The Republican. [volume] (Oakland, Md.) 1877-current, 1905-06-15
Greatest OF Locomotives FuIfIIIs Prac.
tical Expectations.
OPERATES ON THE 3. AND o.
Work In Hauling Heavy Freight
Trains Over Mountains Attracts
Attention OF Railroad Men.


alone has been demonstrated by its
successful performance in assisting
heavy freight trains over the Allie
ghany Mountain.
After the close of the St. Louis EX-
position this locomotive, which is No.
2400, was brought to the Connellsyille,
division of the Baltimore and Ohio
Railroad and put into regular ser ice
between Connellsville, lockwood and
Sand Patch. 1t has made several
road trips and been in mountain
helper servic during the last five
months, and in this time it has made
about 1900 miles. 1t was designed
for the purpose of balancing the pow
er on the division and to reduce the
plumber Of locomotives and crews re-
quired to handle heavy freight ton
mage over the mountain districts, and
thus greatly facilitate the movement
of traffic which has grown so large
during recent years and is growing
very rapidly under the present. man
agement of the road.
1t is really pair of locomotives
with one boiler, which is carried on
two sets of driver wheels, each of
which is 81 inches in dia meter
When in working order the locomo-
five weighs 334 800 pounds, while with
the tender attached (Which has cap
acity of 10 tons of coal and 1000 gal
Ions of water the total weight is 479,
500 pounds, or about 1913, 300 pounds
less than the combined total weight
Of the heaviest consolidation locomo-
tive that are used for other freight
service over this same mountain
district.
While the draw bar pull behind he
tender of two of the consolidation
locomotives is about 79.400 pounds,
the draw bar pull of the big locomo-
tive is about $4,000 pounds when
working compound and "a 900 when
working simple. The weight of trains
that can be taken up the mountain
by two of the consolidation locomo =
tiYes is about 2,025 tons, contained in
loaded steel cars of about 100000 ca p
acity, and the weight of the train that
the No. 2400 and one of the consoli =
dated locomotives can take up the
grade is about 1910 tons, contained
in similar cars. These figures are
based on the locomotive operating at
speed of 10 miles an hour under
generally fair condition and with the
big locomotive working in compound
gear.
From the practical performance of
this locomotive during the last five
months it has been demonstrated
that the various special features
which are combined in this design
give very satisfactory results from the
operating standpoint. The steaming
capacity of the boiler, working of
all fractional parts, cylinder packing,
and the other features that go to make
up the requirement for maximum
hauling capacity have been found
satisfactory.
1t has been found that the cost per
ton mile in the maintenance of this
locomotive will be no greater than
for ordinary consolidation types of
helper locomotives, which are of
: much lighter capacity, when operat-
ing over combination of level and
mountainous division. 1t will con-
sumo less coal than the various types
of simple consolidation locomotives
now in the service, and when operat-
ed on comparatively level lines il
consumes materially less coal per
ton mile, while at the same time it
can get much more traffic over tn e
road.
Sand Patch is about SO miles west
of Cumberland, Md, and from there
to lockwood the grade ranges from
10 to nearly 2per cent. The heaviest
grade is at the rate of about 100 feet
to the mile. The greatest curvature
on the line over which this locomo-
tive operates is 8 degrees, while on
the heaviest grade there is a reverse
curvature of about : degrees.
In number of test trips that have
been made with the Mallet locomotive
one engineer and one fireman have
been used to operate it, with the re-
suit that there were no failures oil
delays on account of the locomotive.
In mountain-helper service locomo-
tives are frequently required to re
main at work for extraordinary per
iods between cleaning the fire, and
during such intervals, with the fore
ing of fires to the maximum, doing
short service and pushing trains up
the grade, together with drifting
down grade and long time between
trips. there is considerable opportun-
ity for variation of temperature in
the fire-box and flues, which would