Identifier: americanengineer861newy (find matches)
Title: American engineer
Year: 1912 (1910s)
Authors:
Subjects: Railroad engineering Engineering Railroads Railroad cars
Publisher: New York, N.Y. : Simmons-Boardman Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Images: All Images From Book
Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
e adjacentpairs of driving pedestals, except at the rear where the brace isplaced close to the fifth driving axle. This brace forms,a seatfor the sliding shoes which support the front end of the firebox.Just back of the fifth pair of pedestals the rear frames arespliced to the main frames. The rear truck is of the Rushtontype with inside journals, the same as has lieen applied to theprevious engines of the same general design. The back end ofthe firebox is supported on an expansion plate liolted to thefoot plate. Due provision has been made for Ijracing the frames at thefront end. Just forward of the cylinders they are secureil to acast steel deck-plate; while Ijetween the cylinders and the lead-ing driving pedestals is a most substantial transverse brace ofcast steel which supports the driving brake shaft. The brakecylinders are bolted to the guide yoke. Each guide bearer is * See American Engineer and Railroad Journal, May, 1911, page 171. 515 516 AMERICAN ENGINEER. Vol. 86, No. 10.
Text Appearing After Image:
October, 191^ AMliRICAN ENGINEER 517 braccil liy a loiij;itiulinal cast sli-ol tic. which is bohcd at itsforward end to the top of the steam oliest. As in the ten-coupled locomotives of the Santa Ke type recentl>built for the Chicago, Burlington vK: Quincy* counterweights arekeyed to llic main axle between the frames to compensate fordeficiency of weight in the wheel centers. The ciitiipmeut of these locomotives includes cylinder relief ing. The high pressure piston rods are somewhat shorter thanthe low pressure, in order to allow sufficient clearance betweenthe main rods and the first driving axle. When the insidecranks are on the back dead center, the crossheads are imme-diately above this axle. The inside guides are of the Laird type,this design having been adopted because it provides a maximumamount of clearance imdcr the crossheads. These ^iiicles are

Note About Images