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Part II.—Trial of an American passenger locomotive
172
Givil and Mechanical Engineering.
parts, their accelerations and retardations during the stroke, and at the dead-points, and the efficiency of the combination.
V. The Running ~ear includes the wheels, shafts, journals, and framing to which they are attached. The locomotive would here be regarded as a carriage or vehicle for the boiler and mechanism, and the action of the wheels upon the rails, and of centrifugal force, which is partially counteracted, upon curves by the tractive pull, pointed out. VI. In the Balancing of the Engine, would be considered the manner in which the weight is supported upon three points or a tripod, the driving wheels and centre pin of the truck, by means of the springs and equalizing levers; the means for preventing the zig-zag or lateral tendency of the motion to cause the flanges of the wheels to grind against the rails, arising from the alternate maximum force of the pressure upon the pistons upon each side of the engine; how this is affected by the gauge of the road ; and how the weight of the reciprocating parts is balanced in the driving wheels. All these relate to the engine alone, and doubtless other points would suggest themselves in the treatment of these. VII. The Tractive _Power and Train Resistance will be briefly considered in the following part.
PART I [ . - - T R ~ A L OF AN AMERICAN PASS~NOER LOCOMOTIVE.
By the kindness of Mr. Jno. Thompson, Master of Machinery of the :Eastern Railroad Company, the opportunity was obtained of riding upon the engines of two of the fastest passenger trains of that road, and of taking therefroffa data concerning the actual running of locomotives. The trains selected were the 2.15 P. M. Rockport train from Boston, which runs for a distance of 36 miles, and after a stop of 55 minutes at¢he terminus, m:~kes a return trip to Boston; and the Bangor Express train, which leaves Boston at 8.30 A . M . The engine of this train runs to Portsmouth, N. H., 56 miles from Boston, is there detached, and 18 minutes after, with another train, makes a return trip to Boston. After obtaining information concerning the running of these engines, on Tuesday afternoon, March 14th, engine No. 36, *'The John Howe," was taken, in order to
‘I!h B L E I.-Trip DATA
AND
No, 1.
RESI’LTS FROklHIXKLEY ERQlNE,No.si, EASTERN R. R.,0~ 8.30A,1. RANGGR TRAIN,DOWN TRIP.
I ,lI LB0
--_
_-_-___
Took# second8 tostopqfterbrakeIa8 put00. Oiledcyllnders fromo&b. ‘183,
2’ow
AirBrakeG&~ge, bO2.8! {Radi;:of Weallnghoose
/ 12Q.i ~EngineolockW%eeonda slow,bywatoh.
P’iQn 1’463 129u/ 4’84
I
”
FlagStations.
t hn
Tbrottleooe.half open. 22?0 ~Oiledcylinders.
~
I
__---.-_
_-
11 I
LII I: 10 13 14 11 18
Oiledcylioders.
Oiledcylinder& Stirredfire. t Valveblonlng.
Oiledcyllndeta Stirredfire.
Average8teempressure,z,
Av.lb.coal permile, 66
‘-(
_-
Average,330 ~,Aver&ge, 3336
TO&Y$6 spccods to stopat Roetan. Depthwuerin tenderona~bbl, Ist/ lflohek wstck’6saos.fnst byBta~doldtl~eBtL66P.W.
G allou!oe--A merican Locomotive Engineering.
173
become practically acquainted with the daily operation of the locomotive. After setting my watch carefully by the railroad time, making out a table with blank columns for data, measuring the diameter of the driving wheels and pump plunger, taking the depth of water in the tender, obtaining an estimate of the amount of coal aboard, and the capacity of the tank, ancl noting the weather, condition of the rails, direction of the wind, the steam gauge, the numbers on the cut-off notches of the reverse quadrant, and the number of cars, we started. Mounted upon the fireman's seat, the engine rode much easier than was expected, and, except at the grea1(.r speeds, little difficulty was experienced in writing. At the higher speeds even, from five to six revolutions, or ninetyeight feet per second,--the momentum of the engine carried it lightly over the slight inequalities in the rails, and it was very rarely that much thumping or pounding occurred. Upon the three succeeding days, trips were made to Portsmouth and return upon engine No. 55, which was built at the Hinkley Works in October, 1875, and is the same engine the details of which have been given, and parts discussed in Part I. Upon these trips records of the time were taken, as accurately as possible, at which the engine passed each station, of the steam pressure, the cut-off notch, and the amount of coal thrown into the fire-box, and although the stations came rather close together in respect to time, when not employed in any other direction, the speed was usually taken by counting the oscillations of the cross-head. In brief, the aim was to jot down every occurrence that took place in regard to the engine. The accompanying tables show the data taken, and the results obtained. The carrying of a train from Boston to Portsmouth means so many gallons of water and pounds of coal consumed. These tables state approximately what these amounts are. They show, so far as no exceptional conditions exist, primarily, the facts concerning the actual manner in which the best locomotives are at the present time run. From these data are furnished us the means whereby we may calculate other circumstances in regard to locomotive power and resistances, which have their influence in determining its actual efficiency. (To be continued.)
TABLE
III.-Trip
DUBBND AESULTS FROM HINKLEY ENGlIE,
No. 3
No. 56, tiASTERN R. R., UN 8.30A.M. BANGOR TRAIN, DVWN TRIP.
j%llOdlng, Shuttlog 08,Braking, StIrring Fire,
3
,‘6
-
Air Hrske Pressure, etc.
I
_---
---
W&b practloally oor,8otat 6.30A.M. Oiled eylindera. 6816
21$6
b663 I 13689 .I%,8 6’846 ZlY’6 Stirred hre. 15911 tQ@6 Taksn al 8.41.25, and countedtill 48.665. wil tAt6lW
~+ 1
L..,
1’994
15’91, I14Q8
3d ll4Q8 Qa6
t t 355’0 t t QU1, t
The, 9.18. StIrfed 818. V&In bloainp. Heavy oP.Srade. Time, 823W. The, 2420. Lerel. Tims, Z&W.Stirred 618.
za816 20018 161168 6’686
t Tins, 10.13.W.Stirred Pre.
I
61’6 16268
t The, 1OzS.W.Stlrred firs. No atopmade. 41
21’Q1663’8 a? ii
.,
Stirred he, ,5&, t UP.SrQd%Time, 10.4UQ t Time,10.4Y.W.Stirred Bra.
40’6 16Q1’3 $86 1821’8 20 10
Av,lb.oaal -4i , Per mile,
Average, 11’6
Givil and Mechanical Engineering.
parts, their accelerations and retardations during the stroke, and at the dead-points, and the efficiency of the combination.
V. The Running ~ear includes the wheels, shafts, journals, and framing to which they are attached. The locomotive would here be regarded as a carriage or vehicle for the boiler and mechanism, and the action of the wheels upon the rails, and of centrifugal force, which is partially counteracted, upon curves by the tractive pull, pointed out. VI. In the Balancing of the Engine, would be considered the manner in which the weight is supported upon three points or a tripod, the driving wheels and centre pin of the truck, by means of the springs and equalizing levers; the means for preventing the zig-zag or lateral tendency of the motion to cause the flanges of the wheels to grind against the rails, arising from the alternate maximum force of the pressure upon the pistons upon each side of the engine; how this is affected by the gauge of the road ; and how the weight of the reciprocating parts is balanced in the driving wheels. All these relate to the engine alone, and doubtless other points would suggest themselves in the treatment of these. VII. The Tractive _Power and Train Resistance will be briefly considered in the following part.
PART I [ . - - T R ~ A L OF AN AMERICAN PASS~NOER LOCOMOTIVE.
By the kindness of Mr. Jno. Thompson, Master of Machinery of the :Eastern Railroad Company, the opportunity was obtained of riding upon the engines of two of the fastest passenger trains of that road, and of taking therefroffa data concerning the actual running of locomotives. The trains selected were the 2.15 P. M. Rockport train from Boston, which runs for a distance of 36 miles, and after a stop of 55 minutes at¢he terminus, m:~kes a return trip to Boston; and the Bangor Express train, which leaves Boston at 8.30 A . M . The engine of this train runs to Portsmouth, N. H., 56 miles from Boston, is there detached, and 18 minutes after, with another train, makes a return trip to Boston. After obtaining information concerning the running of these engines, on Tuesday afternoon, March 14th, engine No. 36, *'The John Howe," was taken, in order to
‘I!h B L E I.-Trip DATA
AND
No, 1.
RESI’LTS FROklHIXKLEY ERQlNE,No.si, EASTERN R. R.,0~ 8.30A,1. RANGGR TRAIN,DOWN TRIP.
I ,lI LB0
--_
_-_-___
Took# second8 tostopqfterbrakeIa8 put00. Oiledcyllnders fromo&b. ‘183,
2’ow
AirBrakeG&~ge, bO2.8! {Radi;:of Weallnghoose
/ 12Q.i ~EngineolockW%eeonda slow,bywatoh.
P’iQn 1’463 129u/ 4’84
I
”
FlagStations.
t hn
Tbrottleooe.half open. 22?0 ~Oiledcylinders.
~
I
__---.-_
_-
11 I
LII I: 10 13 14 11 18
Oiledcylioders.
Oiledcylinder& Stirredfire. t Valveblonlng.
Oiledcyllndeta Stirredfire.
Average8teempressure,z,
Av.lb.coal permile, 66
‘-(
_-
Average,330 ~,Aver&ge, 3336
TO&Y$6 spccods to stopat Roetan. Depthwuerin tenderona~bbl, Ist/ lflohek wstck’6saos.fnst byBta~doldtl~eBtL66P.W.
G allou!oe--A merican Locomotive Engineering.
173
become practically acquainted with the daily operation of the locomotive. After setting my watch carefully by the railroad time, making out a table with blank columns for data, measuring the diameter of the driving wheels and pump plunger, taking the depth of water in the tender, obtaining an estimate of the amount of coal aboard, and the capacity of the tank, ancl noting the weather, condition of the rails, direction of the wind, the steam gauge, the numbers on the cut-off notches of the reverse quadrant, and the number of cars, we started. Mounted upon the fireman's seat, the engine rode much easier than was expected, and, except at the grea1(.r speeds, little difficulty was experienced in writing. At the higher speeds even, from five to six revolutions, or ninetyeight feet per second,--the momentum of the engine carried it lightly over the slight inequalities in the rails, and it was very rarely that much thumping or pounding occurred. Upon the three succeeding days, trips were made to Portsmouth and return upon engine No. 55, which was built at the Hinkley Works in October, 1875, and is the same engine the details of which have been given, and parts discussed in Part I. Upon these trips records of the time were taken, as accurately as possible, at which the engine passed each station, of the steam pressure, the cut-off notch, and the amount of coal thrown into the fire-box, and although the stations came rather close together in respect to time, when not employed in any other direction, the speed was usually taken by counting the oscillations of the cross-head. In brief, the aim was to jot down every occurrence that took place in regard to the engine. The accompanying tables show the data taken, and the results obtained. The carrying of a train from Boston to Portsmouth means so many gallons of water and pounds of coal consumed. These tables state approximately what these amounts are. They show, so far as no exceptional conditions exist, primarily, the facts concerning the actual manner in which the best locomotives are at the present time run. From these data are furnished us the means whereby we may calculate other circumstances in regard to locomotive power and resistances, which have their influence in determining its actual efficiency. (To be continued.)
TABLE
III.-Trip
DUBBND AESULTS FROM HINKLEY ENGlIE,
No. 3
No. 56, tiASTERN R. R., UN 8.30A.M. BANGOR TRAIN, DVWN TRIP.
j%llOdlng, Shuttlog 08,Braking, StIrring Fire,
3
,‘6
-
Air Hrske Pressure, etc.
I
_---
---
W&b practloally oor,8otat 6.30A.M. Oiled eylindera. 6816
21$6
b663 I 13689 .I%,8 6’846 ZlY’6 Stirred hre. 15911 tQ@6 Taksn al 8.41.25, and countedtill 48.665. wil tAt6lW
~+ 1
L..,
1’994
15’91, I14Q8
3d ll4Q8 Qa6
t t 355’0 t t QU1, t
The, 9.18. StIrfed 818. V&In bloainp. Heavy oP.Srade. Time, 823W. The, 2420. Lerel. Tims, Z&W.Stirred 618.
za816 20018 161168 6’686
t Tins, 10.13.W.Stirred Pre.
I
61’6 16268
t The, 1OzS.W.Stlrred firs. No atopmade. 41
21’Q1663’8 a? ii
.,
Stirred he, ,5&, t UP.SrQd%Time, 10.4UQ t Time,10.4Y.W.Stirred Bra.
40’6 16Q1’3 $86 1821’8 20 10
Av,lb.oaal -4i , Per mile,
Average, 11’6