The daily morning journal and courier., 1897-11-08
GoLIATHs OF THE RAIL.
Largest and Most Powerful Looomo
 tives in the World.

tives in the World.
 The three biggest and strongest pas senger locomotives in the whole world will be placed in service this winter by the Southern railway, the leading transportation system of the South, and the short line from Washington. to Flor ida. These engines will haul the Royal Florida Short Line Limited, which is operated between New York and St. Augustine over the Pennsylvania Southern railway and Florida central and Peninsular railroad
 Some idea of their strength may pc | gathered from the fact that each IS lul- ly twice as strong as the celebrated "999, which belongs to the New YorK Central railway and hauls the Emplre State Express, nearly three times as strong as the engine which hauls the l Flying Scotchman from London to Ed l inburgh, and more than three times as strong as the engine which brings the mails from London to Holyhead. To put the matter in another way, one or these engines could haul as much as ten ordinary elevated railway engines, or four of the average passenger locomo- tives used in this country.
 Coupled with their extraordinary strength, these engines have remark able capacity for high speed. One of them could pull at the rate of sixty miles an hour on a piece of level straight track no less than thirty-three Pullman cars weighing forty tons each, Such a train would be more than two- flfths of mile long.
 The six coupled driving wheels of these engines are each six feet in di- ameter, and the working steam pres sure is 200 pounds to the square inch. The cylinders are of the ordinary sim pie type, each 21 inches in diameter, with a piston stroke of 2S inches. This gives tractive force, or draw-bar pull, l of 27,460 pounds sufficient to haul a train load of 4,279 tons, equal to about eighty-five of the largest loaded freight cars, at low speed on level track. No locomotives now running have so large combined cylinder area and steam pressure as these new Goliaths.
 You may make the moving parts of a locomotive as powerful as you please, but unless there is a fire box and a boiler big enough to match the running gear your engine will soon be short of steam, with a probable showdown be- tween stations. This catastrophe Is not likely to happen to one of these engines --as long as the coal holds out-for the fire box is 10 feet long and BE feet wide, . | with Q total hpo tinO C1rfaca nf 1Qi square feet, while the boiler is feet inches in diameter, with tubes which give heating surface of no less than 2,29S square feet. Soft coal, of which about eight tons will be put on the ten der at starting, will be the fuel.
 An engine may also have great pow CT and yet be unable to utilize it owing to insufficient weight on the driving wheels. The total weight of one of these locomotives will be 75 tons, of which 5S tons will rest on the six driv- ing wheels, the remaining IT tons being carried by the four-wheel truck in front. Reckoning the bite or grip on the rail at one-fourth the weight on the drivers, we get an adhesion of 141s tons or 29,OO0 pounds, which is 154O pounds more than the tractive force of the en- zine, thus leaving a good margin for wet weather and slippery rails. The weight of 19 1-3 tons on each pair Of drivers is also unparalleled in the his tory of railroads. To carry this weight with safety and without heating the journals of each axle are S1a inches ir diameter by Il inches in length. Fancy locomotive journals ? feet and 1h inch es in circumferencel
 The tenders attached to these engines will be worthy of them Each will car ry 4,50O gallons of water and when load ed to it's full capacity will weigh 421! tons. This will bring the total weight of engine and tender to 1171A tons.