234 AMERICAN ENGINEER.
the back tube sheet. The 34 in. liner that stiffens the opening
around the dome is carried back to include this opening as well.
The cover plate of the inspection manhole carries the safety
valve and it takes the place of the auxiliary dome which has
often heen installed at this point. The stringent requirements of
the boiler inspection law make it necessary to frequently enter
the interior of the boiler and since, when this is done through
10 miles
20
30
40
50
Profile of Line from Carson to Coalburg, Ohlo.
400
300
200
the ordinary dome, it requires the removal of the throttle stand
pipe, this auxiliary manhole is an improvement that is welcomed
by the inspector.
Five of the engines are equipped with the O'Connor type of
fire door Bange and all have a full installation of flexible stay-
holts with the exception of six longitudinal rows of hatton kead
radial stays at the top of the crown sheet. There are four 2 in.
combustion tubes placed in each side water feg. These permit
air to enter the firebox over the top of the fuel bed and thus
VOL. 87, No. 5.
in thickness which fits snugly to the inuer faces of the jaws. The
very wide shoes and weiges are fitted to these crosstie extensions
and have an increased hearing surface of about 350 sq. in. over
what they would have if they were applied to the frames only.
The pedestal binder is also of extra width and a second wedge
bolt is provided for handling the wide and heavy wedge.
The main journals are 11½ in. x 22 in. and the driving box is
quite similar to the one used on the Delaware Lackawanna &
Western Pacific type locomotive, which was illustrated and de-
scribed on page 39 of the August, 1912, issue of this journal.
Driving hoses of this type have heen in experimental service on
the New York Central Lines for some time, particularly on pas-
senger locomotives, and have given most satisfactory results.
A somewhat unusual method of equalization has been en-
ployed. It has been found that on locomotives of the Mikado
type where the first two driving wheels and the engine truck are
equalized together, the springs are difficult to maintain in a level
position. For this reason it was decided not to carry the forward
unit back of the first pair of drivers in this case and the engine
is equalized with the forward pair of drivers and the front truck
forming one unit and the last three pairs of drivers and the trail-
ing truck forming the other units on each side in the usual
manner,
By the use of vanadium steel the front, rear and intermediate
axles have been reduced to 94 in. in diameter between the jour-
nals, which are 11 in. x 12 in. This is in. less, in the case of
the front and intermediate axles, and 1 in. less in the case of the
rear axles, than common practice would require for carbon steel
axies with journals of the ahore size on locomotives of this type.
23
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-66---
-66
-284 Over All----
Main Frames for Lake Shore 2-8-2 Type Locomotive.
promete combustion. The throttie rod is carried by two V
shaped supports swung from the top of the boiler and is held
at the bottom of the V by a pin extending through the supports
just above it. This attachment prevents the red from buckling
and therefore practically eliminates the lost morion of the throttle
lever when the throttle is tightly closed. The back head and front
ruhe sheet are both stayed with in. boiler steel gusset plates
which are riveted to 4 in, x 4 in. angles on both the heads and
the shell.
Vanadium cast steel irames 6% in, in width and 7 in deep
over pedestals are used. The rear frames are in the form of a
slab 3% in, in width and 15 in. deep, which is spliced to the main
frame just back of the rear pair of driving wheels. Care has been
given to provide ample strength at the points of possible failure.
In addition to using the best material of ample section in the
main frame, the frame bracing has also been given considerable
attention. This is noted particularly in connection with the de-
sign of the legs on the frame braces where the Crame bolts pass
through. A bearing area for the boits is provided that will de-
velop practically their iu shearing strength. There are vertical
frame braces or crosstics applied on the rear pedestal jaws of the
last three pairs of drivers and to the forward jaws of the main
drivers as well. The construction at the main pedestal is of
particular interest in connection with the arrangement for the
application of the very long driving boxes that are used. The
vertical irane crosstics on both sides of this pedestal are con-
tinued through to the outside of the frame by a projection in
-652
Vanadiun cast iron is used in the cylinders, which are cast
integral with the saddles and are interchangeable, right and left.
Both the cylinders and valves are bashed with Hunt-Spiller gun
iron and the piston and valve packing rings and the crosshead
shoes are made of the same material. The diameter of the
valve and the valve setting are shown in the table of dimensions
at the end of this article. The valve gear is designed to give a
Ayers Pipe Clamp.
cur-off of 88 per cent. in full gear in order to secure the maxi-
20 tractive effort in starting.
These locomotives are equipped with an arrangement for fore-
ing the oil through the feed pipes when the throttle is open, that
was designed by D. R. MacBain, superintendent of motive power.
It employs a valve that is held seated by a spring and is so
located and arranged that its extending stem will be forced in-
