? m 1 u : / 7
LOCOMOTIVE D ATA
LOCOMOTIVE T"PES
The m o t iv e po wer requirements of railway s are
r s e so varied , that eve y system mu t employ a numb r of diff erent types of locomotives with which t o is ss s r e handle its traffi c . It not po ible here to de c ib s all the types in common u e , but attention may be called to a few characteris tic features of locomotives
designed for diff erent classes of service .
Excluding such work as switching , logging and
s r indu trial , the ma"o ity of locomotives are used in
a s s ro d ervice , and thi may be divided into two gen
ss s r . eral cla e , f eight and passenger In heavy
freight work , a locomotive is required to exert a
r r high t active fo ce at comparatively slow speed ,
s sse r r while in fa t pa nger wo k the t active force ,
is r when running , compa atively low , while the speed
- is high . Horse power is measured by the product o r of tractive f ce and speed , hence it is frequently necessary for a passenger locomotive to develop as
s - as r much hor e power a freight , even though the t ac tive forces exe rted by the two may be widely differ
A s - ent . the boiler capaci t y limits the horse power , it follows that in proportion to the tractive force
x ss e erted , a p a enger locomotive needs a larger
boiler than one intende d for freight service . The r s equirement of fast freight and heavy , medium s s peed pa senger service are more nearly alike , and t he same type of locomotive can frequently be
used for both these classes of work . 4 TH E BALDWIN Lo c o mo rxvs WORKS
PASSENGER LOCOMOTIVES
The fi rst req uirement of a fast passenger lo co m o
is s ffi r tive u cient boile capacity . The principal featu res necessary to secure this are a large fi rebox
r with ample grate a ea , a liberal amou nt of well disposed heating surface and proper provision for
r u . r r s r ci c lation If la ge d iving wheel are requi ed , u s co a s and bit minou l is used a fuel , the fi rebox is
su h r u ally plac ed back of t e d iving wheels , and the resulting overhang is carried on a pair of trailing
wheels. This allows the necessary room for a wide and deep furnace . The fro nt end of the engine is
r - p eferably carried on a four wheeled truck , and r s either two or three pai s of driving wheels are u ed . I n this way the Atlantic (4 -4 -2) and Pacifi c (4 - 6- 2 )
types have been developed . If the weigh t nec e s sary for adhesion can be carried on two pairs of s wheel , without overloading the rails , the Atlantic s s s type hou ld be u ed , a it is the simpler of the two .
D r u ing recent years , however, the weights of pass enger trains have bee n increased to such an extent that it is frequently necessary to use the Pacific
type . The various conditions u nder which the engine is to work must determine the preferable
The American (4-4-0) and Ten-wheeled (4-6-0 ) types are used to a considerable extent in passen is ger service , but their capacity limited owing chiefly to the diffi culty of placing a wide and dee p fi - rebox above the driving wheels . The Ten wheeled
r s w e type , however , with mode ate ized driving he ls , s is freq uently employed in heavy passenger, and fa t s s are freight service . The e wheel arrangement s s s s al o exten ively u ed abroad , where req u irement ,
s as . a a rule , are not se vere as in the United States The Ten-whee led type is espec ially s ui table f o r Lo c o mdrrvs D ATA 5 passenger service insouth America and Colonial
b r cou ntries, and large num e s of these engines have been built by The Baldwin Locomotive Works for export . i When anthracite s u sed as fuel , a compara
i l s f t ve y shallow fu rnace will u fi ce , and the grate can often be placed above the driving wheels. In this
r s way t ailing wheels can ometimes be omitted where ,
s i s in a oft coal burning locomot ve of imilar capacity , they would be necessary on account of the boiler requirements . FREIGH T LOCOMOTIVES It is important in a freight locomotive for heavy se r e he vic , to have t maximum proportion of the total weight available for adhesion consistent with
r . r r the conditions of se vice As a ule , the efore ,
‘ r s se fo r s t uck wheel are u d only guiding purpose , and not because the design of the boiler requires
s as is a r their in tallation , the c se with the t ailing s P fi wheel of Atlantic and aci c type locomotives . The great bulk of the freight traffi c in this country is handled by locomot ives having three or four pairs of coupled wheels , while in some cases fi v e pairs have been employed . If service conditions require the engine to run
‘ r s backwa d frequently, radial truck at each end of the locomotive are often use d . Such trucks aid r s in p eventing derailment , and reduce flange wear on the driving whee ls . They are also used at times t s s n in locomo ive de ig ed to bu rn low grade fuel , such as lignite , where an exceptionally deep furnace is r req uired , and the g ate cannot be placed above the driving- whee ls withou t raising the boiler to an execs
2 -6- sive height . I n this way the Prairie ( 2 ) and
M 2 -8 -2 ikado ( ) type s have bee n develope d . The Prairie type has proved spe cially successful in fast s freight se rvice , while t he Mikado type is being u ed , Tan BALD WIN Lo co u o u va Wo nxs t o an c s t in eav s s s in rea ing exten , h y low peed ervice , because both wheel arrangem ents m ake possible t he u se o f a larger boiler t hanc o uld be provided in a similar locomotive with the same weight per driving a e but w r xl , ithout t ailing whee ls.
' ARTICULATED LOCOMOTIVES
In cases where a locomotive of great tractive force is required , and the number of driving wheels neces sary is so great that it is not practicable to c ouple them all in one group , an articulated locomotive
us s a s s may be ed . An engine of thi type h s two et of frames, which are connected by a hinge , or "oint . r s The d iving whee ls are divided into two group , and t he wheels of e ach group are rotated by a sepa f b r rate pair o cylinders . In this way a large num e of v s dri ing wheel can be used , and a correspondingly high tractive force developed while the rigid wheel base is that of one group of driving wheels only , and the engine can therefore traverse curves without f difi culty .
The type of articulated locomotive most commonly i use d in America s known , from the name of its “ M " inventor, as the allet . This engine operates
h s - ss on the compou nd principle , and a two high pre r s u e cylinders , which drive the rear group of wheel .
- and two low pressure , which drive the forward group . The hinge pin connecting the front and r s is o n rear f ame placed the center. line of the engine
- l between the high pressure. cylinders. The boi er h l s is e d in alinement wit h the rear frame , and is supported on the front frames by sliding bearings . When the engine enters a curve the front wheels h and frames act like a truck, and swing abou t t e as hinge pin a cen ter. A c ontrolling spring , mounted i t hro wn es on the front boiler bearing, s into compr s s ion , th u guiding the rear group of wheels into the LOCOMOTIVE DA TA
r s e r c urve , and aiding in e toring the alinement aft
the curv e has been passed . s s is e In a locomotive of thi type , team convey d from the throttle valve to the high -pressure c y lin
ders through rigid pipes , which may be either inside
or outside the boiler according to circumstances . The pipes leading from the high - pressure to the low t s pressure cylinders , and from the la ter to the moke
r x . box , are necessa ily provided with fle ible "oints
s s a r e s The e pipes carry team t mode at pre sures only , a fact which greatly lessens the diffi culty of keeping
the "oints tight . M L In the Baldwin allet ocomotives , steam at reduced pressure can be admit ted direct from the bo iler to the low- pre ssure cylinders by Opening a s tarting valve which is placed in the cab . This enables the locomotive to develop full tractive force
s r A s o as in tarting a t ain . so n , however, the wheels have made a few revolutions and the low-pre ss ure cylinde rs are receiving their steam supply from the
r r high pressu e , the sta ting valve should be closed . Mallet locomotives are built with from two t o
fi v e r r pai s of d iving wheels in each group , and are frequently fi tted with front and rear trucks for the
o s r re purp e of improving the cu ving qualities , ducing flange wear on the driving tires and securing a large proportion of heating surface to adhesion . These engines are used to best advantage in heavy freight or pushing service on long grades, where high trac tive forces must be exerted fo r sustained periods o f time . A locomotive of this type can be built t o develop twice the tractive force of a Consolidation engine having the same lo ad per pair of driving
. o s is wheels By using such loc m otive , it often possible to ma terially reduce the number of engines and of train m o v e m e nt s nec essary to handle a given tonnage over a div ision . 8 TH E BALDWIN LOCOMOTIVE WORKS
SUPERH EATING
The temperature to which it is necessary to raise
o r ra o water bef e it can be evapo ted int steam ,
s o r F r depend up n the p essure . o eve ry given press
r r r ure there is , the efo e , a co re sponding minimum
temperature at which steam can e xist . Steam
is s r r s s e ex ting at thi tempe atu e is aid to be aturat d , and any reduction in t empe rature will cause some of the steam to be condense d as water . If the tem perat ure is above that of saturation the steam is
s said to be uperheated . A device emplo yed f o r the purpose of raising the temperature of steam
r above that of satu ation , is called a s uperheater .
The temperature of the cylinder walls of a loco
is r motive constantly changing , owing to the va ia
s tion in the team temperature due to expansion . As a result there is considerable condensation of
steam , causing a loss in effi ciency . The ob"ect in
s is u ing superheated steam to reduce this loss , by raising the steam temperature to such a point that F h . r r condensation is , to a large extent, avoided u t e more since the vo lume per pound of superheated steam is greater than that of saturated steam at the ffi s same pressure , there is a gain in e ciency , becau e each pound of water evaporated forms a larger
o f r volume steam , and the efore fewer pounds of steam are required to fi ll the cylinders.
Two principal types o f superheaters are used in — locomotive work those in which o nly the waste
r s se gases are used for superhe ating pu po es , and tho in which the superheate r pipes are placed in t he
fi re s s h tubes, so that the team ab orbs heat whic would otherwise be imparted to the water . A well is Vauclain kno wn type of waste gas superheater the , which consists of an arrangement of tubes and dru m s
- s e s ocated in the smoke box . The team circulat LOCOMOTIVE DATA 9
r s through the tubes and absorbs , f om the moke t rw s box gases, heat which would o he ise e cape up the n ffi stack . With this arra gement a su cient degree of Su perheat is sec ure d to assure substantial economies ; while the device is simple in construction , and no diffi culty is experienced in lubricating valves and Furt he r pistons o n account of high temperatures .
r r is mo e , no reduction in the boile heating surface
r . necessary, because of the u se of the supe heater The fi re - tube type of superheater is usually designed to give from 150 degrees to 200 degrees
r of supe rheat . The superheate pipes are placed in
fi v e a number o f large tubes , which are about and
- s one half inches in diameter. The e tubes , like the s s r s c o m bus mall boiler tube , convey the p oduct of
- tion from the fi rebox to the smoke box . A double loop of superheater pipes is usually placed in each
h r s large tube , and t e pipes extend f om the header
- in the smoke box , t o within a short distance of the
fi rebox . The hot gases passing through the large
tubes , both heat the water a nd superheat the steam .
fi r - r In some forms of e tube superheate s , a damper is placed in the smo ke- box to cut o ff the draft
through the large tubes when the throttle is closed . This prevents the burning out of the superheater
pipe s when no steam is passing through them .
s r With thi type of supe heater , some reduction in the boiler evaporating surface is necessary in order
to accommodate t he superheating surface . Superheaters are of value principally on passenger
locomotives , which are required to work at high s s power for u tained periods of time . If the loco
s n f o r motive exert po wer only intermitte tly , as
s s r r o f example in wit ching ervice , the tempe atu e
s r ad the u perheater is compa atively low , and the vantages which should result from its applicatio n
are not realized . 10 TH E BALDWIN LOCOMOTIVE Wo nxs
Supe rheaters have been applied to Mallet lo co s s motive , sometime between the throttle valve and
- r ss r high p e u e cylinders, and sometimes betwee n
- r ss r the high and low p e u e cylinders , in which case s as ea they are u ed reh ters . In some instance s . bo th a superheater and a reheate r are used on t he same engine . COMPOUNDING The ob"ect in using compound cylinders in a i s a r locomotive , s to expand the team through a gre te s s range than is possible in a ingle cylinder, and t h u F r secure increased economy . u ther economies due to compounding are a reduction in the amount of temperature change (and consequently condensa r tion) in each cylinde , and le ss waste of fue l at the is stack , as the exhaust not as violent , when working
- f s s - at long cut o f , as in a ingle expansion locomotive . Five principal types of compound lo comotives
s s are in se rvice in the United State , as follow :
- ss I . The two cylinder, or cro compound , having a high - pressure cylinder on one side and a low- press
ure on the other. Vauc lain o r - e 2 . The , four cylinder typ , in which one high and one low- pressure cylinder are placed
v r. on each side , one cylinder being abo e the othe The two pistons o n each side are connected to a
common crosshead . t wo 3 . The balanced compound , in which the high-pressure cylinders are placed between the ' e w f ram es and drive a crank axl , hile the two low pressure are outside and are connected in the usual s si manner. The two crank pins on the ame de of so the engine are placed 180 degrees apart , that the
reciprocating parts act against each other , and the disturbing effects of these parts are largely neutral
s is s t fo r ized . Thi arrangement specially ui able
- high speed locomotives . LOCOMOTIVE DA TA I I
4 . The tandem compound , having one high and o ne - r low pressure cylinde on each side . The high pressure cylinder is se t in advance of the low-press ure s , and both pi tons are mounted on a common s r pi ton o d . M 5 . The allet articulated compound , which has
- r - two high p essure and two low pressure cylinders . The high -pressure cylinde rs drive one group of
‘ - whee ls, and the low pressure a separate gro up . The principal features of this type have been pre v io sl u y disc ussed . The economies resulting from the u se of compound cylinders are best realized in locomotives which are wo rked at high po wer for sustaine d period s of
. s adv isa time In any case , when con idering the bilit y of using such devices as compound cylinde rs
r s o s or supe heater , all the c ndition under which the
en e is gin t o wo rk must be given careful attention . LOCOMOTIVE CLASSIFICATION
‘ Systems of classifying locomotives have bee n
r s r m e r p opo ed f om ti e to tim , the p inciples of these s w o n he s being ho n t following page . The diagram
s s r i fi s r how g aphically nthe r t column , the a range
r ment of wheels , and in the sec ond column the gene
ally applied nam e as used in the United States . The third co lumn shows the BaldwinLo co motive ' s e n e Work d sig ation , and the fourt h that propos d
M F Th ar l e . M. . e e By r . Whyte names large y thos ' Applied by the fi rst lo cal u se rs of the respective
ty pe s of locomotives .
‘ ' ’ The Baldwin Loc omotive Works notation em
‘ ’ ploys fi gures and letters t o indicat e the numbe r o f
wheels of different kinds and the size of cylinders . A locomotive having one pair o f driving wheels is “ “ " r C r c lassed as B that with two pai s , , with th ee “ “ " rs D W r rs fi v e r , pai , , ith fou pai , E , and with pai s ” “ ” fo r o f F . The letter A is used a special class 2 1 TH E BALDWIN LOCOMOTIVE Wo nxs high speed locomotive with a single pair of d riving s s l wheel , and for a ma ler type used for rack rail se r
. r s a s vice In a ticulated locomotive letter , a above , is used to designate the number of driving wheels in A fi r each group . gu e is used as an initial to indicate s the total number of wheel under the locomotive , s o and the letter , as tated ab ve , indicate s t he number
r . s r of d iving wheels The ize of the cylinde is , o f s i cour e , not shown in the third column , but s rep resented by a number, which is fo und by sub tracting 3 fro m the diameter of the cylinder in inches ' 2 s and multiplying the remainder by ; thu , a 19 cylinder would be represented by the number 3 2 ' so that a Mogul locom o tive with 19 cylinders 8 - 2 D . C r would be termed an 3 onve sely , the size of cylinder may be obtained by dividing the class 2 designation for cylinder by and adding 3 . When there are trucks at bo th ends of the loco motive the fraction 54 is placed after the cylinder is r number, and when there a t uck at the rear end
r s and none at the front , the f action i 54 . Thus, a ' Mikado type locomotive with 19 c y linders wo uld 12 - 2 and Fo rne l be a 3 % E , one of the y type wou d be . - 2 8 3 % C . The same rule is carried out in the classificatio n s of compound locomotives . In this ca e , however , a number is given to indicate the diameter of each ss cylinder, that indicating the high pre ure being s D 100 written over the low press ure . Thu , indicates a compound locomotive with ten Wheels in " - r ss s 1 i all , having high p e ure cylinder 4 in d ameter " - s r rs 2 w and low pres u e cylinde 4 in diameter, ith three pairs of driving wheels and the one-hundredth locomotive of it s class . This fi nal figure indicating the class number o f the locomotive is use d in connectionwith all e ngines ess o f s o h regardl the type t w ich t hey belong . LOCOMOTIVE DATA I 3
ENGINE CLASSIFICATION I 4 TH E BAL DWIN LOCOMOTIVE WORKS
ENGINE CLASSIFICATION Lo c o u o 'nvn DATA
ENGINE CLASSIFICATION 16 TH E BAL DWIN LOCOMOTIVE WORKS
TRACTIVE FORCE AND HAULING CAPACIT" The hauling capacity of a locomotive is deter m ined by the relation betwee n t he tractive fo rce
r r i developed and the esistance of the t a n , and bo th o f o r r e e these fact s a e d p ndent on the speed .
At starting speeds a locomotive . will usually
o t he rim s devel p , at of the driving wheel , the rated
o r is tractive f ce , which calculated fro m the dim en sions of the engine by the formula : P >< C2 X S D = where T the rate d tractive fo rce at rim of driv
ing wheels in pounds . = P the boiler pressure in pounds pe r square
inch . = C diameter of cylinders in inche s .
r S st oke in inches .
D = r d iving wheel diameter in inches .
A table facilitating t he calculatio n of the rated
26 - I 15 Iv e n o n a e . t rac t v e force , g p g s 34
As the speed is increased t he available tractive ' fo rce falls o ff slowly until a point is reached at which the bo iler can no longer supply the steam re quired
' To a ain hi he r by the cylinders at full st ro ke . t t g s e -o ff s be s e h p eds the cut mu t hort ned , after whic
the available tractive force falls mo re rapidly . I t
s e se s t he ra ~ I eviden t that , under th circum tances , t c tiv e force that a lo co motive can de velop is de pende n t not only on the cylinder and driving wheel dim e n
s o n a o f r. sion , but also the steaming c pacity the boile Fo r practical purpose s this may be taken as directly
r o . p op rtional to the total heating surface Then, i 1 as s shown by the curves on page 7 , the available t ractive fo rce at any speed will de pend on the re la
d t he tion between the rate tractive force and .
. r t otal heating su face . Each curve corresponds t o
I 8 THE BALDWIN LOCOMOTIVE WORxs spee ds one horse -po wer can be developed at t he tread of the driving wheels for every two and o ne s s half q uare feet of heating urface , and they allo w ffi for a lower e ciency at slow speeds . In assuming as abo ve that the steaming capacity is r di ectly proportional to the total heating surface , it is essential that the ratio of grate area to heating s s urface be properly uited to the quality of the fuel . It is also assu med that s uffi cient fue l can be fi red to enable the steam production to be pushed t o h t e limit se t by the heating surface . A s i an example of the use of the curves, suppo se t is desired to fi nd the available tractive fo rce at a speed of forty miles per hour, for a locomotive having the following dimensions
' " 22 28 Cylinders , x '
s 6 i . D riving wheel , 9 d ameter
r Steam press u e , 200 pounds. H t s 1 ea ing urface , 4 50 sq uare feet .
F 1 rom the table on page 3 , it is found that the rated tractive force of this locomotive is
s 2 200 o r ss pound X for pounds b iler p e ure) . The ratio of rated tract ive force to heating surface
fl fi a- is therefore f fl o So Referring to the curve
I is s e re on page 7 , it ee n that the vertical line r p senting 40 miles per hour intersec ts the curve r l s n marked 8 , on a ho izonta line repre e ting 47 per s cent . Hence , the tractive fo rce developed by thi locomotive , at a spee d of 40 miles per hour, will be 00 33 .4 X 4 7 pounds In order that a locomotive may employ all of its is rated tractive force in hauling a train , it desirable that the weight on driving wheels be at least 4 times
i r s r the rated force ; or, n other wo d , not mo e than 2 z 5 per cent . of the adhesive weight can be utili ed as t ractive force . LOCOMOTIVE DATA 19
In the case of locomotives eq uipped wit h com pou nd cylinders or su perheaters, the proportion of the rated tractive force developed at any Speed r will be from I O to 20 pe cent . higher than that s shown by the curve .
Resistance o f Freight Cars in Po unds per To n at Vario u s Spe eds Weight o f Car and Lo ad .
23 a s G G co t o " 00 Resistance-Po unds per T0n= R V F“m uh R vs w+ I - W Wt. o f Car inTo ns V-Spe ed inMiles per hour 20 THE BALDWI N LOCOMOTIVE WORKS RELATION OF RATED TRACTIVE FORCE TO HEATING SURFACE Average values of the quotient obtained by dividing the rated tractive force in pounds by s r r the total heating u face in squa e feet , f o r diff e re nt ss s a cla es of engine , re given belo w
- - 2 8 Atlantic (4 4 ) type , P fi -6-2 aci c (4 ) type , 9
- -0 10 American (4 4 ) type ,
M 2- 8 - 2 10 ikado ( ) type ,
- -6-0 1 1 Ten Wheeled (4 ) type ,
C s 2 - 8 -0 1 on olidation ( ) type , 4
TRAIN RESISTANCE
r e 1 r r se r e The cha t on pag 9, ep e nts the esistanc ,
o n f o r e ff in pounds per t , fr ight cars of di erent
r r t o 0 s weights , at speeds va ying f om 5 4 mile pe r
r t e . se r s r hour, on st aigh l vel track The cu ve a e based on t he results of experiments conducted by
C . . r S Pro f Edwa d chmidt , on the Illinois Central
R e Railroad . ecent t sts show that the resistance of
rs r o e r light ca is g eater, in p unds p ton , than that
s of heavy cars . Thu , a car weighing 75 tons is r s see n , f om the table , to have a resistance of 5 pound
o f e car per ton at a speed 3 5 miles per hour, whil a weighing only 20 tons has a resistance of pounds per ton at the same speed . A formula which gives results approximately
r o : agree ing with the cu ves , is as foll ws
R T + Io o N
= o f s where R total resistance train in pound .
exclusive of engine and tender .
= f e s T weight o train in tons , xclu ive of
r engine and tende . = N number of cars in train .
This fo rmula is worked o ut fo r a speed of 5 miles Fo r r. e s fo e 2 r . r per hou high r pe ds , add pe cent LOCOMOTIVE DATA 2 1 Resistance o f Passenger Cars in Po unds per To nat Vario us Spe eds
3
Resistance-Po u nds per To n R is urve is ase o n the Fo rm u a V9 Th C b d l . ' and sho u ld be u s ed f o r C ars weighing 45 To ns end ? fl Wfl d S o r li ter ars u s e urves . f or 1 t p F gh C , C Cars o f Co rrespo nding Weights . TH E BALDWIN LOCOMOTIVE WORKS
each mile per hour abov e 5 . The formula should
0 s not be used for spee ds exceeding 3 mile per hour . The resistance of passenger cars in pounds pe r i h ton on straight , level track , s represented by t e i 2 1 e i d agram on page . The curve her shown s based on the resul ts of recent experiments with
s modern rolling stock , a n d i s applicable to car
F s weighing 45 tons and upward . o r lighter car , 1 u se the diagram on page 9, selecting the line which applies to the particular weight of cars in question. i 2 The d agram on page 3 , represents the resistance Tw of the locomotive and tender in pounds pe r ton . o n s are t o li e shown , the lower one being applicable s t heavy standard gauge engine , and the upper one o n s narrow gauge and light standard gauge engi e . These curves generally follow that f o r passenger
s suffi d ears, plu an amount cient to cover the hea s end resistance . The resistance due to grades is discussed on page
s 2 40, and that due to curve on page 4 . Two examples will now be given to illustrate t he m ethods of calculating hauling capacities of freight
ss s s . and pa enger locomotive , re pectively
Freight — What weight of train composed of cars 60 s weighing ton each , can be hauled up a grade
6 r of per cent . combined with deg ee curves , at
s o o f a peed of 10 miles per hour, by a locom tive the following dimensions
' " C i 2 yl nders , 4 x 32 " D s 6 riving wheel , 5 diameter S s 1 0 s team pres ure , 8 pound
Total heating surface , 4466 sq . ft . 2 Total weight , locomotive and tender , 00
tons .
F t he rom table on page 33 , it is found that t he rated tractive force of this locomotive is LOCOMOTIVE DATA 23
Resistance o f Lo co m o tives and Tenders,
Resistance-Po unds per T0n= R Lo wer Line applies t o heavy standard gauge Lo com o r tives and Tende s , and is based o n Fo rm ula R 9 e r ine a l e s to narro w au V . Upp L pp i g ge and light tan ar au e o co m o tives and en ers and is ase s d d g g L T d . b d 9 o n Fo rm ula V .
28 000 1. 8 r pounds ( , X Hence the at io rated tractive force 50400 From the heating surface 44 66 1 s r c urves on page 7 it is fou nd that, for thi atio, the tract ive fo rce developed at a speed of 10 m iles per t he ra t rac ti hour will be about 97 pe r cent. of ted 24 TH E BA LDWIN LOCOMOTIVE WORKS
o r . f ce , or X 97 po unds. This tractive
r v fo ce is available at the rim of the dri ing wheels , f o r r moving the locomotive , tende and train .
The resistance of t he lo como tive 'and tender is calculated as fo llo ws
Resistance due t o speed X 6 grade = 200 X 10 = 8 6 curve s 200 X . X
t r e e e r 160 l s To al esistance , ngine and t nd 4 b .
r he The t active force at t tender draw bar, avail
o able for hauling the train , will theref re be 160 4 pounds .
The resistance of the train is calculate d as follows
r Resistance due to speed lbs . pe ton N I f U U ‘ 6 grade curves X6)
Total re sistance , po unds per ton
Hence the numbe r of to ns that the engine can haul 4 0 1 back of the tender will be g; 24 8 . This is approximately equivalent to 40 cars weighing
60 to ns each .
— r Passenger. What weight of t ain ca n be hauled s up a straight grade of per cent . , at a peed of 50 miles per hour . by a locomotive of the following dime nsions
” " C e 2 ylind rs , 2 X 28 ” D 2 riving wheels , 7 diameter S 2 s team pressure , 00 pound
n r . s s . Total heati g u face , 3935 q ft o e h o 1 o T tal w ig t , loc mo tive and tender, 7 5 t ns .
Fr e 2 om the table on pag 3 , it is found that t he
t ed tractive f o rce . of this lo comotive is
26 THE BAL DWIN LOCOMOTIVE WORKS RATED TRACTIVE FORCE OF LOCOMOTIVES L Per u Bo iler Pressure 100 bs . Sq are Inch LOCOMOTIVE DATA 27 RATED TRACTIVE FORCE OF LOCOMOTIVES P r are Inc Bo iler Pressure 100 Lbs . e Squ h 28 TH E BALDWIN OCO OTIVE WORKS ~ L M RATED TRACTIVE FORCE o r LOCOMOTIVES P er nc Bo iler Pres sure 100 Lbs . Squ are I h
w w m 0 m w " 5 m 0 h m 0 a m m 0 m 0 m m 0 m 0 m m : g ~ u “ “ a 3 u u 0 m a 3 m 0 0 0 c 0 0 0 c 0 0 o 0 0 0 0 0 0 o 0 0 0 c 0 m 0 w 0 0 w m 0 0 0 0 o 0 0 0 5 0 m 0 0 0 n m m w 3 0 w A 3 0 . 0 ¢ m 0 s m 0 5 m a a m 2 ~ “ m ? : “ ? “ ~ m 3 3 u 0 o 0 0 0 o 0 0 0 0 0 0 0 0 c c 0 m w 0 m 0 c 0 0 0 0 0 0 0 0 o o 0 o 8 n0 0 m w 0 a 0 m m n m m 2 1 h w 0 m. 3 0 e s : 2 g u “ 2 : 3 “ ; 0 u g s 0 0 c 0 0 0 0 c o 0 0 0 0 c 0 o 0 0 c o 0 0 m m 0 m m 0 o w 0 0 0 o m o 0 0 o o 0 w 0 m m x n n 3 0 u x m w 0 0 a w 0 u : 3 0 0 n s 0 0 3 u m u 2 ~ : u “ “ 5 ~ 0 m : u 5 9g u 6
x . o 0 6 0 6 0 o c 0 0 0 0 0 0 0 0 0 0 o c 0 m m 0 0 0 m m 0 0 0 m c 0 0 0 0 m m 0 0 0 oa m 8 0 e m H 3 m 0 0 0 m m 0 0 0 0 0 m m m 0 h 3 0 “ ? n ? 0 3 0 0 v 0 0 9m m . “ 2 ? 3 0 5 “ : ? u H ~ m m
I I 0 0 o 0 0 0 0 0 0 0 o 0 0 0 0 0 c 0 o 0 0 0 c 0 0 0 n 0 0 0 0 0 m 0 m 0 0 0 0 0 o 0 m 0 0 0 o 0 w m w 0 m m 0 0 e 0 m n 0 m m m ¢ 0 w 0 0 m w 0 2 m 3 m 0 n m m 0 3 0 e 0 0 g m 3 “ ~ “ ~ 0 H : ? u ~ ? ~ u m
I I v 0 0 o o o 0 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0
m 3. 0 m m w m m m m m 8 0 m 0 m 0 0 0 0 0 m 0 u u n m m m m m m 8 5 u 8 m 0 e 0 e 0 91 u 0 0 n u s w 0 n 0 m 0 5 0 0 : “ ? v5 ? u ? m “ “ u 3 8 m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c 0 0 0 0 0 0 m 0 0 m m 0 m 0 0 0 0 0 0 0 0 o 0 0 0 u 0 0 0 0 m 5 5 m 0 m m 0 m 0 0 2 3 m 1 m 2 5 0 0 m. . 0 ? m m m 0 “ : “ ~ : 3 “ m : m m g “ m ; ? m 8 s
I I c 0 0 0 o o 0 o 0 0 0 0 0 0 0 0 0 0 0 0 m 0 0 0 o w 0 w 0 0 m 0 0 0 0 0 0 0 0 0 0 0 m n 0 n 0 0 m 5 0 ~ 0 0 0 0 m s 0 3 0 0 2 3 m 0 m " : u s 3 ” 5 ~ m : m 5 ~ 3 ? m
0 0 0 0 0 0 0 0 0 c c o 0 c 0 c c c 0 0 0 m 0 0 0 m 0 m oa o w 0 o 0 oa oa ao 0 0 n v m m 5 u 0 0 m x n 0 n m m m m 0 m 0 0 m m 0 0 m 0 m u s 0 s 0 m m m h a H H H ” “ “ ~ m ~ m “ “ “ ~ u
0 0 0 0 0 0 o o 0 c m 0 0 0 0 m m w 0 oa m 0 0 m m m 0 u m m w 0 0 m m m 0 w 0 m 0 “ “ n m u u
0 0 0 0 c 0 c 0 0 c 0 0 m 0 o 0 o 0 0 oa a 0 m m v 0 u 0 e m m 0 ~ m e 0 p 0 ~ m s u ” " “ “ ” u
0 o o 0 0 0 0 0 c c 0 m n 0 0 0 0 0 ao o H e m ¢ 0 5 m m m m 0 o u M m 0 m 0 m e u n u m ~ “ a s LOCOMOTIVE DATA 29 RATED TRACTIVE FORCE OF LOCOMOTIVES r Bo iler Pressure 100 Lbs . P e Square Inch 30 THE BALDWIN LOCOMOTIVE WORKS RATED TRACTIVE FORCE OF LOCOMOTIVES Bo iler Pressure 100 Po unds Per Square Inch LOCOMOTIVE DATA 3 1 RATED TRACTIVE FORCE OF LOCOMOTIVES P Bo iler Pressure 100 Lbs . er Square Inch 32 THE BALDWIN LOCOMOTIVE WORKS RATED TRACTIVE FORCE OF LOCOMOTIVES il 1 L Bo er Pressure 00 bs. Per Square Inch
34 TH E BALDWIN LOCOMOTIVE WORKS RATED TRACTIVE FORCE OF LOCOMOTIVES u Bo iler Pressu re 100 Lbs . Per Sq are Inch LOCOMOTIVE DATA 3 5
e ff e r s re he s o inch , and the mean ctive p es u on t pi t ns
is r r s . s r r the efo e 85 po und U ing this p essu e , it is a s imple matter to calculate the rated tractive fo rce f r r r re r o a locomo tive car ying any othe p ssu e , as the t wo follo wing e xamples will sho w .
1 r r r lo o m o . What is the ated t active fo ce of a c tive having 10 X 16 inch cylinde rs and d riving
6 r o e r re s re wheels 3 inche s in diamete , with a b il p s u o f 17 5 po unds ?
R 26 r eferring to the table on page , the cylinde d 10 16 r o fi r wo imensions , X , a e f und in the st t columns o nthe left hand side .
Fo llo wing t he horizo ntal line to the intersectio n o f he r e 6 o t ve tical line h aded 3 , it is f und that the rated t ractive fo rce o f a lo como tive having t he given dime nsio ns and carrying a boile r pre ssure o f 100
800 o . H r r pounds , is 3 p unds ence the ate d t active force of the lo co mo tive unde r co n side rati o n w ill be 800 1 = . 66 0 3 X 7 5 5 pounds .
2 r . What is the ated trac tive fo rce o f a lo co motive w 2 2 r r s 6 n ith 4 X 3 inch cylinde s , d iving whee l 3 i ches
e r and e r r s r f 200 ? in diamet , a boil p e su e o pounds
R e rr o ef ing to the table on page 33 , it is f und that
o e o rr a locom tiv of the dimensi ns given , and ca ying
o r r s re o f 100 o r r a b ile p e su p unds , exe ts a rated t ac
e o r o f r r tiv f ce po unds . The ated t active fo rce Of t he e ngine under c onside ratio n will there
o re be 2 o f X p unds .
RATED TRACTIVE FORCE OF COMPOUND LOCOMOTIVES
The rated tractive fo rc e s o f the vario us type s of compo und loco mo tive s built by The Baldwin Lo co
e o r e e t he o motiv W ks , may b calculat d by f llowing formulas : 36 THE BALDWIN LOCOMOTIVE WORKS
Vauclain a ance and an em , B l d, T d Co m po und Lo co m o tives The formula is S P
which = T rated tractive force in pounds .
C = - r ss r r diameter of high p e u e cylinde s in inches .
= r - r ss r r c diamete of low p e u e cylinde s in inches . = S stro ke of piston in inches . = P b0iler pressure in pounds . = D diam e ter of driving whee ls in inches.
Fo rce o f Acceleratio n and Retardatio n f ro m o r to Rest LOCOMOTIVE DATA 37 Two Cy linder o r Cro ss Co m po und Lo co m o tiv e s The formula IS 2 ‘ P i3 s L. v C X S X O. 6 in which D
= r s T rated t active force in pound .
= Of - C diameter high pressure cylinder in inches . = 5 stroke of piston in inches .
P = s boiler pre sure in po unds . D = diameter of driving whee ls in inches . Malle t Co m po und Lo co m o tives r The fo mula given above , for cro ss compound
o s is loc motive , also applicable to Mallet type loco l motives , the res u t being mul tiplied by t wo as the
r Mallet type has fo ur cylinders . The fo mula thus m odifi ed is as follows C2 X S X P D
The formulas fo r two- cylinder and Mallet com
ss pound locomotives , a ume a cylinder ratio of ap proximately to ACCELERATION The charts on pages 36 and 38 give the resistance
s r r in pound pe ton , due to accele ation of speed up to
0 The r 6 8 miles per hour . cha t on page 3 gives the resistance due to the acceleration within a given h distance , while the chart on page 3 8 gives t e re sis ance due e t to the acc leration within a given time . The principal elements to be considered in de ter mining the resistance due to acceleration are the longitudinal inert ia of the engine and train and the
r rotative inertia o f the wheels . The cha ts above
r referred to a e approximate o nly , in that the rota tive inertia Of the wheels is assumed to be equal in
fi v r amount to e pe cent . Of the total longitudinal
r e a ro xi ine tia for all cases. In actual cas s this p p mation has been found to be ve ry close in ev ery instance . 38 THE BALDWIN LOCOMOTIVE WORKS
10 a) 50 100 Tim e inSeco nds
The formulas on which the charts are based are as follows :
2 _ 2 —' V2 V1 V 2 V i = = I A 7 0 and A 95 . 6 nwhich S t = A f0rce producing acceleratio n or retardation in
pounds per ton . = S distance in feet th rough which the force A
acts . = t time in seconds du ring which the force A acts . = V2 greate r velo city in miles pe r hour . = VI smaller velocity in miles per hour .
s V = 0 s is s (In the chart 1 ; that i , the train suppo ed to start fro m rest) . LOCOMOTIVE D ATA 39
H ORSE-POWER
While t he term horse -power is not generally used with great signifi cance in connection with t he work do ne by locomotives , yet there are times when it
e r may be of int rest to make compa isons in this unit . The ho rse -power is represe nted by the exertio n of a
r lbs . o fo ce of through one f ot in a minute . If we re present the speed of a loco motive in miles pe r hou r by V and the tractive fo rce exe rted by T X V
T , the ho rse power is 37 5 If the distance ru nunder these co nditions in miles
M t he e o be “ o r t he is tim w uld V in h u s , and total
. T X V M TM h o rse - po we r hou rs wo uld be X 37 5 V 3 7 5 lo co motive will ordinarily consume in t he ne ighbor hoo d o f 4 po unds of coal and 2 8 po unds of wate r pe r
- H o r e we o r. e r h s po r h u enc , on a u n unde r t he c o n ditio ns no ted by t he symbols above given the q uantity of co al in po unds wo uld be re pre se nte d T X M approximate ly by o ne e 100 and as gallon of wat r
r r o f o f is app oximately the evapo ation , one pound
he s e o re r coal , t ame quati n will p ese nt the gallons
r of wate r use d o nthe u n.
The actual evapo ration fo r any fue l o f co urse depends upo n the heat units co ntained in t he fue l . Go od co al will libe rate abo ut he at units per po und while po or coal will ru nat times be lo w Fue l o il will give o ff abo ut he at uni ts pe r
so o il be o 1 t o 2 m as po und , that may fr m % ti es valuable a heat age nt as co al fo r the same weight
o w r burned in a give n time . Wo d fue l ill ave age
e r o e r r r about 5500 he at units p p und , und o dina y
f . ndi io ns o r o . e e o c o t h ab ut 4 the h ating valu coal
Unde r the conditio ns in which lo c o mo tives are 40 TH E BALDWIN LOCOMOTIVE WORKS
ordinarily designed it is roughly assumed that one horse-power will be produced for every 3 square s feet of heating u rface u nder unfavorable conditions , and a horse-power for 2 square fee t of heating su r
s s face with compound engine , or with ingle expan s s sion engine u ing oil fuel .
Grade Resistance . Lo co m o tive
Grade in fe et pe r m ile GRADES
s When a tram Is hauled up a grade , the resi tance due to friction is increased by that due to lifting the s as train against gravity . The amount of thi incre ed — resistance is determined as follows One mile eq uals 280 5 feet , and if the grade be one foot per mile , the pull nec essary to lift a ton of 2000 pounds will be 9000 neces 45n po unds . Similarly the pull sary to lift a ton of 2240 pounds will be
. 2 2 s 4 4 pounds. Therefore to fi nd the total re ist ance s due to grade in pounds per ton of 2000 pou nd , the s e ri e in fe t per mile must be multiplied by . 37 88 ; while to fi nd the resistance in pounds per ton of
4 2 TH E BALDWIN LOCOMOTIVE WORKS
In t he metric system instead of the stations being 100 feet apart they are taken at 20 metre s T he ce ntral angle remaining the same the radius m s e r i u t nec ssa ily be less . This s represe nted by 6 5 ' 6 V100 f o r a one degree curve o r approximately
6 r c n- 9 English measu ement , which a be used as a factor f o r converting the English t o the French s ystem .
CURVE RESISTANCE
r r be d The const uction of the oad , speed , lengt h of
o f r r o o r o n s train , weight ca s , and va i us the c dition m ake it impossible to give an exact rule f o r co mput i r i r o f r ng the es stance due to cu ves any given adius . r r h r It is generally conside ed , ho weve , that t e e sist
r n n ance amounts to f o m . 7 of a pou d to pou d pe r
r r e r r r fi r t o n pe deg e of cu vatu e , the lowe gu e being u sed f o r large capacity cars and the higher fi gu re f o r s r in r s r ar malle r c apacity ca s , as the latte ca e the e e mo re whee ls and axles pe r t o n o f weight than in the
M ro are e former. any ads comp nsated to an allow
f r 0 r . r o r a nce o f . 35 pe cent in g ade each deg ee of c urv e .
RADIUS OF CURVES
e r s To determin the adiu of any existing curve , lay o ff on the inside rail by any conve nie nt means a cho rd o f any de sired length as shown on t he ac c o m No t he e panying diagram o n page 44 . te c nter n o f o r r height o r middle ordi ate the ch d in feet , ep “ ” r rese nted by a i n t h e diag am , and t h e radius of curvature may be o btained by the formula a2 + b2 i r nwhich all the dimensio ns a e in feet . 2 a
o o s r s The f ll wing diagram give the adiu in feet , and u r u re r s r the c vat in deg ees , for o rdinate f om o ne 0 fo rty inche s measured on a chord of fi fty feet in LOCOMOTIVE DA TA 43
r s length . An approximate rule which gives esult gene rally close enough fo r practical pu rpo ses is to take the middle ordinate o f a 62 - foo t cho rd ; t he length of this middle o rdinate in inche s equals
r approximately the degree o f cu vature .
Radiu s in fe et at inner rail 5° 10° 15° 20° 25° 30° 35° 40° 45° 50° 55° 00° Cu rvatu re in de gre e s 44 THE BALDWIN LOCOMOTIVE WORKS
page 4 2
RAIL ELEVATION ON CURVES
The amou nt by which the ou ter rail Should be r elevated on a curve , may be determined f om the u following formu la , presented at the ann al meeting of the American Railway Engineering and Mainte ss 1 0 : nance of Way A ociation , 95 = D ‘ E . o o o 66 V , = s where E elevation of outer rail in inche , = D degree of curve , = V velocity of train in miles per hour .
Since the elevation required is a fu nction of , and
s r s s s e is t he depe nd upon , the t ain peed , thi pe d as fi rst element to be determined . I n general , a
s s u matter of afety , the preference ho ld be given to fast passenger service .
Ordinarily an elevation of eight inches is not s r s u u exceeded , and peed of t ain Sho ld be reg lated to conform to that elevation . LOCOMOTIVE DATA 45 SPREAD OF RAILS ON CURVES At the convention of the American Railway
M s M s Ass 1 10 a ter echanic ociation , 9 , the committee on widening the gauge of tracks at curves rec o m mended as follows : “ Curves eight degrees and under Should be stand G s ard gauge . auge hould be widened inch for each two degre es or fraction thereof over eight
s f o r r s degrees , to a maximum of 4 feet 9 inche t ack of standard gauge . Gauge , including widening due
r e s . to wea , Should never exce d 4 feet 9 inche “ The installation of frogs u po n the inside of curves is r r to be avoided whe e p acticable , but where same is n o fi u avoidable , the above rule Should be m di ed in order to make the gauge of the track at the frog " standard . CURVES IN RELATION TO WHEEL BASE The sharpest curve to which two pairs of flanged s s wheels will ad"ust them elves , depend u pon their t distance apart , the diame er of the wheels and the
Size and shape Of the flanges . B s Assuming the M. C . . tandard for flanges and is rails and that the gauge not widened on the curve , a suflicient ly accurate formula for all practical pu r poses is as follows : W in which 2 8 111 a = R radiu s of sharpest curve that can be passed . = W whee l base .
= r a angle the flanged whee ls make with the ails .
f r s s The value of Sina , o variou diameter of wheels , is given below . ' s 20 a = 11 D iameter of wheel , to sin 7 U ” H H H 10 25 t O . 7 " 3 1 to ” 4 1 t o 5 1 to 46 TH E BALDWIN LOCOMOTIVE WORKS
If intermediate whee ls are intro du ced betwee n the two pairs of flanged wheels their relation with
r r s r n r the rail equi es a epa ate co side ation . If these ‘ e ar f s whe ls e plain , the tires must be o u flic ie nt width
r r ro h to p event them f om d pping be tween t e rails ,
o r r ro h an additional ail must be int duced at t e curve .
n r be e o If si gle ails used , th n the appr ximate radiu s o f the sharpest curve is fo und by the formula on page
2 r 4 , by taking a width of plain ti e the play
r r width of ail . If the inte mediate wheels are flange d the sharpest curve is dependent upo n t he
e rail . play allowed between the flang s and the s , and it s radius is also found by the formula on page 42 by n b taking a the total play . I each case is made equal t o t he rigid w he e l base .
When a truck is use d t he swing must be suffi cient
o h to allo w the loco motive t pass t e curve . The
r w e s re lationship be tween the t uck s ing , wh el ba e
r e he o o r and radius of cu v , is given by t f ll wing fo mula ,
r which is only approximate , but for all p actical purposes suffi cie ntly accurate ; W T R in which 2 8
W = dist ance from center pin of truck to rear of
of rigid whee l base .
T = D istance from cente r pin of truck to front of
rigid wheel base .
= - S one half o f the total swing of t he truck .
= R radius o f sharpest curve which can be passed .
All dimensions m ust be in the same unit . The Sketches below Show how the se dimensions are taken - - r for two wheeled and four wheeled t ucks. LOCOMOTIVE DATA 47
r Where the curves are ve y sharp, as in logging 0 camps , quarries, etc . (where radii less than 5 feet
e is are oft n found) , or where extreme accuracy
r be s equired , the following m ethods may u ed
win o f Fo ur-w ee e ru ck Le t S g h l d T
= A length of rigid wheel base .
= B distance fro m center of front driving wheel to center- pin of truck when engine is on a
straight track.
S = - r one half the total swing of the t uck .
R = radi s r u of cu ve of track,
s s se all dimen ion to be expres d in the same unit .
The. formula is as follows 8 4 THE BALDWI N LOCOMOTIVE WORKS
Swin o f Po ny Truck Le t g = A length of rigid wheel base . B ==distance from center of front driving wheel to center-pin of truck when engine is on s ra t ight track . = a distance from cente r of front driving wheel to s- radiu bar pin.
==I=l n h b e gt of radius bar.
S =It - l one ha f the total swing of truck .
= r s R adiu of cu rve of track , s r s s all dimen ions to be exp e sed in the ame unit . The formula for truck swing is based on the follow ing equations :
d c == +a and b =
The formu la is as follows i d b -i-b c R b 2+ R2
50 TH E BALDWI N LOCOMOTIVE WORKS
E RUL IV . The logarithm of any root of a numbe r is the logarithm of the nu mber divided by the num be r ss r expre ing the deg ee of the root .
The integral part of a lo garithm is called the c ract isti ha er c , and the decimal part is called t he
m antissa.
The characteristic of a logarithm of any number greater than unity is positive and is one less than the
r fi r numbe of integral gures in the given numbe .
The characteristic of a number consisting entirely of a decimal fraction is negative and is one more than the number of ciphers immediately following the
decimal point .
The mantissa is found from the tables and is the same for all numbers having the same arrangement of figures irrespective o f the po sition of the decimal
point , thus Num ber Lo garithm
234 .
2 . 34 02 . 34
It must be bo rne in mind that the negative Sign s ssa: applies only to the characteristic , the manti
being po sitive . — The tables on pages 52 53 contain the decimal parts to three places of the logarithms of numbe rs 100 s se from 1 to , and although neces arily conden d , will be found useful f o r approximate calculations r for large values .
To illustrate the use of the tables take the follo w ing example :
Multi l 2 b f 6 . 8 O p y 4 y 03 4 . The characteristic L r N ook unde column for 64 , and to the LOCOMOTIVE DA TA 5 1 right th ree places to the column marked 2 ; the num ber found is 808 . The logarithm of 642 is therefore — r 0 is 2 . The cha acteristic of . 348 Lo ok N u nder column for 34 , and to the righ t under col
m 8 he 2 u n ; t number found is 54 . The logarithm 0 8 of . 34 is
Fo o win Ru e I ll g l , lo g 64 2
lo g . 03 48 lo g p ro du ct
To fi nd the numbe r corresponding to this loga rit hm 0 , look in the table for nu mber 35 , which can be
22 s 22 . found in line , column 4 , which give 4 The characte ristic is plus one . The whole number will
r e s r contain , the efor , two integer , and the esult will be
8 . s D ivide by . 005 6 The characteri tic of
s t s e i 1, and the man is a is found in lin 3 7 column
is — . 2 . r s . 00 86 3 to be 57 The cha acteri tic of 5 3 , and t he mantissa is found in line 58 column 6 to be
768 .
Fo o win Ru e II ll g l ,
108 I . 57 2
lo g .00 586 lo g qu o t ient
s In subtracting the manti sa , o ne is borrowed from the characteristic of the number leaving zero , and — o n the characteristic 3 from zero equals +3 . C se quently the answer will have four figures to the 0 left of the decimal point . The mantissa 8 4 is found in line 63 column 7 and the quotient therefore is
637 0 .
r o . 8 or Find the f o u th power f 3 , Fo llo wing Ru le III a
4
lo g po wer i THE BALDWIN LOCOMOTIVE WORKS
LOGARITHMS
i 2 3 4 S u e 7 8
000 004 009 0 13 0 17 02 1 02 5 029 03 3 03 7 04 1 O45 O49 053 057 064 068 0 7 2 07 6 07 9 083 086 090 093 097 100 104 10 7 1 1 1 1 14 1 17 12 1 124 12 7 13 0 13 4 13 7 140 143 146 149 15 2 155 158 16 1 164 167 1 7 0 17 3 LOCOIIOTIVE DATA
LOGARITHMS 54 THE BALDWIN LOCOMOTIVE WORKS
In the above example four times the mantissa
2 . 20 r equals + 3 , and fou times the character — — ist ic 1) equals 4 ; hence the product equals o r The number corresponding 02 to this logarithm is found to be . 09.
Find the cu be ro o t of 7 65 o r 765
Fo o win Ru e IV ll g l , lo g 7 65
3 .96 1 lo g o f ro o t .
The number corresponding to this logarithm is found to be
PISTON SPEED
The figures at the t o p of the chart on page 55 represent the diameter of t he driving wheels in
s inches , and tho e at the left hand side indicate the piston speed in feet pe r minute . The several curves in the body of the chart represent diff erent strokes of piston .
Follow the perpe ndicular line from the numbe r representing the diameter of wheel selected until it inte rsects the curve represe nting the desired stroke ; then follow the horizontal line from the po int of
r fi r inte section to the left hand margin , and the gu es here given will denote the piston speed .
It will be noted that the calculations are based on a n s r r engine speed of ten mile pe hou . Greater spee d will be determined by multiplying the results e by the prop r factor indicated by the speed required . In locomotive practice the maximum piston speed
o 1600 Sh uld not exceed feet per min ute . The eco no m ical speed may be placed at about 1100 feet per minute . LOCOMOTIVE DATA 55
Pisto n Spe eds in Fee t per Minute at Engine
r Speed Of Ten Miles per H o u .
r n e e in e Diam eter o f D ivi g Wh ls inch s . w n u u u m a u w u w ny s s w m u u w m n u m a m 56 TH E BA LDWIN LOCON OTIVE WORKS
. REVOLUTIONS OF WHEELS PER MINUTE AND PER SECOND AT VARIOUS SPEEDS
TH E B ALDWI N LOCOMOTIVE WORKS
P R SPEED, TIME PER MILE. FEET E SECOND S
Mil s T Miles Ti m e Fee t e im e per per Mile p e r p e r p e r Mile r M n. Sec . ec o nd o u i Sec . H o u r Min. S H LOCOMOTIVE DATA 59 MISCELLANEOUS Weight Of Vario u s Materials — W ater s 0 6 o One cubic inch weigh . 3 p u nds . ' i/ 2 One cubic foot at 3 F. weighs pounds and contains United State s
gallo ns .
S r One gallon , United tates standa d , con ’ V tains 23 1 cubic inches and weighs 8
pounds .
r 2 One gallon , Impe ial , contains 7 7 %
cubic inches and weighs 10 pounds . Gravel— 12 One cubic foot weighs 5 pounds .
One cubic yard weighs 3350 pounds .
W d— A r ee o o co d of wood measures 8 f t in length ,
4 feet in width and 4 feet in height , and 12 contains 8 cubic feet , or cubic
metres . Lo gs— 1000 fee t of green logs weigh t o
pounds . Lum ber— Weight o f one cubic inch
Se s k . 02 d a oned o a , 5 poun s
e . 0 18 Seasoned pin , pounds — Co al Average weight of one cubic foo t
r s 2 s Bituminous, la ge ize , 5 pound
r s Bituminous, u nof mine , 54 pound
r z ds Anthracite , la ge Si e , 54 poun r 2 Anth acite , buckwheat , 5 pounds Average weight of one bushel contain ing 2500 cubic inches
Bituminous,
Anthracite , Specific gravity 1 0 Bituminous, . 4
1 . 60 Anthracite , n 22 0 Average bulk of one t o , ( 4 pounds) u ee Bitu minou s , c bic f t 1 ee Anthracite , 4 5 cubic f t 60 TH E BALDWIN Lo c o u o rm s WORKS
— Co al Grade Divisio ns
In designing a locomotive for a part icular quality is s s of coal , the question likely to ari e as to what i
anthracite or what is bituminous. The division
between the diff erent grades is largely empirical . That given by Kent has been adopted by The Bald
s s r win Locomotive Work a gene ally satisfactory , and is as follows
i Anthrac te , all coal with less than per cent . vola
tile matter incombustible .
- r . Sem i anthracite, all co al with pe cent t o
per cent . volatile matter in combustible .
- 2 Sem i bitu m ino u s, all coal with per cent . to 5
r s . pe r cen t . volatile matte in combu tible
r . 0 r . Bitum ino u s, all coal with 2 5 pe cent to 5 pe cent
volatile matter in combustible .
e 0 e r . Lignite , all coal with mor than 5 p ce nt volatile
matter in combustible . — Relative H eating Valu e o f Fu els One po und of average so ft co al possesses as much he at
as 2 s ing value as fuel , 54 pound of aver
age dry wood . One po u nd o f Oil po ssesses nearly as much heating value as two pounds of
average coal .
‘ Weight and Vo lum e o f Cru de Petro le um
L Gal. Po und U . S. iquid 13 158
1.
1 2 3 92 4 . 2 2 40 . LOCOMOTIVE DATA . 6 1
— Rails, Saf e Lo ad Each ten pounds weight per yard Of o s l a r r s o te rdinary tee r il , p ope ly upp r d by ss- s 1 0- cro tie (not le ss than 4 for 3 foot rail) , is capable of sustaining a safe load per 000 wheel of 3 pounds .
— Rails, To ns per Mile The following formula gives
' the weight of rails req u ired to lay o ne mile of Single track :
Weight per yard of = Tons of 2240 lbs . 7
— D riving Wheels , Minim um D iam eter Fo r proper e clearances, the minimum outside diamet r of driving wheels s hould ordinarily be not
less than twice the length of the stroke .
Rule s fo r D riving Wheel Spe ed— Revolu tions per mile— D ivide 1680 by the diameter of the s driving wheel in feet . Revolu tion pe r minute— Multiply the speed in miles per hour by 28 and divide the product by the r e diameter of the d iving wh el in feet .
— Pisto n Speeds Piston speed in feet per minute Multiply revolutions per minute by twice s the troke of piston in feet . 62 THE BALDWIN LOCOMOTIVE WORKS
TUB E INFORMATION LOCOMOTIVE DATA
TUBE INFORMATION 64 THE BALDWIN LOCOMOTIVE WORKS
HEATING SURFACE OF : BOILER TUBES
” 66 TH E BAL DWIN LOCOMOTIVE WORKS HEATING SURFACE OF TUBES PER FOOT AND PER INCH OF LENGTH LOCOMOTIVE DATA 67
STANDARD SI"ES OF WROUGH T IRON PIPE TH E BALDWIN LOCOMOTIVE WORKS
AREAS A ND CIRCUMFERENCES OF CIRCLES LOCOMOTl -VE DATA 69
AREAS AND C IRCUMFERENCES OF CIRCLES 7 0 THE BAL DWIN LOCOMOTIVE WORKS
AREAS AND CIRCUMFERENCES OF CIRCLES LOCOMOTIVE DATA
AREAS AND CIRCUMFERENCES OF CIRCLES 7 2 THE BALDWIN LOCOMOTIVE WORKS
AREAS AND CIRCUMFERENCES OF CIRCLES
7 4 TH E B ALDWI N LOCOMOTIVE WORKS
AREAS AND C IRCUMFERENCES o r CIRCLES
2 7 3 -3 19 5944
5961 . 597 8
2 7 44 97 5006 .
60 1 3 .
603 0 .
60 4 7 .
60 64 . LOCOMOTIVE DATA 7 5
DECIMAL E"UIVALENTS 7 6 TH E BALDWIN LOCOMOTIVE WORKS
METRIC CONVERSION TABLE LOCOMOTIVE DATA 7 7
ENGLISH MEASURES WITH METRIC EQUIVALENTS
INCHES IN METRES
Inches Me t res Inches Met res Inc he s Met res
2 . 0099 7 8 TH E BALDWIN LOC OMOTIVE WORKS
ENGLISH MEASURES WITH METRIC E"UIVALENTS
INCHES IN METRES
Met res Metre s Met res Met res ' LOCOMOTIVE DATA 7 9
ENGLI SH MEASURES WITH METRIC EQUIVALENTS
FEET IN METRES
Met res TH E BALDWIN Lo co u o nvs WORKS
ENGLISH MEASURES WITH METRIC EQUIVALENTS
MILES IN KILOMETRES
1
2 2 2 7 7 7 :1 3 . 9r7 7 3 28 4 29
5 30 48 -2 7 96
6 3 1 49- 8890 8 1
2 1 7 3 3 1 . 9643
8 33 133 - 57 36
- 16 1 9 34 54 7 9 35 . 1830
0 35 56 - 3262
1 1 6 1 3 38 . 40 16
12 - 1 0 37 595449 40 . 109
1 1 13 38 : 4 . 6202
1 2 14 39 43 . 296
0 1 8 8 [ 5 4 44 . 3 9
1 1 4 46 . 4482
17 42 67 -5915 148 -057 5
18 43 149. 6669
2 2 ' 19 44 15 1 . 76
2 - 1 88 20 7 4 194 52 . 55
2 1 74 -0288 154 . 4948
2 - 1 1 2 47 7 5 638 } 156 . 04
2 -0 1 2 3 3 7 44 7 7 - 474 157 . 7 135
2 1 2 28 4 59. 3
2 5 160 -932 1 2
82 THE BAL DWIN Lo c o mo nvn WORKS
LI A UR WI E RI ENG SH ME S ES TH M T C . EQUIVALENTS
POUND S IN KILOGRAMH
gram m es gram m es LOCOMOTIVE DATA 83
ENGLISH MEASURES WITH METRIC EQUIVALENTS £4 Tm : BALDWIN Lo co no ' nvz WORKS
- zm u snwu sm s wrm nu nm o nom u nm s
' ' p o m m s m a SQUARE m en m m o enu m ns p m SQUARE cnunmnm Lo c o u o 'nv t B AN 85
l l l flflflflBJNflEAfiflnkl fii INIGJK IEIUSLISEI t WflflHELEEVTS»
Inches Inchei " 86 TH E BALDWIN LOCOMOTIVE WORKS
METRIC MEASURES WITH ENGLISH E QUIVALENTS
METRES} " F EET
6 5 1 7 52 8 53 9 54 0 55 I 56
7 2 57 8 3 58 9 4 59 5 60
1 6 1
7 62
13 8 63 9 64 65
16 1 66
I - 2 I 6 7 55 7 7 53 37 . 7 9 7 18 3 68
I962 337 1 4 69 20 5 7 0 2 1 6 7 1 22 7 7 2
2 3 7 5 -460 7 8 7 3 24 9 7 4 25 0 7 5 LOCOMOTIVE DATA 87
METRIC MEASURES WITH ENGLISH EQUIVALENTS 88 THE BAL DWIN LOCOMOTIVE WORKS
METRIC MEASURES WITH ENGLISH EQUIVALENTS
SQUARE METRES IN S QUARE FEET
90 THE BALDWIN LOCOMOTIVE WORKS
METRIC MEASURES WITH ENGLISH EQUIVALENTS LOCOMOTIVE DATA 91
METRIC MEASURES WITH ENGLISH EQUIVALENTS
KILOGRAMMES PER SQUARE CENTIMETRE IN POUNDS PER S QUARE INCH
. m i t n s r e e b . C L p q . S K q S
- I 2 93 S2 . 74
9- 5 135 - 1 19
137 -963
2 4 34 - 135
2 6 35 -558
2 8 . O2 . 7 3 4
3 -2 45 -5 14
3 -3 46 -936
-7 SI 92 TH E BALDWIN LOCOMOTIVE WORKS PROPERTIES OF SATURATED STEAM ’ Co m plled f ro m Peabo dy s Steam Tables LOCOMOTIVE DATA 93 PROPERTIES OF SUPERHEATED STEAM Fro m Table s by Marks and Davis 94 THE BA LDWIN LOCOMOTIVE WORKS C"LIND ER VOLUMES IN CUBIC FEET (Fo r One Cy linder Only ) LOCOMOTIVE DATA 95
COMPARATIVE THICKNESS OF WIRE GAUGES IN DECIMALS OF ONE INCH TE E BALDWIN LOCOMOTIVE WORKS
F OF T R I AND O U .LUES O MOMENT IN E TIA ( ) M DUL S OF SECTION (") FOR VARIOUS SECTIONS
98 TH E B AL D W1N LOCOMOTIVE WORKS
WHITWORTH STANDARD THREAD S AND NUTS
SCREW THREADS HEAD S AND NUTS
T k ’ T i k’ D m hic h c A ro ss A r i . o ss a D ess ness c c No o f D m . Of B OlL ia Flats c o m ers Thf ads at t Of H ead Of N ut Inches Inches Inches Inches Inches LOCOMOTIVE DATA 99
PIPE THREADS
Inside Outside
2 107
3 -07 3 5
9 .4 33 100 TH E BALDWIN LOCOMOTIVE WORKS
U . REW . S STANDARD SC THREADS
I Ins . I ns . ns ns . Ins . I .
I IO
102 TH E BALDWIN L0c0u 0T1VE WORKS
D rivin Wh C - A C o g ee l enters . t the onventi ns Of 1886 1 1 0 A n , 893 and 97 , the merica Railway Master Mechanics A ssociation adopted as standard the following diam eters Of Locomotive Driving Wheel C n s — 8 0 6 62 66 0 2 8 2 e ter 3 , 44 , 5 , 5 , , , 7 , 7 , 7 4 , 7 8 . , 86 0 and 9 inches . Axle s — The cut o npage 10 1 shows the dim e n sions Of axles adopted as s tandard by the Master
r s A Car Builde s and Ma ter Mechanics ssociations. The following table gives the principal data for s s the e axle . IND EX
PA GE Acceleration
force required to ov ercome . A reas and circu m ferences Of circles Articulated locomotives
Ax s M . . C B . le , . and M M . standard
B
o s Balanced compound locom tive , tractive force Of
C
C e and r s o f ircles , ar as circumfe ence Class designation C a o l , bulk ( C
weight Of Comparative thickness Of wire gauges Co m Of mpound loco otives , tractive force Compounding Of m s o Cord wood , di en i ns Of C ross compound locomotives , tractive force
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 in relation to wheel base rail elevation on resistance due to spread of rails on to find radius Of Cylinder vo lumes in cubic fee t 104 I NDEX
PA G E Dec imal equivalents
Driving wheel centers, M . M . standard Of Driving wheels , minimum diameter revolutions per mile revolutions per minute and per sec ond at various spee ds
D s d riving wheel , spee , rules for
E
E r nglish measures with met ic equivalents .
F
F - n m s r our cylinder compou d loco otive , t ac tive force Of n f Freight cars , resista ce O Freight locomotives Fue l consumption n f Fuels , relative heati g value O
G
G Of allon water , weight of Grades resistance due to
Hauling capacity Heating surface Of tubes Heating value Of fuels Horse- power
r z s Of I on pipe , si e
106 I NDEX
PA GE P f assenger cars , resistance O Passenger locomotives P Of etroleum , weight and volume P a U S ta s s ipe thre ds, nited te tandard Whitworth standard Piston speed chart to fi nd Properties Of saturated steam superheated steam
Radius Of curves Rail elevation on curves
Rails, safe load
tons per mile . Resistance due to acceleration of speed U l ‘ U cu rve s grades
of freight cars locomotives and tenders passenger cars Revolutio ns Of wheels per mile minut e and per second at v a rions speeds ' h fi nd Of w eels, rules to number
Safe loads for steel rails S rea s U S crew th d , nited ta tes standard . Whitworth standard I NDEX 107
Specific gravity of coal S peed resist ance S se m m peed table , conds per ile , iles per hour im i t e per m le , fee t per second Standard sizes Of wrought iron pipe
Spread of rails in curves .
Steam , properties of saturated superheated Su perheating
T
d a Tandem compoun locomotives , tr ctive
h a Un d S r T re ds and nuts , ite tates standa d Whitworth standard Tractive force s at variou spee ds .
Of s compound locomotive . Of single- expansion lo c o m o
t iv es .
formulas fo r Train resistance Of Trucks, swing be a u Of Tu s , he ting s rface
weight of
United States gallon standard screw threads
V
lain s Vau c compound locomotive , tractive force of Vo lumes Of cylinders (cubic fee t) 108 I NDEX
PA G E
Of Water, weight Weight of coal per bushel cubic foot crude petroleum
logs lum ber tubes per running foot water Whitworth standard threads and nuts t n Wire gauges , hick ess of Of as Wood , heating value , fuel e Wood , w ight of