Page- - 6# ~FQW&%XO~%.S.@UZ/ The Lateral Motion Driving ) + + A Device That Enables the Locomotive to Adjust Itself to Curvature t??,.- AY after d,~,modern locomo- away by thc constilnt strain. Fre- deflect w ith a pre-determir D tives are running from one quently the stresses exerted on the constant resistance, thus distribul section of the country to another tire flanges were double the static the lateral thrust over several p? with comparative ease. Over the load on the wheels. of wheels instead of being conr varying grades they go and when thes The locomotive's running gear trated on a single pair. This n. hit a sharp curve we often wonder parts also suffered due to the stresses tnnce holds the lateral motion ar what keeps them on the track and resulting from passing driving wheels in normal central position. The 1 how they are able to withstand the couplet1 together in a rigid, unyield- structive shocks between the ah. heavy stresses that must be encoun- ing wheel base through curvex. flanges and rail that are inhereut n? tered. In overcoming these destructive either a rigid wheel base or a It- The remarkable improvement in stresses, little progress was made un- floating axle are also eliminated. track and roadbed in recent years has til the development of the Lateral The important results accomplisb~ seen a corresponding improvement in Motion Driving Box. by the Lateral Notion Driving B, the design of the locomotive as it af- BY means of this device, the length are far reaching, despite its camps fects track structure. of the rigid wheel base is reduced tively simple construction, conslsfr Years ago, attempts were made to and lateral motion is provided for one as it does of nothing more than improve the tracking of long wheel or more driving axles. When the lo- rocker fulcrumed on suitable l~ base engines by setting driving conlotive passes through a curve or cast on the inside of the driving b wheel tires at different distances from heavy lateral thrusts results from the The horizontal member of this roci the center to divide the guiding ef- driving wheels impinging agaiust the which extends toward the wheel A. fort among the different driving track. the lateral motion ax'es will rests on top of the driving box s wheels. Even flangeless tires were ports one leg of the spring sad6 used to a large extent with this ob- The verticle members of the rock ject in view. These eS2orts were a extend down one on each side oft' recognition of the need of relieving axle and when in normal posllt the track from the stresses arising with the engine on a straight tr; from the long rigid driviug wheel the lower end of these rockers are base of big modern locomotives hav- free contact with the face of a w~c ing four or more pairs of drivers. which works in the guide cast on As time went on, maintenance ex- crosstie bolted rigidly to both ric pense continually rose. Rails as well and left frame menlbers. In ma as the tire flanges were slowly worn position these rockers do not UP ED, ADT Page 65 . the weight of the leg of the spring equipped, and there is no cutting or of track maintenance, and in conse- -4dle Is carried by the driving box grinding of flanges in passing through quence, traffic interference; reduces .d the horizontal arm of the rocker curves. the possibility of derailment, thereby interposed between these parts. The accompanying chart i!lustrates increasing track safety; stops the hen the loconlotive enters a curve different tire contours showing the "nipping" of the leading drivers in - deflects lrom its normal straight flange wear with and without the rounding a curve on a tangent track orve so as to cause the front axle Lateral Motion Driving Box. These and makes the forward drivers assist which the laternl motion driving tire contours were taken from hlikado in steering the engine; permits ad- r is applied, to move over in a locomotives in the same class and ditional pair of drivers without in- rral direction, the driving box of operating in the fiame service. creasing the length of the rigid wheel = outer side of the curve will be The locomotives with Lateral 310- base, thereby allowing locomotives )red fnwnrd by the wheel hub. This tion Driving Boxes after eighteen with long driving wheel base to op- luro moves the rocker in the same months' service showed so little wear erate on curves that otherwise they -vetion causing the lower end of at the hub face of the driving boxes could not take. In other words, the .vertical member to exert a thrnst that no attention was required at this Lateral Motion Driving Box puts the i~nst the crosstie. This thrust point. These engines are in daily serv- rigid wheel base of any engine into w the horizontal member and ice over a 140-mile division of a large the class below it in lateral pressure wquenlly the leg of the spring eastern railroad where numerous against and wear on the rail head. :die resting Upon it, against the curves are encountered. The last mentioned advantage of 4on of the spring. The resistance In the case illustrated, application the Lateral Notion Driving Box is .+red by the spring, acting down- of this device reduced tire wear by especially applicable to the switch- rd through the saddle leg on the 64 per cent and enabled hub plates to ing type of locomotive. Eight-wheel 1 of the rocker, exerts a corre- run over two shoppings. switchers are replacing six-wheelers anding thrust against the adjusting This distribution of tire wear and all over the country. Every railroad dee face in the crosstie, forcing consequent reduction 011 the first pair would use them were it not for their I box back to its normal position. of drivers lengthens the life of all long rigid wheel base. They pull 11e this is occurring the axle slides tires due to the practice of turning more and are in every way more suit- -mah the box on the opposite side all wheels to the diameter of the able to meet the expanding demands -1 the lateral motion device remains smallest wheel which is generally the of terminal work except In the one Its normal position. The purpose first driver. It 1s alco obvious that particular that they cannot take the 'the adjusting wedge is to provide such a reduction in the wear on loco- same curves as the six-wheel switch- ans for taking up any wear which motive tire flanges and driving wheel ers. This limits their range of use .firs between the contact surfaces. hubs must mean a corresponding re- and increases the cost of maintenance The demonstrated usefulness of duction of wear on rail and tie. because of flange and hub wear. The ml lotion Driving Boxes on 2- Therefore, the application of the Lateral Motion Driving Box removes 4 locomotives has led to their use Lateral Motion Driving Box has a this limitation. It enables an eight- : Xikado type locomotives where beneficial effect on the track and wheel switcher to go anywhere a six- :are applied as a means of con- roadbed as it reduces wear on the wheel switcher can go. 'bug huh, box and tire wear. The rail head, thereby increasing the Today, curves are no serious handi- -?Its have fully justified expecta- service life of the rail; reduces the cap to a locomotire. A lateral device w. The Driving Boxes so equipped tendency of the rail to tilt, thereby has been provided that enables the lrom shopping to shopping without lessening the mechanical destruction modern locomotive to adjust itself -ing up lateral; flange wear is re- of the tire directly under the rail base readily to the conformation of the nd more than 50 per cent over that -a common cause of tie renewal and curve and greatly lessen flange, hub exactly similar engines not damage; reduces the labor and cost and rail wear. ED. ADY. Page 66 TONCAN 6 Copper Mo-lyb-den-urn Iron Culverts ' ' Nicholson Thermic Manufactured by Tri-State Culvert Mfg. Ct Second and Butler, MEMPHIS, TENN. nents. They ere udnptnble for every locomotlvc CHAS. R. LONG, JP from small switchcra up to the larpcst Suwr Power units ever built. LOCOMOTIVEFIREBOX CO. COMPANY General Omre 310 S. Michigan Ave. Chicago. U. S. A. 30 E. 42nd St.. New York LOUISVILLE CHICAU ST. LOUIS ANDERSON-PRICHARD OIL CORP. REFINERS OF All Kinds of Railway and Ir INDUSTRIAL NAPHTHAS dustrial Paints, Varnishes an! OKLAHOMACITY, OKLA. Lacquers. I DmHe HALL LUMBER CO, Manufacturers of all classes of hardwood lumber, including switch ties and railroad car materials. Can furnish air dried or kiln dried. Steel Tlres. Steel Tlred Wheeln, Steel AMORY, MISS. Your Itzqzsiry Solicited NEW ALBANY, MISS. Axlen. Steel Sprlnaa, Rolled Steel I Rlnnm, Solld \V r n n K h t Steel Wheeln. Steel Rurp;ln~a. Steel Crnrher Rulla and Shella. Ra~lledStrrl Genr Blnnkq Steel Cnrtlem. Steel MINES ON THE FRISCO AT CARBON HILL. ALABAMA Plpe Flnegea I I MOSS & McCORMACK I I Standard Steel Works Co. MINERS AND SHIPPERS Main Office COAL- lacks smith, Bunker, Steam, Domestic -COAL I and Works: Burnham, Pa. BIRMINGHAM, ALL- I New Power for the Frisco I WENTY additional Baldwin Mikado type loco- Tmotives will soon be in operation on the Frisco System hauling heavy tonnage trains. In July, 1929, a Baldwin Mikado, built in 1923, made a remarkable endurance run of 7350 miles without having the fire knocked.