The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1911-02-14
alet Type Locomotive UP Topeka

engine work which has been planned
out and placed in running order by the
officials in charge.
M H Haig mechanical engineer OF
the Santa Fe, with headquarters IN
Topeka has written an excellent az
ticle describing the work to the Rail
road Age-Gazette. 1t reads in part:
1.-The demand for larger power units.
due to traffic conditions, raises ques-
ton as to the disposition Of the older
and smaller locomotives. New locomo-
tives are often introduced in large num-
bers, leaving the older and smaller ones
for use on branch lines, or to De scrap
ped or sold. The Mallet principle OF
locomotive design not only provides a
power unit of large capacity easily
controlled by the usual crew but is
further peculiarly adapted to the dis
position of the old power BY compin-
ing two locomotives, each OF Whlcn
were formerly mounted on a single set
of drivers into one Mallet locomotive
mounted on two sets of drivers, or oy
adding a new front section to an eX-
listing locomotive, the old power Is aD-
sorbed and larger power is PROVIDED
without causing a surplus Of old power
to be disposed Of at a loss. This prin-
ciple possesses still further merit in
that the larger power thus obtained
is served by existing standard repair
parts.
has recently converted two Prairie type
freight locomotives into single Mallet
locomotive. 1t was designed in the Of
fee of the mechanical engineer ana
was htlit in the company's shops at
rTopalSa FSxperience in its construc-
ton and careful investigation into the
assignment Of power affected by the
introduction of Mallet locomotives have
demonstrated that the conversion OF
the old locomotives is more saIlsLac-
tory and more economical than com
bining two existing locomotives into a
single Mallet.
Combining two locomotives depletes
the total of lomotives in service, where
as, the addition of a. front section IN
f,reases the capacity Of each locomo-
tive converted without affecting the
number and the older power is Well
disposed of. The cost OF a new rront
section is considerably less than that
of a complete locomotive. Therefore
adding a front section to an existing
locomotive is more economical than
combining two existing locomotives.
AS a result of this experience IA loco
motives are being converted to the
Nallet type by the addition or front
sections, the work of conversion being
done at the company's shops.
1.-The experimental Mallet locomotive
rebuilt from two existing locomotives
is in service and possesses several fea-
lures of interest. The locomotives Sc
lected for rebuilding were two made
by the Baldwin Locomotive works
equipped with Vauclain compound cyl
inders, and needing new cylinders and
general repairs. In the construction OF
the Mallet locomotive the old frames,
wheels, boxes, valve motion, machinery.
etc, We're used. The old firebox ana
boiler were mounted on the rear sec
ton of the locomotive and new GYM
ders "A inch and 3Ss inch In diameter
respectively, were mounted on the rear
and forward sections.
THE greater steam capacity to meet
the requirements of the single larger
locomotive was provided by the add1-
ton of a feed water heater, a super
heater for the high pressure cylinders,
and a re-heater for the low pressure
cylinders. The superheater and re-
heater are Of the Jacobs type and in
c1ude two drums containing number
of fire tubes. The hot gases pass
through the tubes and the steam
passes through the drums around the
tubes. being directed over the surfaces
of the tubes In thin streams by battle
plates properly arranged.
1.-THE unique feature Of the locomotive
is the flexible joint permitting the ar
ticulation Of the boiler. 1t was desig-
mated and patented by w. ]. Leighty,
a craftsman engaged in special work
under the direct supervision of H. W.
Jacobs, assistant superintendent OF
motive power. and permits the forward
section of the boiler to move contigu-
ously with the forward wheel section.
The locomotive has been in service sew
eraI months and the performance of
the joint has proved satisfactory. By
providing an articuIated joint in the
boiler and by supporting the boiler
rigidly on the forward frames, the
clearance limits of it's front end are
materially reduced. The method of
supporting the boiler is also more sat
isfactory than with the rigid boiler that
swings Independently Of the forward
frames. The arrangement of the steam
pipes and connection is much less COM
plieated than with the rigid boiler.
THE Santa Fe recently purchased