Standard S ix-Wheel Switcher

Fourth D esign of the Government's Standard Locomotives to Be Built — Fourteen to Go to the Chicago Junction

DURING t he month the fourth type of the government's sames a for the 0-8-0 standard locomotives. These frames standard locomotives was built by the American Loco are 5 in. wide from the front to just back of the rear set of motive Company at its Cooke Works. Fourteen of drivers, where a slab section 2 in. wide by 12 in. deep, in these locomotives are to be delivered to the Chicago Junction creasing to 3 in. wide by 18 in. deep at the extreme end is Railway and later twenty will go to the Pennsylvania Lines provided. They are 5 in. deep over pedestals and 4j,axle, and they have 21 -in. by 28-in. cylinders with ders, the depth of the frame being increased to 1V& in. and 51 -in. drivers. These engines have many details in common to 9'/2 in. at the buffer beam. The pedestal binders have a with the standard 0-8-0 locomotives which were descril)ed in minimum section of 3 in. by 5 in. the Railway Mechanical Engineer for October on page 543. The s ide rods are of slab section, the front rod being 5 in. They are also a great deal like the Six-wheel switchers built by iy2 in. and the back rod 4 in. by 1 5/16 in. These are for the Chicago & North Western by the American Locomotive coupled together with a 4-in. knuckle pin. The connecting Company a few years ago, the cylinders, drivers and fireboxes rods are of channel section, being 6 in. deep with %-in. being practically of the same dimensions and the boiler is ot flanges 3*4 >n- wide, and j^-in. webs. A cast iron box type the same design with only about a difference of 100 sq. ft. in piston is used, having Hunt-Spiller bull and packing rings. the total evaporating heating surface and 40 sq. ft. in the The piston rod is 3J4 in- in diameter. The crosshead is of superheating surface. The Chicago & North Western en the alligator type, having Hunt-Spiller gun iron shoes. The gines have given excellent service in both transfer and switch steam distribution is controlled by the Baker valve gear, ing work. These engines are used to transfer freight between which in general is of a design similar to that used on the the Fortieth avenue and Proviso yards in Chicago, a distance 0-8-0 switchers, many parts of which are duplicates. Both of about nine miles. They have handled 3,000 tons over the Lewis and Mellin reverse gears will be used on locomo grades of 0.92 per cent and 0.8 per cent. tives in this order. The packing of both the valves and The b oiler of the standard 0-6-0 switcher is of the same cylinders is of the United States Metallic Packing Company's general design as that of the Eight-wheel switcher. It was de design. signed for a pressure of 200 lb. but has a working pressure of The p iston valves are 10 in. in diameter and are fitted with 190 lb. It is 66 in. in diameter, of the straight telescopic type, bushings and packing and bull rings of Hunt-Spiller gun with 19/32-in. barrel sheets, 9/16-in. front tube sheet and iron. The cylinder bushings are also made of the same y2-'m. back tube sheet. There are 158 two-inch tubes and material. twenty-four 5^-in. flues, 15 ft. long over tube sheets. The The t ender is identical with that used with the 0-8-0 size and length of the tubes are the same as those in the switchers, having a capacity of 8,000 gal. of water and 16 Eight-wheel switcher. The firebox is 72^ in. long by 66% tons of coal. The tank has the Locomotive Stoker Company's in. wide. The door and crown sheets are }i in. thick and type D coal pusher, Commonwealth cast steel underframe, the wrapper sheet and back head are 9/16 in. and yi in. and cast steel tender truck side frames to be furnished by the thick, respectively. The water legs are 5 in. wide at the American Steel Foundries and the Buckeye Steel Castings throat and 4l/2 in. wide on the other three sides. There are Company. The tender wheels are cast iron, being 33 in. in three tubes for a Security brick arch and the O'Connor fire- diameter. door flange is used. There are 346 flexible, 58 hollow and There a re a large number of details on this locomotive that 383 solid staybolts. The boiler is equipped with a 24-unit are common to the standard Eight-wheel switcher and a few type A superheater having a heating surface of 442 sq. ft., common to all of the standard locomotives. Among the items which with an evaporating surface of 1,886 sq. ft. gives an common to both of the switchers may be mentioned driving equivalent heating surface of 2,536 sq. ft. axles, driving boxes, shoes and wedges, pedestal crosstie, The g eneral design of the frame for these engines is the grates, tube setting, coal pusher, many of the cab fixtures,

593 594 R AILWAY MECHANICAL ENGINEER VoL. 92, No. 11

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------2 - 27 o:/------November, 1 918 RAILWAY MECHANICAL ENGINEER 595 bumper a rrangement, tell details, reverse shaft yoke and bell Chicago & N orth Western by the American Locomotive Com crank. Such details as the dome cap, coupler, coupler draw- pany a few years ago: head, eccentric rod bearings, cylinder cocks and gage cocks General D ata are common to all of the standard locomotives. U.. S R. A. Chicago & Standard N orth Western These e ngines are to be equipped with the Shoemaker fire- Cage 4 f t. S'/2 in. 4 ft. 8'/S in. Service S witching Transfer Fuel B it. coal Bit. coal Tractive e ffort 39,100 1b. 37,000 1b. Weight i n working order 165.000 1b. 171,000 1b. Weightn o drivers 165,000 1b. 171,000 1b. Weight o f engine and tender in working o rder 309,000 lb. 298.000 lb. Wheel b ase, driving 11 ft. 11 ft. 6 in. Wheel b ase, total 1 1 ft. 1 1 ft. 6 in. Wheel b ase, engine and tender 49 ft. in. 47 ft- 6 1^ in. Ratios nWeight o drivers H- tractive effort. 4.22 4.62 Total w eight tractive effort 4.22 4.62 Tractive e ffort X diam. drivers «4- cquivalent h eating surface* 782 732 Equivalent h eating surface* -r grate area 7 7.3 78.9 Firebox h eating surface -5- equiva lent beating surface,* per cent... 5.41 5.89 nWeight o drivers -f- equivalent heating s urface* 64.7 66.28 Total w eight equivalent heating surface* 6 4.7 66.28 Volume b oth cylinders 11.22 cu. ft. 11.22 cu. ft. Equivalent h eating surface* -5- vol. cylinders 2 26.5 229.S Grate a rea ~ vol. cylinders 2.94 2.96 C \ 'limlers Kind S imple Simple Diameter a nd stroke 21 in. by 28 in. 21 in. by 28 in. Valves Kind P iston Piston Diameter 1 0 in. 12 in. Greatest t ravel 6 in. 6y2 in. Outside l ap H in. 1 in. Inside c learance 0 in. 0 in. . — 4 -4 nLead i full gear 'i in. !s ">■ O oooooooooo OOOOO OO Q o o ~~o OOOOOOO o ~o o o o oOOOO o o o i]tII ,1 1 o o o o o o J~ I Wheels o o Driving, d iameter over tires 51 in. 51 in. Driving, t hickness of tires in. 3'/i in. Driving j ournals, main, diameter and l&rt- 07 length 9 i n. by 12 in. 9Yi in. by 12 in. Driving j ournals, others, diameter , Sections T hrough Six-Wheel Switch Locomotive and l ength 9 in. by 12 in. 9Yi in. by 12 in. Boiler door, C ole safety valve, Sargent safety three-face water gage, Stvle S traight Straight Working'pressure 1 90 lb. per sq. in. 180 lb per sq. in. No. 11 non-lifting Nathan injector, Detroit three-feed lubri Outside d iameter of first ring 66 in. 66 in _ cator, Pyle electric headlight, Westinghouse air brakes, Im Firebox, l ength and width 72H in. by 66'4 in. i2% in. by 6.->'.v in. Firebox p lates, thickness Vi in. and H in. M in. perial type B uncoupling device, unit drawbar, Franklin Tubes, n umber and outside diameter. 158 — 2 in. 160— 2 in. Flues, n umber and outside diameter. 24 — 5VS in. 22 — 5H in. flexible metallic joints, Ashcroft steam gages, Chicago Rail Tubes a nd flues, length IS ft. 16 ft. way Equipment Company brake beams, Woods tender side Heating s urface, tubes 1,233 sq.ft. 1,333 sq. tt.

Boiler f or the Standard Six-Wheel Switcher Heating s urface, flues 515 s q. ft. 492 s q. ft. bearings, W estinghouse type D-i draft gear, Hancock Heating s urface, firebox 138 sq. ft. 152 sq. ft. sprinkler, Chambers throttle and United States Metallic Heating s urface, total 1 ,886 sq. ft. 1,977 sq. ft. Superheater h eating surface... 442 s q. ft. 402 s q. ft. Packing Company pneumatic sanders. Equivalent heating surface*... 2,549 sq. ft. 2.580 sq. ft. The f ollowing table contains the principal data and dimen Grate a rea 33 s q. ft. 32.7 s q. ft. Smokestack, h eight above rail. 14 ft. Vi in. 14 ft. SVi in. sions of these engines as compared with those built for the Center of boiler above rail 102 in. 103 in. 596 RAILWAY MECHANICAL ENGINEER V ol. 92, No. 11

Tender engineer a nd at the same time have his head outside of the Tank W ater bottom Water bottom Frame C ommonwealth Cast steel window to observe signals from either front or rear. Weight 1 44,000 1b. 127,000 1b. Wheels, d iameter 33 in. 33 in. Where a p ower reverse gear is used an indicator should be Journals, d iameter and length 6 in. by 11 in. 5 in. by 9 in. provided to indicate the position of the valve gear. When Water c apacity 8,000 gal. 6,500 gal. Coal c apacity 16 tons 10 tons air reverse gear is used, the steam connection globe valve •Equivalent h eating surface = total evaporative heating surface + l.S should be located within handy reach of the engineman in times the superheating surface. the cab, so that the steam pressure may be readily turned on in case of an air failure. LOCOMOTIVE G AB AND CAB FITTINGS* Brake V alves. — Automatic and independent air brake valves in cabs should be located in a manner to provide ample The m any types of engines make a universal design of clearance with the handles in any position and so they may cab hardly feasible, but it is felt that the following sugges l)e easily operated from the engineman's usual position. tions could be adapted to any design of locomotive cab: The r eport was signed by: J. H. DeSalis, chairman; W. H. Bodyf o Cab. — The overhang of a cab should be of dimen Corbett, W. W. Shelton, H. H. Schulte and H. F. Henson. sions such as will insure protection from the elements to the fireman. This really necessitates its extension to a point DISCUSSIONN O CAB FITTINGS approximately over the coal doors on the tender. John M cManamy, supervisor of equipment, U. S. R. A., sIt i the opinion of the committee that the front windows outlined the arrangement of the cabs of the government of the cab should be as close as consistent to the engine crews' standard locomotives in which many of the suggestions made usual and proper position in the cab. This is to provide a in the paper had been carried out. He spoke particularly of broader view for the engine crew. the desirability of having all valves and steam pipes outside The s ide windows provided for locomotive cabs are as a the cab. The government standard locomotives are equipped general rule of the sliding type, and we believe that a sash with two water glasses as a special safety provision. Care should be constructed in such a manner as to provide for has lieen taken to prevent interference between the devices in small panes of glass, for the reason that the portion of frame the cab and all handles have a clearance of 3 3/2 in. from between window panes forms a brace lessening the liability adjacent parts in every position. of breakage, and in case of breakage it reduces the cost of .F. P Roesch, fuel supervisor, U. S. R. A., commented on replacing, and lessens the opening while in service. the inconvenient arrangement of valves found on many loco Ventilators s hould be provided and so constructed as to motives. Oftentimes the valves can only be packed from the exclude cinders. top of the cab and consequently there is an excessive leakage Guttersn o sides of cab should be located immediately over of steam. Mr. Roesch advocated taking out of the cab every the windows in such a way as to afford all of the protection thing that could conveniently be located elsewhere. He sug possible to the engine crew. The opinion of the engineman gested that the steam manifold might well be set against the is that it should be immediately over the cab window. back of the dome where there was no chance of it being dam Cab F ittings. — Receptacles should be provided for signal aged in case of collisions or accidents. appliances, such as lanterns, fusees, flags, torpedoes, etc. .G. A Kell, Grand Trunk, told of the complaints received Torches, oil cans, hand tools, shaker bars, broom and other from enginemen when the vestibule cabs were first installed. portable cab equipment should have convenient receptacles The men objected to them on the grounds that they were or hangers provided so that they may readily be located by noisy, cold and dirty. By greasing the buffers the noise was the engine crews. largely reduced and a dust-board on the roof assisted in Boiler A ppurtenances. — The steam manifold has been keeping out the dirt. In order to keep the cab warm about given various locations. Some are inside of the cab directly 10 in. of lagging was removed from the boiler just above the on top of the boiler, and where two are used they are usually floor of the cab. located in the cab on the sides of the boiler near the top. .A. N Wilsie, C. B. & Q., spoke of the importance of Those located outside of the cab are just forward of the cab locating the feed valve in a convenient position in the cab on top of the boiler and are provided with rods that extend and also mentioned the good results that had been secured by through the front of cab for the purpose of operating the placing a contrifugal dirt collector in the delivery pipe near steam valves on the steam turret. This last mentioned ar the main reservoir. rangement, that is outside the cab, has numerous advantages L.. D Gillett, Dominion Railway Commission of Canada, over those located inside. It produces a cooler cab in warm endorsed the vestibule type of cab as the best thing for pro weather and a drier cab in the cold season; it lessens the tecting the enginemen and insuring comfort under all weather number of steam pipes in the cab and correspondingly de conditions. He stated that the vestibule cab if properly de creases in number the pipe holes in cab that are generally signed and maintained was comfortable both in the hot and hard to seal and keep tight against severe weather. cold weather. sIt i believed that better provisions could be made for the .J. C F-etty, N. C. & St. L., stated that it was found securing of the injector to the boiler. It is suggested that it necessary to remove the vestibule cabs from the Russian loco be provided with a bolting flange similar in a way to the motives operated in this country. He stated that the failure bolting flange on an air pump with a bed plate on the boiler. of this type of cab might have been due to the fact that they In cases where injectors are located outside of the cabs sub were built of sheet steel but were not lined. stantial rods equipped with durable joints and suitable brack F. Z wight, Nor. Pac, spoke of the failure of the clear ets that will keep the rod from turning and thereby change vision cab window in cold climates. After the windows were the capacity at times when it should remain constant, should installed, as required by law, so many objections were re be provided. The operating handles should be located con ceived from the enginemen that it was found necessary to veniently within reach of the engine crew. return to the use of a double glass with a dead air space be There i s no question but that the "Bull's Eye" type of tween. Several members spoke of the desirability of short lubricators is most desirable, but the manner in which they ening the cab to bring the front window nearer to the engine- are secured deserves greater attention. men and give them a broader angle of vision. Throttle a nd Reverse Lever. — It is desirable to have the J.. H DeSalis, N. Y. C, in closing the paper stated that throttle lever so located that it can be readily handled by the while there were manv changes in cabs which would add to •Abstract o f a committee report presented at the 1918 convention of the the comfort of the enginemen, it was impossible to bring Traveling Engineers' Association. these changes about quickly in the present circumstances.