File:Locomotive engineering - a practical journal of railway motive power and rolling stock (1896) (14759455874).jpg

Identifier: locomotiveengine09hill (find matches)
Title: Locomotive engineering : a practical journal of railway motive power and rolling stock
Year: 1892 (1890s)
Authors: Hill, John A. (John Alexander), 1858-1916 Sinclair, Angus, 1841-1919
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair, J.A. Hill (etc.)
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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g, the new compound con-solidation locomotive for the Chesapeake& Ohio, recently designed by Mr. W. S.Morris, superintendent of motive powerof the road. Writing about these engines,Mr. Morris says: In designing this engine, we have been •railwayMotiye Power^HD Rolling Stock- (Trade Mark Registered.) NEW YORK, JULY, 1896. I have recently conducted a very ex-haustive service test of these machines,and I am happy to say we can see a sav-ing of almost 20 per cent, in fuel withthese compound engines as compared withour G-4 class of similar dimensions, ex-cept that they are simple engines. The train load hauled by the new G-5is also increased, which of course we ex-pected, as the machine weighs a little No. 7. Numbers, 351, 352, 353, 354, 355. Name of builder, Richmond Locomo-tive & Machine Works. Kind of fuel to be used, bituminouscoal. Weight on drivers. 121,700 average. Weight on truck, 18.825 average. Weight, total, 140.525 average. Wheelbase, total uf engine, 23 feet 5inches.
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RICHMOND COMPOUND FOR CHESAPEAKE & OHIO. very careful to keep as much as possiblein the lines of our G-4 engines, with theexception of pro7iding a boiler suitablefor 200 pounds steam pressure. We have now had these engines in ser-vice about three months and they areshowing remarkable results. We havedeparted from the Belpaire firebox anduse the extension wagon top with radialstays in our new boilers. You will alsonote the valve seat of the low-pressuresteam chest is on an incline; this was ne-cessitated on account of the great diameterof the low-pressure cylinder. over 140,000 pounds and carrying 200pounds of steam, while our G-4 engineweighs 128,300 pounds and carries 160pounds of steam. We certainly feel very proud of thismachine, and, as I said before, exceptingthe two main features, that of compound-ing the engine and the change in the boil-ers, our patterns for most every part areapplicable both to our G-4 and G-5 con-solidation engines. The following are the principal dimen-

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