Page:EB1911 - Volume 22.djvu/868

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ROLLING STOCK]
851
RAILWAYS


Table XXII.—Comparitive Data of Locomotives
No Owning Railway. Type. Cylinders. Diam
of
Driving
Wheels.
Weight (Ton=2240 ℔). Grate
Area.
Total
Heating
Surface.
Remarks.
Position. Diam. Stroke. Total
of
Engine.
Total
on
Coupled
Wheels.
Total
with
Tender.
In. In. In. Tons. Tons. Tons. Sq. Ft. Sq. Ft.
Rocket” (Liverpool & Manchester) 0–2–2 Outside  8    16½   56½   4·25 . .    7·45   6     137·75 In Victoria and Albert Museum, South Kensington.
 1 Caledonian 4–4–0 Inside 19    26    78    51·70  34·65  96·7   23    1600    Dunalsitair III” (900) class.
 2 London & South-Western 4–4–0 Inside 18½   26    79    48·85  33·45  93·0   24    1500    Fitted with cross-water tubes in fire-box giving 165 sq. ft. of heating surface.
 3 Midland 4–4–0 Inside 19    26    78½   58·5   38·75 104·4   28·4  1557    Belpaire fire-box. Pressure 220 ℔ per sq. in.
 4 Great Western 4–6–0 Outside 18⅜   30    80½   72     54·8  112     27    2000    Fitted with superheater contributing 360 sq. ft. of heating surface to the total. Boiler pressure 200 ℔ per sq. in.
 5 Great Eastern 4–4–0 Inside 19    26    84    50·3   33·20  85·35  21·3  1630    Fitted with Holden’s system of liquid fuel.
 6 London & North Western 4–6–0 Inside 19½   26    75    65·75  46·75 102·75  25    1990    Experiment class. Boiler pressure 185 ℔ per sq. in.
 7 Great Western 4–6–0 2 inside
2 outside
14¼   26    80½   75·6   55·4  115·6   27    2076    4-cylinder simple. Fitted with superheater contributing 269 sq. ft. of heating surface to the total. Boiler pressure 225 ℔ per sq. in.
 8 London & South-Western 4–6–0 2 inside
2 outside
16    24    72    73     51·5  . .  31·5  2727    4-cylinder simple. Working pressure 175 ℔ per sq. in. Fitted with cross tubes in fire-box.
 9 Lancashire & Yorkshire 4–4–2 Inside 19    26    87    58·75  35·0   89·41  26·05 2052    Belpaire fire-box.
10 Great Northern 4–4–2 Outside 19    24    78    58     31     99     26·75 1442    990 class.
11 North-Eastern 4–4–2 2 inside
2 outside
22   
14½  
26    85    53·6   39·15 116·2   29    1969   
12 Highland 4–6–0 Outside 19½   26    69    58·85  43·85  96·96  26    2050    Steam pressure 200 ℔ per sq. in.
13 Midland 4–4–0 2 L.-P. outside
1 H.-P. inside
21   
19   
26   
26   
84    59·8   39·1  102·7   28·4  1458    3-cylinder compound. Working pressure 220 ℔ per sq. in.
14 Midland 0–6–0 Inside 18½   26    63    43·8   43·8   84·95  21·1  1412    175 ℔ per sq. in.
15 North Eastern 0–6–0 Inside 18½   26    55    34·4   34·4   82·05  20·0  1658   
16 Caledonian 4–6–0 Outside 18    26    60    60·4   45·9   98·4   21    2018    Presure 175 ℔ per sq. in.
17 Lancashire & Yorkshire 0–8–0 Inside 20    26    54    53·78  53·78  84·45  26·05 2038   
18 Great Western 4–4–2 2 H.-P. outside
2 L.-P. inside
14·2 
23·6 
25·2  80·5  73·8   38·5  108·9   33·3  2755    De Glenn compound. Boiler presure 227 ℔ per sq. in.
19 Chicago & Alton 4–4–2 Outside 20    28    80    82·8   43·7  155     33·5  2696    Balanced piston valves
20 Atchison, Topeka and Santa Fé 4–4–2 2 outside
2 inside
25   
15   
26   
26   
79    86·5   45·3  160     49.5  3215    4-cylinder balanced compound. Vauclain type.
21 Central of Georgia 4–6–2 Outside 20    28    68    84·0   50·7  150     46.8  3357    Balanced valve.
22 Pennsylvania 2–6–0 Outside 20    28    62    71·43  62·09 125     30.2  2431·3 
23 Chicago, Rock Island & Pacific 2–8–0 Outside 23    30    63    88·8   79·2  147     49.7  2912   
24 Atchison, Topeka and Santa Fé 2–10–2 Outside
Outside
19   
32   
32   
32   
57   128·4  104·5  201     58.5  4796    Tandem compound.
25 Great Northern, U.S.A. 2–6–6–2 Outside
Outside
21½  
32   
32   
32   
55   158·5  141    225     78    5658    Driving-wheels divided into two groups of six-coupled wheels. Leading group drven by L.-P. cylinders, trailing group by H.-P. cylinders. Mallet type.
26 Erie Railroad 0–8–8–0 Outside
Outside
25   
39   
28   
28   
51   183    183    . . 100    6108    Mallet type.
27 Argentine Great Western 2–10–0 Outside 19½   28    51    79·5   70·8  124·7   36    2440    5 ft 6 in gauge.
28 Belgian State 2–6–0 2 outside
2 inside
17⅛   24    78    82·0   52·0  . .  32·4  1672    4-cylinder simple expansion. Pressure 205 ℔ per sq. in.
29 Nord 4–4–2 2 outside
2 inside
13·4 
22   
25·2  80·3  66·2   32·5  107·3   29·7  2368    Serve tubes. Boiler pressure 235 ℔ per sq. in.
30 Est 4–6–0 2 H.-P. outside
2 L.-P. inside
13·78
21·65
25·2  70    62·4   48·7  . .  27·6  2155    Serve tubes.
31 Austro-Hungarian State 2–10–0 2 H.-P. inside
2 L.-P. outside
14·56
24·80
28·34 57    77·2   67·4  . .  49·5  2777    Fitted with superheater contributing 678 sq. ft. to the total
32 Nord 6–2–2–6 2 outside
2 ouside
15·75
22·8 
26·8  57·2 100     71    . .  32·3  2660    Articulated tank engine on two motor bogies mounted on a central girder, splayed at ends to take buffer beams. H.-P. cylinders drive one bogie, L.-P. the other.
33 Paris, Orleans 4–6–0 2 outside
2 inside
14·17
23·62
25·19 57    72·6   53    109·5   33·37 2577    Serve tubes. Boiler pressure 235 ℔ per sq. in.
34 Italian State 6–4–0 2 H.-P. on one side
2 L.-P. on other
14·17
23·22
23·62 75·6  69·5   42·6  106     32·29 2217    Serve tubes. Boiler pressure 220 ℔ per sq. in.
35 Austrian State 2–6–2 2 H.-P. inside
2 L.-P. outside
14·56
24·80
28·34 71·5  68·9   42·9  107·9   43·0 2775    Boiler pressure 220 ℔ per sq. in.
36 Prussian State 4–4–2 2 H.-P. inside
2 L.-P. outside
14·17
22·04
23·62 78    61·0   29·9  107·9   29·0 2520    Lenz double-beat equilibrium valves. Serve tubes. Boiler pressure 205 ℔ per sq. in.

accelerating the train to the journey speed. The nature of this problem is illustrated by the numerical example in § 9. When the service is frequent enough to give a good power factor continuously, the steam locomotive cannot compete with the electric motor for the purpose of quick acceleration, because the motors applied to the axles of a train may for a short time absorb power from the central station to an extent far in excess of anything which a locomotive boiler can supply.

With regard to the working of the locomotive, J. Holden developed the use of liquid fuel on the Great Eastern railway to a point beyond the experimental stage, and used it instead of coal with the engines running the heavy express traffic of the line, its continued use depending merely upon the relative market price of coal and oil. Compound locomotives have been tried, as stated in § 17, but the tendency in England is to revert to the simple engine for all classes of work, though on the continent of Europe and in America the compound locomotive is largely adopted, and is doing excellent work. A current development is the application of superheaters to locomotives, and the results obtained with them are exceedingly promising.

The leading dimensions of a few locomotives typical of English, American and European practice are given in Table XXII.

 (W. E. D.) 


Rolling Stock

The rolling stock of a railway comprises those vehicles by means of which it effects the transportation of persons and things over its lines. It may be divided into two classes, according as it is intended for passenger or for goods traffic.

Passenger Train Stock.—In the United Kingdom, as in Europe generally, the vehicles used on passenger trains include first class carriages, second-class carriages, third-class carriages, composite carriages containing compartments for two or more classes of passengers, dining or restaurant carriages, sleeping