File:Factory and industrial management (1891) (14804053583).jpg

Identifier: factoryindustria23newy (find matches)
Title: Factory and industrial management
Year: 1891 (1890s)
Authors:
Subjects: Engineering Factory management Industrial efficiency
Publisher: New York (etc.) McGraw-Hill (etc.)
Contributing Library: Engineering - University of Toronto
Digitizing Sponsor: University of Toronto

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d out at their bases to almost the full widthof the smokebox; likewise the most recent locomotives of the Alsatianrailways have the petticoat pipe outside the smoke arch, and doublechimneys have sometimes been used for the same purpose. Mostengineers appear to think this matter trifling. That the unequal draftresulting from a narrow chimney is a serious defect was seen by thewriter from heavy leakages occurring in a Belgian locomotive havingthree boilers, all in a transverse row. and with but one firebox, onesmokebox, and only one chimney. Here, in spite of the large chim-ney base before referred to, the fire always took the shortest line tothe centralised uptake and by unequal dilatation caused much troublewith the firebox tube plate and with the tubes; yet had the smokeboxbeen provided witli side chimneys and side blast pipes, the locomotivewould have been more successful mechanically notwithstanding itsimmense flue chest. The iron framing is very massive. The side plates are i 3/16
Text Appearing After Image:
698 CONTINENTAL LOCOMOTIVE CONSTRUCTION. 699 inches thick; at the firebox they are 40 inches deep. From end to endthe side frames are braced by vertical and longitudinal plates. Thelength of 5 feet 6 inches from the smokebox to the truck pivot frameis made particularly strong as a fixing for the tandem cylinders. Theframe is not riveted to the smokebox as is usual, but instead a bracketplate, riveted to each side of the smokebox, projects downwards andhooks freely over the top edges of the T-transverse saddle plates, al-lowing thus free dilatation to the boiler at the front end. The practice, common in England, is followed of fixing the rail-guards (pilots) to the front end of the frame instead of to the truck;this plan is unquestionably the best as it avoids any possible deviationor shock to the truck pin from heavy obstructions. The pivot con-sists of a hollow steel pin 73/ inches diameter with a 2-foot flange,and is bolted beneath the main-frame caisson, which has a depth ofthree f

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