw ii.i.;ht wheel typi- nuntioiu-d ahovi-. pasMiificr loconiotivi- was also ImiJt that year and tin- Mallit While this i-oniprisos IJU' standard Joci unotivcs lor tin- Asso- 2-S-S-i type desisiii ua.s revised. The i)asseti.uer ent;ines were eiated Lines, it is ni>t to he understood tiiat experimental and arran^^ed to run with the eal) ahead. development work has heeti throttleil liy their exisfeiue Tiierc Meanwhile tiie ori.yina! standards were maintained and addi- are in service several loeomoti\e> wliieh are not stamlard and are Stnndard Mikndo Locomotive With Superheater for the Associated Lines. - -' tiimal locomotives were purchased willi Imt minor aUeratious, a^ inteinUd lor special work in certain di>tncl^. Tiie ni -i notice: the service e i- tht liyiiili- Imriiinu faeilii- t.\pes >-i tlu- < )r(i.:on in all ile-t!.:]!^ which hail not l.eeii previously titled witli the \\ alschaert \alve year, and tliis ye.'ir is now standard on all loco- motives with tlu- excej'tioti of tiu' coiisoHdatioii and .\tlantic ty)>ts. riu- li.iiKrs lia\i- htives. as well as the latest design of the 2-*' in, wheels, hut without oilier change ( l)oth tit these have superheaters) ; a mo-nl which is tiic original n with the pro|)(irtions liave followed tin- cJiaiiiies in tlii' hoiler anil valve year. I'ossihlv one of the niost interesting of these locomotivis is the .*Vi V.n".ff^-"^ * y Jam AKY. 1913. AMERICAN I^XGINlJERv nioj^ul tyiK- wliidi is littcd witli a superheater, cutside steam pipes and Walseliaert valve gear. These engines have a tractive ilt'ort of 3i,MX) ll>s.. _'l in. x 2arable IioiUr with feed water, heater lia> lueu ritaiiu'd ))Ut the smokebox relieater has been dis- carded an placed in the chamber lietweeu the boik-r f)roi)tr aiul the feed water heater, and the steam iMjies pass out throu:.;h tile si-33.'?-4(lO.44 1 . .\ i.lmt.. Hiaph ;iin1 lirit C>.! type pa^- stntier loeomotive i-> ileverilied on [laRe 406 of the 1911 volume. I slati:r front end ft has been found quite difficult with the present design of loco- motive front ends to keep the netting and baffle plates sufticently tight to prevent live sparks from w(u:king their way tiirough them to the stack and thence to tlu- tiroun>ry. "NXith this de- sign tile ioiiiis can be m.idi' tigiiter and are less afTected by the heat and vibration, there being le.ss complicateil and difficult con- nections. I be engines ninnin- in the Wooded territory have bieii grad- ually e(|uip]H'd witli this device sjitcc January .^ 1911, with a re- niarkaliK- decreasi- in the number of fire claims due to sjiarks from tin loe..motivi. The amount paid for these claims was ?!J"'.2.'0 for the fiM-al year ending June MX 1911, and $(K^.7i^7 f..r the yiar ending Jntie M). 1912, or a decrease of about .=;0 per cent, AMule this dterea>e cannot ] restricted construction in the tmokel*t>.\ which allows a freer draft throuoh all the boiler tubes and iiuoKes less liability 9f the flues becomiui; cloooed. ' - ^ It was fountl that a lariier netting area could als^. Th- otitained with this front end whicli also wilf lend toward better draft. 'i Iiv accompanying table -bou s the q. in, of netting area per line, between the old and the new arraniieiui nt on. .ome of the North Western engines: Ty|ic of Knuiiu-. ria*s A 4-4-0.. tlas!, l{^4-4fl.. r.of4 Sew. 9,4 8.>J Slater Front End Which Has Proved Efficient as a Spaik Arrester. ('1.-1SS (las- ("lass (la- ( la-s n li- M 1 IM 4 4 J.;;. 4-(>-.'.. . _' . V.43 rill' Constrjiction of this front itul is simple aiid cotiipaci, and is as cht.ip to make and install, if not cheaper, than the- "rdinary, t_\pe i-i front end .inaii'-^emeut It i> jHis.sible to iij>pict all its ]iaits witliout having to reiuow v.iriuus nettings, phites, etc., and an\ njiairs are e.isily mac made arouneral grate area, has a few advantages over the others. The type of locomotive which has been the standard on manjr -'. of the American railroads in the past ten years is the consolida- tion type. It has been called on to perform in services ranging from emergency passenger to slow heavy pusher and switching service. Engines of this type are being built for heavy and exacting freieht service and their possibilities have not been exhausted. They utilize nearly the total weight of the engine for adhesive purposes. A leading truck of two wheels only is '. I'. ' i : .'/ . 10 AMERICAN ENGINEER. Vol. 87, Xo. 1. t --{>;, : provided permitting of a slightly extended boiler and taking from the drivers only weight enough to secure good guiding qualities. The steaming capacity, firebox size and grate area are necessarily limited, since the entire boiler and firebox must be carried over the drivers. The handicap imposed by the boiler limitations has not, imtil recently, been very serious. Engines of the consolidation type, having a maximum tractive power of 6O,SO0 lb, are in service today. The diameter of their drivers is small, 54 in., and their total heating surface compared with the equivalent heating surface of a Mikado engine having the same tractive effort is but 70 per cent. The piston speeds of these large consolidation engines, compared with the Mikado engine, are considerably higher. The perfection of the high temperature superheater, the brick arch, and the Gaines combustion chamber opens up further op- portunities for the consolidation engine. The application of the superheater results in increased capacity which corresponds, roughly to a 25 per cent, larger boiler capacity than it was possible to provide in connection with saturated steam engines. The brick arches permit increased amounts of heat to be utilized from the fuel burned on restricted grate areas. It should be possible to build consolidation engines with good steaming capacities and economical fuel requirements that can develop as high as 54,000 lb. maximum tractive effort. An offshoot from the successful consolidation freight engine is the 12-wheel or 4-8-0 type. This type has an undesirable ratio between total weight and adhesive weight. The increase in the length of boiler made possible by the four-wheel truck nets but little in the direction of increased boiler capacity. The increase in the heating surface of the boiler is at the wrong end. To improve the steaming capacity of the consolidation engine it is necessary to introduce modifications at the firebox end. The introduction of such modifications has resulted in the Mikado (2-8-2) type. By placing a trailing truck underneath the firebox better boiler construction becomes possible; also a decided increase in efTective heating surface, a deeper throat sheet and wider water legs are secured. However, as large a proportion of the total weight of the engine is not utilized for adhesive purposes as with the consolidation type. By moving the firebox behind the drivers, it also becomes possible to en- large the boiler diameter, and to increase the relative diameter of drivers, thereby permitting of lower piston speeds. The general construction of the Mikado locomotive is such that it permits of very ample steaming capacity and thus of high sus- tained tractive efforts. The application of the superheater and brick arch has further increased its capacity in this direction. It is most admirably suited to haul slow maximum tonnage freight trains one day and fast freight trains the next, a condition fre- quently met in railroad operation. The size of Mikado locomotives for most roads is principally limited by the allowable weights on drivers. It seems to be generally considered that an individual axle load of 60.000 lb. for the better conditions of roadbed, as they are met with today, is very nearly the largest permissible. If so the Mikado engine, as far as size is concerned, has very nearly reached its limit, and th demand for still larger engines will have to be met either by introducing another pair of drivers, making five pairs in all, or by resorting to the Mallet type. To get still larger capacities than are provided by the con- solidation and Mikado types, the decapod (2-10-0) and the Santa Fe (2-10-2) types are available. The decapod type, like the con- solidation and 12-wheel types, has limitations as regards boiler capacity, in consequence of which it is practically adapted to slow service only. Its high proportioh of weight on drivers, giving it a high ratio of adhesion is of advantage for this kind of service. The Santa Fe type permits of better boiler propor- tions than those of the decapod type, just as the Mikado is better than the consolidation. The additional pair of drivers enables a tractive effort about 20 to 25 per cent, greater than can be secured from the Mikado engine. Allowing 60,000 lb. per pair, the maximum tractive effort possible should be about 73,000 ta 75.000 lb., barring cylinder limitations. Several engines of this type now in service deliver a maximum tractive effort of 71,000 lb. It is reported that they can be handled by one fireman with- out unduly taxing him. Locomotives with i\\G pairs of coupled wheels have an exceed- ingly long rigid wheel base. This would introduce many com- plications should they be placed on territories where track curva- ture is frequent or severe. Furthermore, the exceptionally heavy pressures on the main pins and the heavy reciprocating parts justify expectation of maintenance difficulties. The long wheel base and the large number of heavy wheel loads in rigid order may be proportionately harder on the track than is the case with large Mikado engines. . .':1 ':! Another type of engine which deserves consideration for freight service is the Mountain (4-8-2) type, which is similar to the IMikado in all its characteristics. Where fast freight service is abundant and high speed is frequent the additional advantages in guiding qualities secured by the four-wheel leading truck and the slightly increased boiler capacity are important. The Pacific type engine for exclusive fast freight service, where grades are not severe and where this kind of service is heavy, is a very desirable type. A large number of these engines have been built for this service and are giving an excellent ac- coimt of themselves. The Mallet type offers quite as wide a field to choose from as the non-articulated types. They can be built to deliver a maxi- mum tractive effort of 140.000 lb. This means an engine with ten pairs of drivers, having an average load of about 60,000 lb. THE PERM.VNENT PL.\NT. The permanent plant of a railway as related to the motive power is the track, bridges, passing sidings, terminal yards, en- gine terminals, including the roundhouses, turntables, coaling stations, watering cranes, ash plant and sanding facilities, and the locomotive repair shops. It has been shown what a wide range of motive power is available from which selections may be made for any class of service. In order that the possibiUties of this large field may be fully realized it becomes necessary to study carefully the various changes in the permanent plant to be considered in connection with the introduction of different types and sizes of engines. Such a study will oftentimes show that improvements made to the permanent plant at limited costs will permit of utilizing motive power which will effect a con- siderable saving in operating expenses, thereby fully justifying the expenditure. OPERATING EXPENSES. :. :,/;";;; '; \ ':, "-. - '. The effect of the selection of locomotives for passenger and switching service on operating expenses does not play as im- portant a role as it does in the selection of engines for freight service. The choice of passenger and switch engines is deter- mined very largelv by imposed conditions resulting from circum- stances peculiar to the nature of these two kinds of service. In the selection of power for freight service the effect of the various types and sizes on the operating co.'sts should go a long way towards determining the most economical engine to choose. .\ study should be made to determine which type and size will effect the greatest net saving in operating expenses after deduct- ing all overhead and additional maintenance charges resulting from the improvements necessitated by the introduction of the engine. Only by such a study as this in conjunction with con- sidering the service conditions and the tendency of future de- velopment can the ultimate selection be made with any degree of correctness. '" Fuel is the largest single item of locomotive operating expenses and therefore the most important. As locomotives grow larger their fuel consumption per unit increases, but not nearly in pro- portion to the increase in their size. It does not take very much more coal to fire a large locomotive than a small one. The fuel I '.' .. January, 1913. AMERICAN ENGINEER. Jl !* losses of a large locomotive due to radiation while waiting or drifting are but slightly laiger than those of a smaller locomotive. The increase of fuel consumption of large saturated simple steam engines when working at their full capacity is more nearly in proportion to the increase in their size. The introduction of the superheater, feedwater heater and reheater, the increase in heating surface of the boiler, -the brick arch, the utilization of .compounding in large engines of the Mallet type, application of improved valve gear and compound air pumps, and more care- ful attention to the design of steam passages and steam engine efficiency have accomplished remarkable results in keeping the fuel consumption of large locomotives down so that their con- sumption per train-mile is increased but slightly over that of the recent types of smaller saturated steam locomotives. Numerous tests and service records have revealed that large superheater Mikado locomotives which have been placed in serv- ice recently haul trains of 45 and 50 per cent, greater tonnage with the same anioun.t of coal that was formerly consumed by the consolidation locomotives they replaced. Even the coal con- sumption of Mallet engines with grate areas up to 100 sq. ft. has not grown in any way proportionate to the increase in their hauling capacity. Modern engines when running at shortened cut-offs over those portions of the road other than the ruling grades exhibited a still greater economy than when working on the heaviest grades. Some service tests of recently built Mikado engines on the Delaware, Lackawanna and Western clearly demonstrated these facts. Their economy in fuel consumption as compared with that of the old consolidation type, both operat- ing over heavy grades at full load, was 20 per cent. The economy effected over easy grades while running at shortened cut-offs was 39.3 per cent., almost twice as mucli. The average was 29.1 per cent. "",?" .-:-'- :--\-- '' '/ ;'>'"'' ; ::;v..".V'V..^ ''''" '':x'----'^: [The following features were also brieflj- considered: Water; lul)rication of locomotives ;~>?ther supplies for locomotives; engine house expenses ; train supplies and expenses ; wages of engine- men : wages of trainmen ; locomotive repairs ; freight train car repairs ; maintenance of track, bridges and buildings ; and over- head cliarges.] FINAL DETERMIXATIOX OF THE MOST ECONOMICAL LOCOMOTIVE. Taking each one of the items into consideration, estimating the reduction in train mileage effected by each type, the gross savings in operating expenses effected based on the amounts of business on hand or in sight, and deducting therefrom all over- head charges arising from the additional improvements neces- sary to make the operation of the different types of locomotive under comparison practical, will reveal which particular locomo- tive is the most economical in size and type. ;;.:.';:'. ^v. ' v.- As far as a standard engine of any kind for an entire road is concerned the general conditions obtaining will have some bearing. A road may, for instance, be composed partly of divisions whose grades are moderate and partly of divisions whose grades are severe. If the variations are not great a compromise standard might be adopted. If on the other hand there is a large differ- ence, it may l)c wiser to seek to establish two or three standards and confine them to their particular territory with a view to getting the maximum efficiency from every portion of the prop- erty. Then again there are many shorter territories such as pusher grades and divisions through mountainous countrv, the motive power selection for which is a distinctly local problem In every case, whether it is the broad problem of establishing standards for the entire system, or selecting an engine for a local territory, the problem might well be reduced to an economic study, comparing several available types and sizes, the extent of the improvements necessary to make their operation practical, and the net savings which it is estimated will be effected by their introduction. '"'^' '''"^- '"-': -:'''"'' SUMMARY. '',;'' --^-- /;" ;: ::%.>;.:: "The real value of a locomotive from the motive power point of view must be ultimately measured by the tractive effort which it is able to exert on the drawbar at a certain speed. In order to bring out what bearing the above mentioned saving in steam and fuel consumption has on the hauling capacity of the loco- motive, the following example is given : .\ssuming two locomo- tives of the same general dimensions, one being equipped with a high degree superheater. Under average working conditions, the superheater locomotive' will show an economj- in coal con- sumption of about 20 per cent., if the same indicated horse power is developed by both engines. If the superheater engine fs now forced so as to burn the same amount of coal as the saturated steam engine, and assuming that this increased amount of coal can be burnt as efficiently in the superheater boiler as in the saturated steam boiler and that the increased volume of steam can be expanded in the cyhnders as efficiently as in the saturated steam engine, then the indicated horse power developed would be 100 -f- 80 I. H. P. or 25 per cent, more than in the saturated engine. At the ordinary speeds of saturated steam passenger locomotives about 70 per cent, of the cylinder power is available at the drawbar, 30 per cent, being absorlied in moving the weight of the locomotive and in machine friction. As the power con- sumption for this purpose will not change materially in the two cases, an increase of 25 per cent, in indicated horse power repre- sents an increase in haulage capacity of 25 X 100 -^ 70 = ap- proximately 36 per vent. . " C' -i /. " - >. ^v ;. . ^ r Vj ; ^ ' > "The above two' assumptions bring us to two principal require- ments for the maxirrtum efficiency of superheater locomotives. The thermal efficiency of the boiler must not be reduced by the application of the superheater. With the type of superheater now generally adopted, no changes are made in the firebox, but the tube heating surface is altered by transferring part of it to the superheater. The superheating surface is not quite as effi- cient in heat transmission as the evaporating surface on account of the poor conductivity of superheated steam. In order to make up^for this the steam must 1>e forced to pass through the superheater pipes at high velocity even at the risk of wire draw- ing, and the superheating surface must l>e so disposed in the gas current as to offer each cubic inch of gases passing through the superheater more heating surface than the gases find in their passage' through the ordinary boiler tubes which are in contact with water. F"urther. the total gas area through all boiler tul>es must not be materially reduced by the application of the super- heater and the boiler tubes and flues rmlst be so proportioned and arranged that the stream of combusnon gases emerging from the firebox is so