LIBRARV
UNIVERSITY OF CALIFORNIA
.
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MADE IN THE COMPLETE ART-PRINTING WORKS OF
THE MATTHFW3-NORTHRUP CO.,
BUFFALO, N. Y.
\\
AMERICAN IOOOMOTTVE OOMPATO A CATALOGUE
DESCRIPTIVE OF
SIMPLE AND COMPOUND
OCOMOTIVES
BUILT BY
BROOKS LOCOMOTIVE WORKS,
DUNKIRK, N. Y.,
U. S. A.
ANNUAL CAPACITY, 400.
OFFICERS:
FREDERICK H. STEVENS, ROBERT J. GROSS,
PRESIDENT. VICE-PRESIDENT.
M. L. HINMAN, >t>^l. HEQUEMBOURG,
TREASURER. / UN I VIE SECRETARY.
D. RUSSELL, e, J^6. McNAUGHTON,
GEN'L SUPERINTENDENTS ' SUPERINTENDENT.
1899.
CABLE ADDRESS, "BROOKS-DUNKIRK."
TO THE
RAILWAY OFFICIALS OF ALL COUNTRIES,
BY WHOSE COMMANDING GENIUS
THE DESERT HAS BEEN MADE TO BLOOM AND
WHOSE LABORS HAVE TRANSFORMED THE EARTH
INTO ONE BROAD HIGHWAY OF COMMERCE ;
AND TO THE
MEN AT THE THROTTLE,
UPON WHOSE
COURAGE, FIDELITY AND INTELLIGENCE DEPENDS THE SAFE AND SUCCESSFUL OPERATION
OF LOCOMOTIVES, HOWEVER PERFECTLY CONSTRUCTED,
THIS BOOK IS RESPECTFULLY DEDICATED.
Of THE
UNIVERSITY
OF
INTRODUCTORY.
IN THE compilation of this new edition of our catalogue we have sought to bring together, in brief but comprehensive form, such illustrated and statistical information relating to the various types, construction and performance of " Brooks" locomotives as will render it deserving of the attention and consideration of all persons interested in the subject of motive power for railroads. It embodies much that is descriptive of the marked advance in locomotive con- struction and design which has obtained in the closing years of the century, and it aims to give such accurate data as will enable intend- ing purchasers to arrive at an approximate understanding of their needs.
In the construction of our locomotives we employ only the highest grade of material and workmanship, and all the various details are accurately finished to standard gauges and templets, enabling us to guarantee their interchangeability on all locomotives of the same class.
We have special facilities for furnishing locomotive boilers, tanks and cylinders, and are prepared to furnish duplicate parts of any of our locomotives upon short notice.
Especial attention is invited to the "Brooks Improved Piston Valve," which is now in successful use on many of the engines of important trunk lines. The efficiency and economy which this form of valve has developed by reason of its simplicity and perfect balance bids fair to result in its superseding, to a great extent, the plain valve and the more complicated and expensive compound types. We sub- mit it, with full confidence, to the thoughtful consideration of railway officials and engineers.
The increasing demand for heavier power has required the addi- tion of adequate appliances and machinery for its construction. In this direction we have spared neither effort nor expense, and our shops are now equipped with the latest and most powerful machinery obtainable. Within the last two years there has been added to the
194844
plant a commodious erecting shop, and the boiler and hammer shops have been reconstructed and greatly enlarged. A large percentage of the machinery in the works is operated by electric power, and the shops are amply equipped with powerful electric cranes, pneumatic hoists and tools, hydraulic flanging press, etc.
In thus enlarging our capacity for the manufacture of locomotives we have not lost sight of the increasing service required of them. While pursuing a conservative policy we have designed our engines along bold lines and in keeping with modern ideas and practice, and are fully prepared to submit proposals for locomotives of the most recent and approved types, suitable for any required service, and con- structed either from our own designs and specifications or in accord- ance with those of railway companies.
We have ample facilities for supplying locomotives based upon foreign specifications if within the limits of American practice. This applies to both single expansion and compound types, and contem- plates the use of copper fireboxes, brass tubes, screw couplings, etc., as desired.
All material and workmanship entering into the construction of our locomotives is rigidly inspected by competent engineers. The engines are, in all cases, fully erected and tested in running order on our own tracks, and, if for transport to a foreign country, are taken apart and securely packed for sea shipment.
We invite the correspondence of railway officials and of others who may contemplate the purchase of locomotives, and request that, in writing for proposals, full particulars be furnished as to gauge of road, maximum curvature, grades, weight of rail, fuel to be used and the kind of service required.
A cipher code will be found on the last pages of the catalogue for convenience in telegraphing.
Other codes used by us include "Atlantic," "Western Union," "A. B. C., Fourth Edition," " Lieber's," and "Manufacturers' Export."
BROOKS LOCOMOTIVE WORKS.
DUNKIRK, N. V., December 1, 1899.
0
A BRIEF HISTORY AND DESCRIPTION OF THE WORKS.
HORATIO G. BROOKS,
Founder of the Works.
A BRIEF HISTORY AND DESCRIPTION OF THE WORKS.
TJoRATio G. BROOKS, founder of the BROOKS LOCOMOTIVE WORKS, was born on the 30th day of October, 1828, in the old historic city of Portsmouth, N. H. Sprung from that sturdy New England stock whose brain and brawn have left their deep impress upon the history of the century now closing, he, early in life, developed those marked traits which in later years made him a force in the affairs of his day and age. At 14 he passed his leisure hours on and about the engines of the Boston & Maine Railroad, and at 16, after much importunity, his parents yielded to his strong desire to learn the trade of a machinist, and placed him, as an apprentice, in the works of his cousins, Messrs. Isaac & Seth Adams, manu- facturers of printing presses. Not finding this congenial, two years later he entered the shops of the Boston & Maine Railroad, at Andover, Mass. He became a close student of all that bore on the line of his work, and was tireless in acquiring all the knowledge then attainable concerning the construction and operation of locomotives. In order to extend his experience in this direction, he left the shops in 1848 and became a fireman on the Boston & Maine, and so valuable were the services he rendered in that capacity that a year later he was promoted to the posi- tion of engineer. Thus, at the early age of 21 he had made substantial progress along lines which later enabled him to put in successful play that organizing power which was the genius of his character. The course of railroading tended westward, and the young engineer, eager for pioneer work, enlisted his services with the New York & Erie Railroad, then extending its lines eastward from Dunkirk, its western terminus. The first duty assigned him was that of conveying from Boston, Mass., a locomotive for use on the new extreme western section of the road, and in November, 1850, by means of coaster, canal boats and other transports, he suc- ceeded in discharging his ponderous freight upon the lines of the road for which it was intended, and to him belongs the honor of having blown the first locomotive whistle in the county of Chautauqua, among whose hills and valleys there now resounds and echoes the- shrill screech of a thousand locomotives.
For six years Mr. Brooks continued at his post as engineer on the western sec- tion of the Erie Road, contributing largely, by an interested performance of his duty, to the road's rapid development. In 1856, he was tendered, and accepted, the position of Master Mechanic of the Ohio & Mississippi Railroad, where he remained four years, when he again returned to Dunkirk, and the Erie service, as Master Mechanic of the Dunkirk shops. Two years later, in recognition of the increasing value of his skill and judgment, he was made Superintendent of the western division of the road, and in 1865 was still further advanced, and became Superin- tendent of Motive Power and Machinery for the entire road extending from Dun- kirk to New York. In 1869, under stress of financial difficulty and for purposes of retrenchment, the management of the Erie determined to close up the Dunkirk shops. Mr. Brooks, throughout his association with the road, held close his per- sonal interest in the community in which his first Erie successes had been achieved, and which had grown, under his eye, to a large and busy town. In order to avert the calamity which now threatened it, he opened negotiations with "the Erie Com- pany, with a view of leasing the entire property and plant of the road in Dunkirk,
for the purpose of manufacturing locomotives. His negotiations were successful, the lease was executed, and on the 13th of November the Brooks Locomotive Works was organized with a manufacturing capacity of one locomotive per month. Thus in the brief space of twenty years the progressive engineer of 1849 had become the proprietary head of a great manufacturing interest.
Among the most valuable of the assets of the new enterprise was the limitless faith and untiring energy which its founder brought into play in organizing and administering its affairs. So strong was his belief that the industrial growth of America was still in its infancy, and would advance rapidly and marvelously, that the new company at once adopted a policy of extension in line with that belief. As a result, the capacity of the works had increased to seventy-two engines per year in 1872, and to a manufacturing total of 100 engines per year in 1880. In two years more the output of the works doubled — 200 complete locomotives having been turned out in 1882. In July, 1883, the works purchased from the Erie Com- pany the entire property which it had leased, and commenced at once the erection of extensive additions to the plant. Orders were placed for a large amount of new machinery of improved types, and so well was the work of extension carried on that, in 1885, the manufacturing capacity of the works had reached 250 per year. The success of the works had now become assured, the fine faith and foresight of its founder vindicated. Not only was the plant enlarged to meet the ever-increasing demand for locomotives, but the construction of the locomotives themselves was car- ried on with even greater attention to the needs and demands of the service required.
On the 20th of April, 1887, Mr. Brooks died. This was a severe blow to his associates, and his loss was felt throughout the entire railroad world. He had builded too well, however, to make himself necessary to the continued success of the works. The company, gathering force from his example, and pursuing his policy of extension, met with increasing prosperity.
Edward Nichols was elected to succeed him as President of the works in June, 1888. The death of Mr. Nichols occurred in January, 1892, and he was succeeded by M. L. Hinman as President, R. J. Gross being elected Vice-President.
At the Columbian Exposition, in 1893, the works exhibited nine locomotives of various types and designs, and were awarded a first medal for excellence of design and workmanship.
April 16, 1894, a Brooks 10-wheeled engine, coupled to a Lake Shore & Michi- gan Southern Railway train, known as the " Vanderbilt Special," made a speed record of 78 miles per hour. This was eclipsed, however, by the " Fastest of Fast Runs," which was made on the 24th of October, 1895, by a series of Brooks engines, in a run on the Lake Shore & Michigan Southern Railway, with a special train from Chicago to Buffalo, a distance of 540 miles. The average speed of this train, including all stops, was 63.6 miles. The maximum speed attained on the run was made on the Buffalo Division by a Brooks ten-wheeled engine with 17 x 24-inch simple cylinders, as follows :
1 mile at the rate of 92.3 miles per hour.
8 consecutive miles at the rate of 85.44 miles per hour. 21 consecutive miles at the rate of 82.44 miles per hour. 33 consecutive miles at the rate of 80 6 miles per hour. 86 consecutive miles at the rate of 72.92 miles per hour.
In 1896, Mr. Hinman's health became so seriously impaired, that he resigned his office, and Frederick H. Stevens was elected President of the works, and remains the active head of its management.
10
From the foregoing it will be seen that the Brooks Locomotive Works, starting in 1869, with a capacity of one engine per month, and having a present capacity of 400 locomotives and upwards per annum, has kept pace with the remarkable indus- trial progress for which this century has become notable. The plant covers an area of about twenty (20) acres, and comprises some thirty-five buildings, equipped with all modern facilities for the rapid and perfect construction of locomotives. The machine shop proper is about 400 feet long by 100 feet wide, and contains a vast array of planers, lathes, milling machines, slotting machines, boring mills, many of which are electrically driven by motors placed on each machine. A number of the smaller tools, such as drills and hammers, are operated by pneumatic power. A separate machine shop is provided for taking care of the cylinders. This shop is over 200 feet long and about 58 feet wide, and is furnished with some of the largest and most powerful machinery made in this country.
The iron foundry is over 250 feet long by 100 feet wide, and has two thirty-ton cupolas, located near the center of the shop. This foundry is provided with two powerful electric overhead traveling cranes, which traverse the entire length of the building. In the south end are located three large core ovens. All the iron and coke for the cupolas are elevated to the charging floor by means of an electric elevator. P^verything in this building is driven by electricity, no steam power being used.
Large and commodious boiler shops of steel construction have recently been constructed. One of these shops is about 450 feet long by 80 feet wide, and the other about 180 feet long by 90 feet wide, and have a total area of about 50,000 square feet. They are splendidly equipped with all the latest improved machinery including one of the most powerful hydraulic flanging presses in the world. This department is also provided with three powerful electric overhead traveling cranes, one of twenty-five tons lifting capacity, one of twenty tons and one of ten tons.
The carpenter shop is 269 feet long by 52 feet wide, and is a model of its kind.
The tank shop is a two-story building, 154 feet long by 65 feet wide.
In the steam-power house are located four batteries of the most modern type of water tube boilers, furnishing about 1,200 horse-power. Adjoining this building is the electric- power house, where all the electricity used in this extensive plant is generated by means of three large generators — one of 500 horse-power, another of 200 horse-power, and the third of 100 horse-power, all directly connected to automatic high-speed engines.
There has recently been added to the plant a new and commodious erecting shop. This new building is of approved and up-to-date design, and a description of its prominent features should prove of some interest to those who favor pro- gressive and advanced methods of manufacture.
The building referred to covers an area of 17,595 square feet, is 255 feet long, 69 feet wide and 60 feet high to apex of roof. The frame of the build- ing is composed wholly of structural steel. The walls above the upper crane runway are of brick, while below the runway the outside wall is wholly of glass, set in substantial frames, the lower tiers of which are arranged on balance weights, thus admitting of their being lifted for the convenient egress and admission of locomotives. The opposite side of the building opens directly into the old erect- ing shop, thereby more than doubling the floor space heretofore available for the erection of locomotives.
Within the floor space is included sixteen engine pits of brick masonry, four feet wide, and each extending forty feet in length between tracks.
12
The building is traversed its entire length by two Morgan Engineering Com- pany's latest improved Electric Cranes. The larger of these cranes is of 120 tons capacity, and is equipped with two trolleys of sixty tons capacity each, one of the trolleys having in addition an auxiliary hoist of five tons capacity. This crane has a span of sixty-four feet, and runs upon a 100-lb. rail at a height of thirty-eight feet and one inch from floor, lifting and carrying with ease and rapidity the heaviest locomotives of modern construction. The smaller crane, equipped with two ten-ton trolleys, has a span of sixty-one feet, and runs upon a sixty-lb. rail twenty-seven feet three inches from floor. This crane is used in handling the lighter parts of engines during the process of their erection.
An indirect system of heating and ventilating has been installed, and may be described briefly as follows :
Exhaust steam is passed through a series of iron coils, thereby heating the air, which is passed over and among the coils by means of the suction produced by a large fan, which, in turn, distributes the heated air through two conduits running the full length of each side of the shop. These conduits admit the heated air into the building through openings at each one of the supporting columns of the build- ing, by this means a continuous circulation of air is assured and the building amply heated and ventilated by an effective and economical process.
Not least among the improved processes in use in this new building is the means employed for disposing of the smoke and vapors formed in firing up and testing locomotives during their erection. For this purpose a smoke duct of brick, laid in cement, runs under the floor, and extends the entire length of the building close to and parallel with the end of the several engine pits. In firing, a workman connects the smoke stack of the locomotive with this smoke duct by means of a portable exhaust pipe and elbow, and the smoke and gases are drawn off through the duct and its outlet, by the suction of an exhaust fan operated by an electric motor.
The building is lighted with twenty-two arc lights of 2,000 candle-power, supplied by a Western Electric Generator.
In conclusion, the general extent and capacity of the works may be summed up approximately as follows :
Acreage comprised, 20
Number of buildings, 35
Number of employes, 2 000
Horse-power employed in operation of works, .... 2,500 Number of dynamos and motors employed in furnishing
and transmitting power, • . . 60
Number of electric traveling cranes, 10
Number of incandescent electric lamps in service, . . . 700
Number of arc electric lamps in service, 150
Consumption of coal per week, 400 tons.
Capacity of works per annum, 400 locomotives.
14
PISTON VALVES.
About two years ago, after proper experimenting, we concluded to introduce the use of valves of the piston type upon our heavier locomotives carrying high pressures, in place of slide valves, as we found with the latter, when made of sufficient size for the large cylinders and high pressures in use upon heavy power, that the wear not only of the valves and seats but also the entire link motion was excessive, and that such engines were hard to handle. We, therefore, adapted to our different types of locomotives our improved form of cylinders having the valve chests cast integral therewith and improved piston valves arranged with internal admission, enabling us to secure the shortest possible steam passage from the top of the cylinder saddle to the admission edges of the valve. This passage or chamber is of extremely large area with a very small surface exposed to external cooling influences, even this portion being jacketed over. The cylinder proper is practically free from the cooling influences which obtain in cylinders provided with slide valves and external steam chests. The steam ports from the valve chest to the cylinder are as short and direct as it is possible to make them, and, on account of this shortening in length, we are enabled to make them of much larger sectional area than is possible in a slide valve cylinder, thereby reducing the loss of pressure due to frictional resistance which is so noticeable in slide valve cylinder engines.
As the result of the foregoing improvements, indicator cards obtained from our locomotives equipped with improved piston valve cylinders show an admission line having a reduction in pressure not exceeding two per cent, of the boiler pressure itself.
Further, by the use of the improved piston valves, which are absolutely balanced under all conditions, we are enabled to use much larger steam ports than is possible or practicable with slide valves, at the same time putting no unnecessary strain and wear upon the link motion. This increase in the size of the ports permits the use of a longer lap on the valve than is possible with a slide valve, giving the same power at maximum cut-off as with the shorter lap on the slide valve. This combination gives a remarkably free opening on the exhaust side, consequently reducing the back pressure in the cylinder to as low a point as is desirable.
From the foregoing we obtain the following improvements and increase in efficiency :
First. — An increase of pressure on the admission line or positive side of the diagram.
16
Second. — A decrease of pressure on the exhaust line or negative side of the diagram.
Consequently, as the total efficiency of the engine is rated by the difference between the positive and negative side of the indicator card or diagram, it will readily be seen that the total efficiency or power developed by our piston valve cylinders is considerably higher than is obtainable from slide valve cylinders.
On account of the use of piston valve cylinders, the weights, not only of the cylinders themselves, but also their attachments and the forward end of the frames of locomotives so equipped, are materially reduced, the piston valve cylinders enabling us to secure a design throughout which is not only considerably lighter but also more efficient in every particular than on similar types of engines equipped with slide valve cylinders. This not only applies to the cylinders and allied parts themselves, but also to the frames and link motion. With piston valve cylinders we are enabled to use a very light and yet remarkably strong front end frame, in which the center line of strain, both from the cylinders and also from the draw bar or couplings, is centralized in the frame itself. The design of the piston valve cylinders themselves is such that a saving in weight of metal is effected and at the same time a considerable increase in the strength of the cylinder is obtained. There are also several other minor improvements in the construction of our locomotives equipped with piston valve cylinders which cannot be so readily applied to engines equipped with slide valve cylinders. We have a large number of engines equipped with piston valve cylinders in operation upon various large railroads in the United States and abroad, all of which are carry- ing from 180 to 210 pounds boiler pressure. The reports of the per- formance of these engines are most gratifying, both as regards power obtained, economy in fuel, speed, steady riding, easy handling, etc.
17
The general design of our cylinders, also the construction of the valve and packing, will be noted in the annexed cut.
We have lately brought out an adaptation of the marine type of piston valve packing which so far has given us gratifying results. We are also engaged on other improvements in piston valves, which we expect to give even better results.
COMPOUND LOCOMOTIVES.
WE BUILD COMPOUND LOCOMOTIVES OF BOTH THE TWO AND FOUR CYLINDER TYPE.
TWO CYLINDER COMPOUNDS.
Our two cylinder engines are of the usual cross compound receiver type, fitted with a Player patent improved automatic com-
bined admission, pressure regulating and intercept- ing valve located in the cylinder saddle or smoke box ; the general design and arrangement of the cylinders and valves being clearly shown in the cut.
LS
The combined valve admits live steam at reduced pressure to the low pressure cylinder, this pressure being regulated in such ratio as desired, the intercepting valve at the same time automatically closing and preventing the live steam pressures from working against the high pressure piston, the reducing valve remaining open until such time as the pressure in the receiver pipe on the high pressure side of the intercepting valve becomes equal to or slightly in excess of that on the low pressure side, when the pressure regulating valve automatically closes and the intercepting valve opens simultaneously, the first cutting off the supply of live steam to the low pressure cylinder, the second opening connection between the two ends of the receiver and allowing the high pressure exhaust steam to act directly on the low pressure piston and at the same time locking the pressure regulating valve upon its seat and preventing the further admission of direct steam to the low pressure cylinder, these valves remaining in this position during the time the throttle valve is open. In order to give the engineman full command of the locomotive at all times, controlling valves are provided in the receiver, these are usually placed upon the bottom of the receiver, and are connected to the cab by suitable levers ; they may, if desired, be of larger area and arranged in the upper portion of the receiver, connected with the exhaust pipe and arranged to work automatically in com- bination with the intercepting valve, so that the locomotive can be worked as a simple engine when required. However, on account of the arrangement of combined admission and pressure regulating valve, which at all times when necessary admits sufficient steam to the low pressure cylinder to give the locomotive its maximum power, the use of such a separate exhaust valve, whereby the engine can be worked simple for long periods, has been found in practice unneces- sary, the arrangement of admission and pressure regulating valve previously referred to automatically performing all the requirements of a simple locomotive.
This valve operates as follows : Live steam operates upon the high pressure piston in the usual manner. At the same time steam is admitted to the high pressure end of the pressure regulating valve through the connecting pipe, causing the valve to open, passing thence through the hollow portion of the valve, causing the inter- cepting valve to automatically close against its seat. This steam flows through the passages of the intercepting valve into the low pressure end of the receiver and, acting upon the large end of the pressure regulating valve, causes it to partially close as soon as the requisite pressure is obtained, and thereafter regulates the amount of
19
steam admitted by the pressure regulating valve, maintaining an even pressure in the receiver. The reduced pressure steam thus admitted to the receiver acts upon the low pressure piston in the usual manner. As soon, however, as the high pressure cylinder has exhausted suffi- cient steam into the high pressure end of the receiver to overbalance the intercepting valve, this valve opens automatically, at the same time locking the pressure regulating valve against its seat. The exhaust steam from the high pressure cylinder then flows through the receiver and acts directly upon the low pressure piston, the pres- sure of this exhaust steam, even when considerably reduced, being sufficient to keep the pressure regulating valve closed through the action of the combined valves at all times.
We build these engines, either with slide valves or improved piston valves as shown in cut, as desired.
This type of compound has been in successful operation for the past eight years.
FOUR CYLINDER COMPOUNDS.
Our four cylinder compounds are the Player patent tandem type, in which the low pressure cylinders and steam chests are attached to the smoke-box in the usual place and manner, and the high pressure cylinders and steam chests are attached preferably to the forward end of the low pressure cylinders, and having steam chests communicat- ing with the steam chests of the low pressure cylinders. The steam is supplied to the high pressure valve chests through suitable con- necting pipes, and the low pressure cylinder exhausts through the saddle in the usual way. The high pressure steam chests are fitted with hollow piston valves having internal admission, the low pressure
steam chests being also fitted with internal admission piston valves as shown in annexed cut.
One of the chief advantages of this type of compound is that the castings for the tandem compound cylinders are and can always
20
be made absolutely interchangeable with those of a simple engine, this arrangement necessitating no change whatsoever back of the crosshead and valve rod keys or in the steam and exhaust pipes in the smoke-box, the compound cylinders thus giving no more cost for application than would be the case in applying a new pair of simple cylinders to an engine.
The high pressure cylinder is generally located ahead of the low pressure. This, however, is not necessary, and in some types of locomotives having four-wheel trucks it is preferable to place the high pressure cylinder back of the low pressure, thus materially reducing the weight and rendering the parts more accessible. The pistons of the high and low pressure cylinders are arranged upon the same rod, and the intermediate head between the high and low pres- sure cylinders is fitted with suitable metallic packing. The low pres- sure steam chest is provided with a reducing and starting valve connecting with the high pressure steam pipe. This valve is per- mitted to operate automatically when the reverse lever is in full forward or full back gear. In the intermediate positions of the lever, this reducing valve is locked to its seat so that it is rendered inoperative, and the engine must necessarily work compound at all times under all conditions of steam pressure when the reverse lever is in any other position except full gear. The use of this combined starting and reducing valve permits the introduction of steam into the low pressure cylinder at an equivalent to the maximum pressure obtained in this cylinder when the engine is working compound. Of course, as soon as the engine has made one revolution and the re- ceiver is charged with exhaust steam from the high pressure cylinder, the starting valve becomes inoperative, thereby necessitating the engine to work compound.
The reducing and starting valve being automatic, responds abso- lutely to all variations of pressure and allows the engine to start without jerking or slipping, as is the case when high pressure steam is wire drawn into the low pressure cylinder.
We also have other types of valve gear for this engine, one with external admission valves, and another in which the high pressure valve has internal admission and the low pressure valve external.
This type of compound has been in successful operation for the past seven years.
TABLES.
We append three tables relating to compound locomotives.
Table A giving the relative diameters of cylinders for simple and compound locomotives, assuming the same boiler pressures. The ratio between high pressure and low pressure cylinder volumes for two cylinder compounds being 1 — 2.25, and for four cylinder com- pounds 1 — 3.5, these being the most desirable ratios at the prevail- ing pressures.
Table B gives the relative diameters of cylinders of simple engines and two cylinder compounds for various boiler pressures.
Table C gives the same information for four cylinder compounds.
TABLE A.
COMPOUND CYLINDERS.
Relative Diameters of Cylinders for Simple and Compound Locomotives.
|
SIMPLE ENGINES |
TWO CYLINDER COMPOUNDS |
FOUR CYLINDER COMPOUNDS |
||
|
DIAMETER OF CYLINDERS |
DIAMETER OF HIGH PRESSURE CYLINDERS |
DIAMETER OF LOW PRESSURE CYLINDERS |
DIAMETER OF DIAMETER OF HIGH PRESSURE LOW PRESSURE CYLINDERS CYLINDERS |
|
|
10 |
11 |
164 |
7 |
13 |
|
11 |
12 |
18 |
8 |
15 |
|
12 |
13 |
194 |
9 |
17 |
|
13 |
144 |
22 |
: 94 |
18 |
|
14 |
154 |
2Z\ |
10 |
184 |
|
15 |
164 |
25 |
11 |
20i |
|
16 |
17| |
26* |
12 |
22i |
|
17 |
19 |
28i |
124 |
23i |
|
18 |
20 |
30 |
13 |
24^ |
|
19 |
21 |
314 |
14 |
26 |
|
20 |
22 |
33 |
144 |
27 |
|
21 |
23 |
34* |
1S| |
29 |
|
22 |
24 |
36 |
16 |
30 |
|
23 |
25 |
37i> |
17 |
32 |
|
24 |
26 |
39 |
174 |
33 |
22
23
V/IL
24
SPECIFICATIONS.
We give below the form of specification used by the Brooks Locomotive Works. It will be noted that this does not elaborate on specific methods of construction, it being well known that these vary with different conditions and in the various localities for which our locomotives are constructed. It is our aim to meet the views of our patrons and to furnish locomotives well designed, properly proportioned and carefully con- structed, in all their parts, of the best material and finish, in a workmanlike manner. We are constantly making improvements, and do not hesitate to immediately adopt the latest and best features. By so doing our locomotives are always up to date and as efficient as it is possible to make them.
BROOKS LOCOMOTIVE WORKS,
DUNKIRK, N. Y., U. S. A.,
DESIGNERS AND BUILDERS OF STRICTLY HIGH-GRADE LOCOMOTIVES.
SPECIFICATION
OF A
LOCOMOTIVE ENGINE.
No
FOR THli
TYPE
WITH WHEELED TENDER
CLASS ...
TANK.--- CAPACITY U. S. GALLONS AND TONS FUEL.
CYLINDERS
COUPLED DRIVERS
BOILER , FIUE BOX
—I TYPE ' DIA. | TYPE LENGT
WHEEL BASE
AVERAGE WEIGHT IN WORKING ORDER. Pouf.
LIMITATIONS
GENERAL DESIGN SHOWN BELOW.
PHOTO. OF ENGINE No
CATALOGUE PAGE No
DIAGRAM, SHEET No. ... CARD OR SKETCH No
25
DETAILED SPECIFICATION.
BOILER. Of the " Crown Bar," " Radial Stayed," or Improved " Belpaire " type, built
straight or wagon top with conical connection. Dome of suitable size, located to suit construction ........................ Waist ................ ..inches diameter.
MATERIAL. Material of shell, best homogeneous boiler steel. .......................... Thickness of
plates ......................................................................................................
CONSTRUCTION. Boiler well designed, carefully constructed, substantially riveted and thoroughly braced in all its parts, having an ample factor of safety to carry the working pressure, plates planed at edge and caulked with round nosed pneumatic tool,
TEST. tested by water to 40 per cent, and by steam to 25 per cent, above the working
pressure.
RIVETING. Longitudinal seams quadruple, quintuple or sextuple riveted, according to loca-
tion, size and pressure; rivets of suitable sizes for the thickness of plates.
FIRE-BOX. Of the deep, sloping or long type, between or over frames .................................
.......................................... long and ............................. wide inside sheets.
MATERIAL. Plates of best homogeneous fire box steel, thoroughly annealed after flang-
ing ...........................................................................................................
Flue sheet .................. %, crown sheet .................. %, side sheets ..................
rs or %, back sheet .................. T56 or % inches thick.
MUD RING. Accurately fitted and substantially .................. riveted, water space ..................
inches front, .................. inches sides and .................. inches beck at bottom,
increasing gradually towards crown ................ ............................................
STAY-BOLTS. Of best double refined iron .................. 1-inch diameter, ..................................
.......................................................... spaced not over ......... 4 ......... inches
from center to center, screwed in and riveted over sheets at both ends, ends drilled with test holes.
CROWN STAYS. Crown sheet securely supported by crown bolts with conical neck and head under sheet, radial or direct stays with heads under sheet screwed into sheets from inside and riveted over on outside, and spaced not over ......... 4% ...........
inches from centre to centre.
Crown bars of suitable size, each formed from two bars of iron welded together at ends and spaced not over ......... 5*4 ......... inches from centre to centre, raised
a suitable distance above crown sheet and separated therefrom by conical thimbles or ferrules, ends of bars having solid bearing on side sheets, bars secured to roof sheet by slings .....................................................................
FLUES. Of best lap welded charcoal iron or steel ............... in number, .................. inches
external diameter, thickness No ................. B. W. G., length over sheets
.................. feet .................. inches. Spaced in vertical rows and set with
copper ferrules on fire box end, both ends carefully beaded with pneumatic tool .........................................................................................................
BKICK ARCH. Fire brick arch supported on studs .................................................................
WASHOUT PLUGS, Blow off cock in bottom of fire box leg, suitable washout plugs in corners and ETC. sides of fire box, in front end and above crown sheet.
THROTTLE VALVE Cast iron balanced throttle valve in dome, ................................. large wrought
AND STEAM PIPES. iron dry pipe attached to suitable tee head and cast iron steam pipes in smoke
EXHAUST PIPE. SMOKE Box.
STACK. GRATES. ASH PAN.
bo
Exhaust pipe in smoke box of cast iron, with suitable nozzles ...........................
Short extension smoke box, with suitable netting, deflector and cinder valve, front and door flanged steel ........................................................................
Straight or taper pattern of cast iron or sheet steel with flanged base ..................
Suitable for the fuel. Cast iron, rocking pattern; operated from cab .................
Suitable for the fuel. Arranged with suitable cleaning holes ; dampers front and rear operated from cab.
26
DETAILED SPECIFICATION.- (Continued.)
FRAMES.
BRACES.
TRUCKS. LEADING WHEELS.
TRAILING WHEELS.
TRUCK FRAMES.
DRIVERS. WHEEL CENTRES.
TIRES.
AXLES.
BOXES. SPRINGS.
EQUALIZATION. CYLINDERS.
Of best hammered iron. Main frames and pedestals forged solid, accurately planed and slotted. Front frames securely spliced to main frames. Pedestal tie bars well secured to frames ....................................................................
Frames thoroughly braced together and to boiler by suitable castings, braces, expansion plates and pads .........................................................................
Leading truck of the wheel type, with swiveling and swing
centre or swing centre and radial bar.
Leading truck wheels inches nominal diameter
Axles of hammered iron or steel, journals inches diameter, inches long
Trailing truck of the wheel type, with swiveling and swing cen- tre and radial bar.
Trailing truck wheels inches nominal diameter
Axles of hammered iron or steel, journals inches diameter inches long.
Of wrought iron, pedestals of wrought or cast iron. Boxes of cast iron with heavy brass or bronze bearings
Driving wheels in number, inches diameter outside of tires.
Of cast iron or steel inches diameter, well designed, properly pro- portioned and carefully counterbalanced
Driving tires of best open hearth steel 3 inches thick when finished.
1st, 2d, 3d, 4th pairs flanged 5% inches wide
1st 2d, 3d, 4th pairs plain 6 inches wide
Driving axles of hammered iron or steel, journals inches diameter,
inches long
HEADS AND CHESTS.
PISTONS. PISTON RODS.
PACKING. VALVE MOTION
ECCENTRICS. GUIDES.
CROSS-HEADS. RODS.
Driving boxes of cast iron or steel ...................................... with heavy brass or
bronze bearings carefully fitted, provided with shoes and adjustable wedges.
All springs under engine of the best crucible cast steel properly proportioned for their loads ...............................................................................................
Spring rigging and equalization of the best design to secure easy riding. All bearings thoroughly hardened.
Slide valve pattern or improved piston valve type. Horizontal, outside connected ..................... high pressure ..................... inches diameter ...................... low
pressure .................... inches diameter, .................... inches stroke, of close
grained hard cast iron, each with half saddle, carefully fitted together and per- fectly interchangeable ..............................................................................
Cylinder heads of cast iron .......... steam chests of cast iron .................. , covers
of cast iron .......... ....................................................................................
Of cast iron or steel ............ fitted with approved form of cast iron packing rings.
Of hammered steel .................. carefully ground and securely fastened to pistons
and crossheads ..........................................................................................
Metallic packing on piston rods and valve stems ..............................................
Approved shifting link type, graduated to cut off equally at all points.
Valves .................. balanced slide valve or improved piston type .......................
Links, blocks, lifters, jaws and pins of hammered iron .................. thoroughly
case hardened.
Rockers hammered iron or cast steel, reverse shaft wrought iron or cast steel, reverse lever with finely graduated quadrant ................................................
Of cast iron keyed to axles, straps of cast iron .................................................
.................................... carefully fitted .....................................................
Of hammered iron or steel case hardened, securely bolted to cylinder heads and to heavy hammered iron guide yoke extending across frames. Guides and cross-heads ........................................................................ type.
Of cast steel with heavy brass or bronze bearings .............................................
Connecting rods of hammered iron or steel,with straps, wedges or keys and brasses.
Coupling rods of hammered iron or steel, or solid ends
CRANK PINS. Of hammered steel of ample proportions.
Coupling rods of hammered iron or steel, with straps, wedges or keys and brasses ...................................... or solid ends with heavy bushings properly secured.
'27
RuN-BoARDS. STEPS.
HANDRAILS. BUMPERS.
PILOT. COUPLERS.
MOUNTINGS. FITTINGS. LUBRICATION.
DETAILED SPECIFICATION.- (Continued.;
Engine cab well designed and substantially built of seasoned hard wood ............
roof of pine covered with tin plate, or constructed of steel with double roof, ........................... well arranged sash and doors of cherry, glazed with double
thick American crystal glass; well braced and securely fastened to engine.
Cab conveniently arranged for engineman and fireman, with roomy deck ............
........................................................... and provided with comfortable seats,
seat cushions and arm rests, clothes and tool