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GIFT OF MARGAEK'T ?/ASON YJRITNEY

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Light Locomotives Tenth Edition

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Advertisement Our Compressed-Air Locomotives are described in our new catalogue Compressed-Air Haulage which will be mailed free on request of mine or industrial operator or others interested Compressed-Air Locomotives are preferable for underground haulage and for surface use at various industrial operations. They are wholly free from danger of fire, no dirt or smoke, easy to handle, free from breakdown, compare favorably with any other mechanical haulage as to economy, last longer with less repairs In writing for Air Catalogue, plea*c add " as advertised in Steam Catalogue"

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o., / v H K Porter Company Builders of Light Locomotives Steam and Compressed Air HENRY KIRKE PORTER President WILLIAM ENSIGN LINCOLN Vice - President HOBART BENTLEY AYERS General Manager WILLIS ELIPHALET MARTIN Treasurer CHARLES LAWRENCE McHENRY Secretary DAVID EDWARD FERGUSON Purchasing Agent Office I zth Floor Union Bank Building Fourth Ave and Wood St Works on Pennsylvania Railroad B & A V Div Forty-ninth St Pittsburgh Pa N. D. PHELPS, j 405 SHE LOG SAN FRANCISCO, CAL Cable Address Porter Pittsburgh Codes Used ABC Code Fourth Edition ABC Code Fifth Edition Lieber's Code Western Union Code A 1 Code Business Telegraph Code H K Porter Company Code (Beginning page 204 of this Catalogue)

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Light Locomotives Our exclusive specialty is the manufacture of Light Locomotives — Steam and Compressed Air — in every variety of size and design, and FOR ANY PRACTICABLE GAUGE OF TRACK, WIDE OR NARROW. By "Light Locomotives" we do not mean lightly constructed machines, but locomotives of smaller sizes than are used on main lines of road. Our "Light Locomotives" as compared with usual construction are built heavier and stronger. They are specially adapted to severe requirements and difficult conditions for which ordinary railroad locomotives are unsuitable and too costly. The business was begun in 1866 by the firm of Smith & Porter; they were succeeded in 1871 by Porter, Bell & Company; in 1878 by H. K. Porter & Company; and in 1899 by the H. K. Porter Company. The annual capacity of the first shop, which was destroyed by fire in 1871, was 15 to 25 locomotives; of our earliest shops on the present 49th Street site, from 1872 to 1880, about 75 locomotives; of our enlarged shops, 1881 to 1893, about 125 locomotives; and our present shops have an annual capacity of 400 locomotives. Our first catalogue, printed in 1874, comprised 59 small pages and described 17 locomotives. This Tenth Edition describes 559 locomotives and contains 224 pages. All of the designs herein described and illustrated are original with us and are the growth of our more than forty years' experience in this specialty. The interval between the Ninth Edition Catalogue and this Tenth Edition marks a greater progress in the efficiency and quality of our locomotives, as well as the amount of output, than any equal period in our history. Our present designs are practically equivalent in power and efficiency to the next size larger cylinders as described in the previous catalogue.

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H K PORTER COMPANY Our Guaranty Every one of our locomotives, whether expressly so stipulated in the contract or not. is guaranteed by us to be in accordance with the specifications; to be of the best workmanship and material ; accurately constructed to our duplicate system; and to develop the tractive force stated in the catalogue. This guaranty appears to us to cover everything for which a manufacturer can be considered accountable. Between one-half and two-thirds of our sales are repeated orders, and of the remainder the majority are for neighbors or acquaintances of customers.

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PITTSBURGHPA 7 Our Duplicate and Stock System By means of original and duplicate classified drawings and records, and of standard gauges and templets and special tools, each locomotive is made duplicate and interchangeable with all others of the same size and class. One extremely valuable feature of our duplicate system is original with us, and so far as we know has not been adopted by any other locomotive shop, viz. : We always keep on hand, independent and ahead of locomotives under construction, a large stock of duplicate parts completed and under way for all of our standard designs and sizes, enabling us to fill orders for repairs promptly or immediately. On receipt of an order for repairs the parts ordered are taken from the proper rack or shelf and shipped. This saves from several days to several weeks time over the ordinary way of starting to make the parts upon receipt of the order. It ties up a considerable amount of our money, but avoids tying up our customers' business and saves them money. Necessarily our stock system cannot cover departures from standard designs or odd gauge parts varying with gauge of track. Completed Locomotives on Hand in Stock It has been our practice for over thirty-five years to keep on hand in stock a number of sizes and designs of completed locomotives both for thirty-six and fifty-six and one-half inches gauge of track. Correspondents needing immediate delivery of locomotives for contractor's use, industrial service, mine and logging roads, shifting, steel-works, etc., can usually find something suitable on our erecting floor ready for shipment as soon as the couplings can be adjusted to the required height and the locomotive lettered. While we do not deal in second-hand locomotives, we often are able to refer such inquiries to customers having locomotives for sale. Second-hand locomotives — unless the history of the machine is known — may be expected to be of old-style, light machinery, light boiler pressure, and of less power than modern designs; they are liable to need more repairs than they are worth. A second-hand locomotive without the builder's name plate is open to suspicion as the year of its construction is given on the missing plate. Many buyers do not appreciate the difference in power and value between modern and old-style locomotives of the same size cylinders and

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H K PORTER COMPANY general design. As an illustration, we note below the weight, boiler pressure, and power of two types of locomotives at different dates. Locomotive Code Word Kirwan, 7x12 Cylinders, Class B-S Weight. Boiler Pressure. Tractive Force. First Edition Catalogue (1874) . 12,000 Ib. 120 Ib. 2,495 IbSixth (1889) . 15,000 ' 140 ' 2'9J5 " Ninth (1900) . 16,500 ' 140 ' 2'9I5 " Tenth (1907) . 17,500 ' 160 ' 3>33° Locomotive Code Word Kizloz, 10x16 Cylinders, Class B-S Weight. Boiler Pressure. Tractive Force First Edition Catalogue (1874) . 28,000 Ib. 120 Ib. 5>°°5 IbSixth (1889) . 29,000 ' 140 ' 5>775 Ninth (1900) . 32,000 ' 140 ' 5-775 Tenth (1907) . 36,500 ' 160 ' 7>25° The increase of weight and power of other sizes and designs has progressed at a similar rate, and locomotives of our latest designs may be reckoned about ten to fifteen per cent more efficient than those built about five years ago. Overhauling and Repairing Locomotives We have the best facilities for making general repairs of locomotives, and do such work as promptly as contracts on hand will admit. If a locomotive is considered worth general overhauling we recommend that the work be done thoroughly, and we will use our best judgment to keep the cost as low as may be consistent with a satisfactory job. It is not possible to make any accurate estimate of cost of overhauling in advance of doing the work. Locomotives for repairs should be shipped to us to reach Pittsburgh by Pennsylvania Railroad or Pennsylvania Company Lines. Shipment of Locomotives Locomotives for points accessible by rail are shipped on flat cars, well loaded and secured, and set up ready for fuel and water excepting that small parts liable to injury or loss en route are removed and boxed, and bright work is protected from rust. This applies to all locomotives of narrow or unusual gauges of track, and to standard gauge locomotives excepting sizes large enough to make shipment on own wheels preferable. Unless otherwise agreed, our delivery is free on car or track at our shops. We are prepared to secure lowest possible freight rates.

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PITTSBURGH PA Orders for Export We have exported locomotives for over thirty-five years and are acquainted with the preferences and requirements of foreign countries. Our locomotives are in use throughout the United States and Territories, including Alaska and our West India Islands, the Canal Zone, Hawaii, and the Philippines; also in the various divisions of Canada, and in Mexico, Nicaragua, San Salvador, Honduras, Guatemala, Yucatan, Republic of Colombia, Venezuela, Guiana, Brazil, Uruguay, Argentine, Chile, Peru, Ecuador, Cuba, Haiti, San Domingo, Spain, Italy, Austria, Finland, Russia, Sweden, South Africa, Zanzibar, Korea, Formosa, and Borneo, and we were the first American builders to ship locomotives to Japan. Since our designs are the evolution of home conditions of excessive grades and curves, light rails, rough track, hard service, and poor care, our locomotives are better adapted for export to countries where similar conditions prevail than are English and Continental machines. Repeated orders from foreign customers have been a feature of our business for many years. For foreign shipment our locomotives, after being thoroughly tested by their own steam on friction rollers, are taken apart and the various pieces marked to show their proper position and to facilitate setting them up again on arrival at destination. All bright work is carefully protected from rust by a coating of white lead and tallow, which can be removed readily with naphtha or turpentine rubbed on with rags or waste. The various parts are carefully packed, and secured by cleats, to prevent damage by shifting or chafing, in strong, tight boxes, well fastened and hooped. Boilers are completely protected by boards and hoops. Driving wheels and other items not requiring complete boxing are wrapped and protected from injury at the journals. All boxes and packages are distinctly and permanently marked with the proper shipping marks and numbers, dimensions and weights. An experience of many years enables us to conform to the requirements of different countries in the manner of boxing and packing, and to insure safety from injury during ocean voyages and the frequent transfers often necessary. A detailed list of boxes and packages, with weights, dimensions, and contents, is furnished. We are also prepared to include in proposals for export the delivery of boxed locomotives to the vessel's tackle in New York harbor, or delivery at any other port in this country. For customers' convenience in estimating ocean freights we will furnish, when desired, a memorandum, based on actual shipments, of the approximate weights and dimensions of boxes and packages, and the total measurement in cubic feet, for locomotives of the required design, size of cylinders, and gauge of track. If a supply of extra duplicate parts is needed we will quote promptly on such parts as may be desired, or if preferred we will submit for approval, with estimate of cost, a list of such parts as our experience would lead us to suggest.

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10 HKPORTERCOMPANY Standard Specifications With every proposition for a locomotive we are prepared to furnish DETAILED SPECIFICATIONS with the various dimensions fully noted. The STANDARD SPECIFICATIONS of our LIGHT LOCOMOTIVES include axles, crank-pins, guides, rods, and other forgings of open-hearth steel; oil-tempered half-elliptic steel springs ; links of skeleton style to facilitate taking up wear, links and blocks of case-hardened forged mild steel with extra large bearings; valve gear and other working joints with removable case-hardened steel pins and bushings; locomotive frames of best quality hammered iron with pedestals and braces forged in solid, or of steel castings if so desired; bumper and drawbar connections at front and rear extra solid and strong; cylinders of special close metal, as hard as can be worked, with raised valve face; driving-wheel centers of special hard, close, cast iron (or of steel), with open-hearth steel tire; tender and truck wheels (if any) of iron with chilled flange and tread (unless otherwise specified) ; crossheads of steel castings with babbitted or brass gibs; all journals and wearing surfaces of ample size; wearing brasses of ingot copper and tin or of approved alloy of new metals; all movable nuts case-hardened; all bolts to U. S. standard thread; all cocks to standard gas-taps. Boiler of homogeneous open-hearth steel plates, tested for chemical analysis and physical properties, "best flange" and "best firebox" grades; flanging done by hydraulic flanging press; firebox with crown-bars stayed to dome, or with radial stay-bolts; stay-bolt holes tapped by pneumatic tools; lap-welded iron or seamless steel flues set with copper ferrules at the firebox ends; all caulking done with pneumatic blunt tool on beveled edges; all rivets driven by hydraulic power where possible; tested by hydraulic pressure before lagging, to a pressure of 33 % over the working pressure of 160 to 180 pounds, according to the class of locomotive. Boiler throughout constructed to conform to Boiler Insurance Companies' requirements. Tank of homogeneous open-hearth "flange" steel plates. Water supplied by two injectors of approved make and of ample capacity; or, if preferred, one injector and one fullstroke pump operated from the right-hand crosshead.

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PITTSBURGHPA 11 Our locomotives are furnished with sand-box; bell (except mine and other special designs); safety valves; steam gauge; cab-lamp; double or triple sight-feed lubricators; cylinder cocks; blow-off, gauge, blower, heater, and other cocks; tool-box and cushion; tools, including two screw-jacks, tallow and oil cans, monkey-wrench; flat wrenches to fit all bolts and nuts; steel and copper hammers; chisels, pinch-bar, poker, scraper, and torch. Special attention is given to secure for all of our locomotives thorough fitness in all details for the service required; durability for hard service, and ease of repairs, also compactness and accessibility of machinery; and convenient and perfect control of all working levers, gauges, handles, and cocks by the engineer. Before shipment each locomotive is placed upon friction rollers, fired up and worked by its own steam to test the adjustment of the valve gear, alignment of bearings, and satisfactory working in all respects. Every locomotive is built to our duplicate system, by which like parts of all engines of the same class are interchangeable, and these duplicate parts are always kept on hand. The following items may be furnished as extras, but are not included in our standard specifications: head-lights; driver brakes, operated by hand, steam, or air; steam syphon, with hose for filling tanks from streams below track level; snow-plow; copper firebox, brass or copper flues; steel-tired truck or tender wheels; steel wheel centers; steel cab, and other special features. The various locomotives illustrated and described in this catalogue may be constructed with smoke-stacks, fireboxes, and grates and bunkers or fuel space arranged for the kind of fuel desired. For coal fuel we recommend the taper stack with extension boiler front, as shown by annexed outline sketch (No. i). The exhaust steam is wholly unobstructed; the sparks are arrested by a steel wire netting and steel plate in the smoke-box until they are churned fine enough to pass through the netting, or if the quality of the coal or the conditions of service No 1 allow sparks to accumulate they are withdrawn

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12 H K PORTER COMPANY through a hopper. If preferred, we furnish instead of the taper stack a straight stack with cast top finish (Xo. 2). No. 2 The old-style diamond stack with cast cone and wire netting, and petticoat pipe, is generally used with short boiler front (Xo. 3). No. 3 For wood fuel, and especially for pitch pine, we recommend, as the safest smoke-stack, our balloon-shaped stack with spiral cone (Xo. 4). This stack is very efficient and interferes very little with the draft, as there is no wire netting for the exhaust steam to pass through. The spiral cone imparts a rotary motion to the sparks by which they are ground fine before escaping or are deposited in the space between the inner barrel and the outer part of the stack, from whence they may be removed through hand-holes. If preferred, we furnish for wood fuel the "sunflower11 style of stack with cast cone, and projection of inside barrel arranged to break up the sparks, and with a fine steel wire netting over the top to prevent the escape of anything but very small cinders (Xo. 5). This stack is efficient for hardwood fuel, but not well adapted for pitchy woods. We are prepared to construct locomotives with apparatus for burning crude oil. No. 5

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PITTSBURGH PA 13 Physical Tests of Materials All materials used shall be of the best quality of their respective kinds, carefully inspected and tested, conforming to the requirements adopted by the American Society for Testing Materials. If, after acceptance any material shows mechanical defects in working, it will be rejected. Boiler Shell and Firebox Steel All plates must be rolled from open-hearth steel and be true to gauge and free from laminations, seams, and other defects. All shell plates shall have a tensile strength of not less than 55,000 or more than 65,000 pounds per square inch; elongation not less than 25 per cent in 8 inches; sulphur not to exceed 0.05, phosphorus not to exceed 0.04 per cent. All firebox plates shall have a tensile strength of not less than 52,000 or more than 62,000 pounds per square inch; elongation not less than 26 per cent in 8 inches; sulphur not to exceed 0.04, phosphorus not to exceed 0.04 per cent. Tank Steel The plates to be rolled from soft, homogeneous steel billets, and must be of good surface finish, free from defects and hard scale. The steel to be of such quality that test pieces cut lengthwise from any plate selected shall show no sign of fracture when bent double cold over a mandrel of diameter one and one-half times the thickness of plate so tested. Firebox Copper Copper plates for fireboxes must be rolled from best quality Lake Superior ingots; they must have a tensile strength of not less than 30,000 pounds per square inch, and an elongation of at least 30 per cent in 8 inches. Test strips must be furnished with each firebox for testing. Copper Stay-Bolts Copper for stay-bolts to contain riot less than 99.5 per cent of pure copper, and to be free from defects. Tensile strength must not be less than 30,000 pounds per square inch, with an elongation of not less than 30 per cent in 8 inches.

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14 HKPORTERCOMPANY Stay-Bolt Iron Iron for stay-bolts must be double refined, with an ultimate tensile strength of not less than 46,000 pounds per square inch, and an elongation of not less than 28 per cent in section 8 inches long. Iron must show a good fibrous fracture and be free from crystallization. Pieces 24 inches long must stand bending double both ways without showing fracture or flaws. Iron must be free from seams, true to gauge, and take a good, clean, sharp thread with dies in good working order. Boiler Tubes, Seamless Steel or Charcoal Iron A careful examination will be made of each tube, and those showing pit-holes or other defects will be rejected. Each tube must be tested by the manufacturer to an internal hydraulic pressure of not less than 500 pounds per square inch. Tubes must be straight and true to size, and must expand and bend over tube-sheet without flaw, crack, or opening. All tubes must stand the following test : A section i ^ rhches long, taken at random, to stand hammering down vertically until solid without cracking or splitting. Charcoal-iron tubes to be lap-welded, seamless-steel tubes to be open-hearth. Bar I ron Must be thoroughly welded, free from seams, blisters, and cinder spots, with a fibrous fracture free from crystallization. Iron will not be accepted if tensile strength falls below 46,000 pounds, nor if elongation is less than 20 per cent in 8 inches, nor if it shows a granular fracture. Iron i inch thick or less to bend double over a bar equal to its thickness; sizes above i inch to bend to 120 degrees without flaw. Steel for Forgings All blooms to be of open-hearth steel, not exceeding 0.05 per cent in phosphorus. A test piece cut from forging 4 inches diameter hammered from the bloom must conform to the following test: For axles, main and parallel rods, tensile strength of not less than 75,000 pounds per square inch, and elongation of 18 per cent in section originally 2 inches long. For crank-pins, piston-rods, etc., tensile strength of 80,000 pounds per square inch, with elongation of not less than 18 per cent in section originally 2 inches long. Limits of tensile strength, 5, ooo* pounds below or above the amounts given. Steel Castings All steel castings must have uniform surface, free from blowT-holes, slag, and shrinkage cracks. Test pieces cut from casting should show a tensile strength of not less than 60,000 pounds, and elongation of 22

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PITTSBURGHPA 15 per cent in 2 inches. Castings badly warped or distorted, which will not true up properly to drawing, will be rejected. Steel Shapes, Angles, Channels, Tees, etc. Must be of open-hearth steel, free from injurious seams, etc., and variation from estimated weight not to exceed 5 per cent. Tensile strength not less than 52,000 nor more than 62,000 pounds, and elongation of not less than 2 5 per cent in 8 inches. Specimens must stand bending through 180 degrees and an inner diameter equal to its own thickness, without crack or flaw. Spring Steel All spring steel must be free from any physical defects. The metal desired has the following composition: Carbon i.oo per cent Silicon, not over 0.15 per cent Manganese 0.25 ' Sulphur, " 0.03 " " Phosphorus, not over. 0.03 " " Copper, " " 0.03 " " Steel will not be accepted which shows on analysis less than 0.90 or over i.io per cent of carbon, or over 0.50 per cent of manganese, 0.05 per cent of phosphorus, 0.25 per cent of silicon, 0.05 of sulphur, and 0.05 of copper.

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16 HKPORTERCOMPANY Classification of Locomotives For sake of convenience in classifying our numerous designs of locomotives we have adopted a very simple system. The size of the locomotive is designated by the diameter and stroke of its cylinder in inches; thus, 9 x 14 means a locomotive with cylinders nine inches diameter by fourteen inches stroke. The number of driving wheels is expressed by: A for two driving wheels. B for four driving wheels. C for six driving wheels. D for eight driving wheels. The number and position of locomotive truck wheels is expressed by a figure 2 for two-wheel, or 4 for four-wheel truck; for a rear truck, this figure is placed to the left, and for a front truck placed to the right, of the letter denoting the number of driving wheels, and separated by a hyphen. (The locomotive is supposed to be headed toward the observer's right hand.) Thus, 2-B denotes a locomotive with a two-wheel rear truck and four driving wheels; 4-C-2 a locomotive with a four-wheel rear truck, six driving wheels, and a two-wheel front truck. The arrangement of water-tank is denoted by: T for tender-tank with eight wheels. T4 for tender-tank with four wheels. T6 for tender-tank with six wheels. S for saddle-tank. SS for two side tanks alongside of boiler. R for rear tank. RR for two tanks, one each side at rear. K denotes a locomotive with sheet-steel open canopy for cab. M denotes a motor-style cab enclosing the machinery. I denotes a locomotive with a steel cab. 0 denotes a locomotive without cab. P denotes pneumatic or compressed-air locomotive, with one air-tank, and PP one with two air-tanks. Letters and figures relating to tank, cab, etc.. should follow the letter and figures for driving wheels and truck wheels. Thus, 12 x i8-2-B-4-SS-KT 4 denotes a locomotive with cylinders twelve inches diameter by eighteen inches stroke, four driving wheels, two-wheel rear truck, four-wheel front truck, side tanks, open steel canopy cab, and four-wheel tender — thirteen figures and letters expressing the meaning of twenty-eight words.

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PITTSBURGH PA 17 Memorandum of Conditions and Requirements of Service to be Furnished by Intending Purchasers To facilitate the selection in all cases of the sizes and designs of locomotives which will be most thoroughly satisfactory to our customers, we request from intending purchasers as clear a statement as may be practicable of the work the locomotive will be expected to do. This statement should include items as follows: 1. The gauge of track (i. e., space in the clear between rails). 2. Length of road. 3. Description of fuel. 4. Weight of rail per yard. 5. Steepest up-grade for loaded cars, and the length of this grade, and whether trains must be started on the grade. If grades are numerous and steep a memorandum of principal grades is desired. 6. If cars on return trips are empty, the steepest up-grade for return trips with empty cars. Length of this grade. 7. Radius of sharpest curve. Length of track occupied by this curve, and grade, if any, on which this curve occurs. 8. Kind of traffic, and, if freight, the kind of freight. 9. Total amount to be hauled daily in one direction (stating number of hours reckoned as one day). 10. Greatest number of cars to be hauled at one trip. (This should not be exaggerated, as we make a reasonable allowance for surplus power, and if double allowance is made there is liability of selecting too heavy and too expensive a locomotive.) 11. The weight of empty car. (Also, if practicable, a brief description of car, stating number and diameter of wheels and arrangement for oiling.) 12. Weight of load carried on each car. 13. Limitations, if any, of height or width. 14. Any preference as to design or details. We fully appreciate that where the road has not been completed or fully surveyed it may be impossible to give complete information. In such cases we would request as close estimates of the length of road, grades, curves, daily amount of traffic, etc., as practicable, leaving the weight of rail, and number of cars to be hauled per trip, to be determined. It is very desirable that the information should be given as fully as possible. Even in cases where intending purchasers have strong preferences as to size or design of locomotives required, an outline of the requirements and conditions of service may enable us to submit suggestions of value. We desire, also, in justice both to ourselves and to our customers, that in making propositions for locomotives we may, in every instance, feel assured that the locomotive will be, beyond doubt, well adapted to the service, economical and satisfactory in all respects, and thus lead to future orders from the purchaser and from his neighbors. If correspondents will kindly go to the trouble of furnishing us the desired information it will enable us to submit propositions, with specifications and photographs, for such sizes or designs as we would feel safe in recommending and guaranteeing.

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22 H K PORTER COMPANY PQ

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28 H K PORTER COMPANY u U I bJO O • ti C

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PITTSBURGH PA 35 i ^000 8o°° M«-ci3^ fl»&?2.&2. vo 0 £ 0 vo 0 0 vo r- M M CN 0 vO O O ro H-T— ' = £ 5-^0 ~ r^ bjQ & c ^ K O O ON ° ° O O 0 IO O vo O vo ;^^ •*• ^. T^J-QO ^ ' j 1 5 O O ^^ O VO VO o ^ O O vo ^ vo ^^ a_ M N TJ- 1 MOW » . N O VO t^ rt o ^ O t^* "^" C^ tH t5 2 ^ c . T ^•rO-^-M O 00 H" _I H M ro rT rt o & 4-1 = •^- |j bJO 4 O O Q vo vo vo vo O O oj oj — •^(^r^w roo"0^ 'M O Tj- -M if: .g^ rt | ; j : : g : : X b^ o -g « .x CH .if • rr-^ ' * P_, ^ o ' ^ O ^H ^ . t~] — 'O cj ___G • JH * ' ' ,+j 'H Cu ' 'S " " " $ ^S 2H Correspondents are CODE WORD n i- -, ^ diameter, inches... Cylinders] strok6i inches Diameter of driving wheels, inches. . . . Wheel-base of engine feet and inches. . . Wheel-base of engine and tender, feet ai Length over all of engine and tender, feet Extreme height (head-room not limited) Weight of engine, exclusive of tender, order, pounds Weight of tender in working order, pou Water capacity of tender-tank, gallons. Fuel capacity of tender j %&%%£• ' Weight per yard of lightest rail advised Radius of sharpest curve advised, feet. . Radius of sharpest curve practicable, fee If) a : o £ .' D .' 0) .. \-t QJ II ? 2 Hauling Capacity, in tons of 2,000 poui sive of locomotive and tender), 6^ ton resistance of rolling friction: On absolute level ' Y^ per cent grade = 26^ feet per r 1 = 52A 2 = i°5r6o ' 3 = i 58 A The Rule for Calculation of Hauling Cap on page 140. For quick approximate calculation of Ha to 40 pounds per ton, refer to Ta For quick selection of suitable weight lo III and IV, on pages 162 to 169. motives of different weights.

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140 HKPORTERCOMPANY Tractive Force The tractive force stated for each locomotive in this catalogue is calculated by the following formula: T = Da X L X .85 p d T represents the Tractive force. D " Diameter of the cylinders in inches. L ; Length of the stroke of the cylinders in inches. .85 p 85 Per cent of the boiler pressure in pounds per square inch, which is assumed [on the basis of tests made] to be the effective pressure of the steam in the cylinders with the locomotive working at full stroke and slow speed. d the Diameter of the driving wheels in inches. The above formula may be stated more fully as follows : The tractive force of a locomotive is computed by multiplying the square of the diameter of the cylinders in inches by the stroke in inches; multiplying again by 85 per cent of the boiler pressure in pounds per square inch ; and then dividing by the diameter of the driving wheels in inches. Example. The tractive force of a locomotive with cylinders 5 inches diameter by 10 inches stroke, 150 Ib. boiler pressure, and driving wheels 20 inches diameter; 20 Memorandum; The above formula is arrived at as follows: The tractive force of a locomotive is due to the pressure of steam on the pistons as delivered through one revolution of the driving wheels. The tractive force increases in direct proportion to area of pistons, length of stroke, and steam pressure in the cylinders; it decreases in direct proportion to diameter of driving wheels. To calculate the tractive force: Ascertain the area in square inches of the two pistons. [The area of each piston is the square of one-half its diameter multiplied by 3.1416+.] Multiply by the mean effective cylinders steam pressure in pounds per square inch [generally assumed as 85 per cent of the boiler pressure].

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PITTSBURGH PA 141 Multiply by the motion in inches of the two pistons during one revolution of the driving wheels — /. e., two times the stroke. Divide by the circumference of the driving wheel in inches [the circumference is equivalent to the diameter multiplied by 3.1416 + ]. The above is expressed by formula as follows: D D 2 x - - x 3.1416+ x .85 p x 2 x L T= 2 2 d x 3 . 1416+ which by cancellation gives the formula T = D" -85 p X L d The Tractive Force and the "Draw-bar Pull" of a locomotive are usually taken to mean the same thing, but the tractive force includes the power needed to run the locomotive [and tender, if any] as well as pull the train. The "draw -bar pull" is properly applied only to the power available for pulling the train attached to the locomotive.

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142 HKPORTERCOMPANY Tables of Tractive Force The tractive force of each locomotive described and illustrated in this catalogue is given in the descriptive text, pages 19 to 139. In each case the tractive force may be increased or diminished, as desired, to a considerable extent by modifying the boiler pressure and the size of the driving wheels. The following tables state the tractive force for each size of locomotive as modified by different sizes of driving wheels and by different pressures of steam. The sizes of locomotives covered by these tables range from cylinders 4 inches diameter by 8 inches stroke to 17 inches diameter by 24 inches stroke, the sizes of driving wheels from 18 to 56 inches, and the boiler pressures from 120 to 200 pounds per square inch. A separate table is given for each size of locomotive, the size being designated by the diameter and stroke of the cylinders in inches as noted in the upper left-hand corner of each table. Boiler pressures are noted in the left-hand column, in pounds per square inch. Diameters of driving wheels in inches are noted in the upper line of each table. The tractive force for the desired boiler pressure and size of driving wheels is found at the intersection of the proper horizontal and perpendicular lines. EXAMPLE. — The tractive force of a locomotive, 5x10 cylinders, 24-inch driving wheels, and 140 pounds boiler pressure, is found (in the third table below) under the figure 24 and on a line with the figure 140 — viz., 1,240 pounds. NOTE. — In every case the tractive force is computed by the formula on page 140, and for sake of even figures any figures in excess of multiples of 5 are disregarded. NOTE. — The tractive force and the weight on the driving wheels of a locomotive must be properly proportioned to secure satisfactory results. If the weight is too small, the locomotive is over-cylindered, and will slip the driving wheels too easily. If the wreight is too great, the engine is under-cylindered, and cannot slip its driving wheels. In adjusting the best proportion of tractive force and weight on driving wheels due regard must be paid to the character of service for which the engine is intended. For passenger service the weight on the driving wheels may be as little as four times the tractive force. For freight service a driving weight of about four and one-quarter times the tractive force is usual. For contractors', steel works and mine locomotives, street motors, or where slippery or greasy rails are to be expected, the driving weight may, with good results, be close to five times the tractive force. When the water is carried in a tank over the boiler the proportion of the tractive force to the weight on the driving wheels is usually calculated with reference to the water-tank being about half full. In the Tables of Hauling Capacity in this catalogue it is assumed that the proportion of driving weight to tractive force is such as to secure the best results.

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PITTSBURGH PA 143 Cylinders 4x8 SIZES OF DRIVING WHEELS J8 725 785 845 9°5 20 22 23 24 26 28 30 Boiler Pressure r 120 I30 140 ,150 650 705 760 815 590 640 690 740 565 615 660 710 540 59° 635 680 500 545 585 625 465 505 540 580 435 470 505 545 Cylinders 5x8 SIZES OF DRIVING WHEELS 18 20 22 23 24 26 28 30 Boiler Pressure 120 130 140 150 1,125 1,230 1,320 1,415 1,015 1,105 1,190 1,275 920 1,005 1.080 I 1 60 880 960 1,030 1,110 845 920 990 i, 060 780 850 9i5 980 725 79° 850 910 675 735 795 850 Cylinders 5 x 10 SIZES OF DRIVING WHEELS J8 20 22 23 24 26 28 30 Boiler Pressure " 'I2O 13O 140 150 160 ,410 ,535 ,650 ,770 .890 1,270 1,380 1,485 1,590 1,700 1,150 1.255 1,350 1,450 i,545 .100 ,200 ,290 .385 ,480 ,055 ,150 ,240 • 330 ,4i5 975 i. 060 i 140 1,225 1,305 905 985 i, 060 1,140 1,215 845 9*5 99° i, 060 1,130 Cylinders SIZES OF DRIVING WHEELS 5/2 X I 0 J8 20 22 23 24 26 28 30 oiler ressure 120 130 140 150 1 60 1,710 1.855 2,000 2,140 2,285 1,540 1,670 i, 800 1,925 2,055 .400 .515 .635 ,75o ,870 .340 ,45o .565 .675 ,785 ,285 39° 500 1,605 ,710 ,185 .285 .380 480 ,580 ,100 ,190 ,285 ,375 -465 ,025 ,115 ,200 ,285 ,370 Cylinders SIZES OF DRIVING WHEELS 6 x 10 J8 20 f 120 2,040 1,835 Boiler Pressure * 130 140 150 2,210 2,380 2.550 1.985 2.140 2,290 Ii6o 2,715 2-445 22 23 24 26 28 30 1.665 i.Sos i 945 2.085 2.225 J 595 i]86o i,995 2,125 1.525 1,655 1,780 1,910 2,035 ,410 ,525 ,645 ,765 ,880 1,310 1,415 1,530 1,640 i,745 220 .325 .425 ,530 .630

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144 H K PORTER COMPANY Cylinders 6 x 12 SIZES OF DRIVING WHEELS 20 22 23 24 26 28 30 33 f 1 20 Boiler Pressure 1 ** Li6o 2,200 2,385 2,565 2-755 2,935 2.0OO 2, 170 2.330 2. 5OO 2 670 i,9J5 2,070 2.230 2,395 2,555 1,835 1.985 2. 140 2,295 2,445 1.690 1,835 i,975 2, 1 2O 2,260 1,570 1,700 1,830 1,965 2,100 i,435 i,59° 1,710 i,835 i,955 1-335 1,445 i,555 1,670 1,780 Cylinders 6l/2 x 10 SIZES OF DRIVING WHEELS 18 2,590 2.790 2.990 3,190 20 22 23 24 26 28 30 130 Boiler j 140 Pressure i 50 1 1 60 2.330 2.510 2,690 2,870 2.120 2,285 2,445 2,610 2,025 2,185 2,340 2,495 i,945 2,090 2,240 2,395 i,795 i,93o 2,070 2,210 1,665 i,795 1,920 2,050 i,555 1,675 1,790 i,9i5 Cylinders 7x10 SIZES OF DRIVING WHEELS 20 22 23 24 26 28 30 33 130 Boiler 140 Pressure i 50 1 1 60 2,700 2,9'5 3,120 3,330 2,460 2,650 2,840 3,030 2 350 2 535 2,720 2,900 2,250 2,425 2,605 2,775 2,080 2,240 2,400 2,560 1,930 2,080 2,230 2,380 1,805 1,940 2,080 2,220 1,640 1,765 1,895 2,020 Cylinders 7 x 12 SIZES OF DRIVING WHEELS 22 23 24 26 28 30 33 36 1 130 Boiler I 140 Pressure i 150 Li 60 2,950 3,180 3,420 3,640 2,820 3,040 • 3,265 3,480 2,700 2,915 3,125 3,330 2,500 2,690 2,885 3,075 2,315 2,500 2,680 2,855 2,165 2,330 2,500 2 , 660 1,970 2,120 2,275 2,425 1,810 i,945 2,085 2,225 Cylinders 7x 14 SIZES OF DRIVING WHEELS 22 23 24 26 28 30 33 36 7x 14 22 23 24 26 28 30 33 36 f!30 Boiler 1/140 Pressure [150 1 1 60 3,445 3,710 3.980 4,240 3,295 3,55o 3.800 4,060 3,160 3,400 3,640 3-885 2,920 3-145 3-365 3-59° 2,710 2,920 3,120 3,330 2,530 2,730 2,920 3, 1 10 2,300 2,480 2,650 2.830 2,105 2.270 2,430 2,59°

The text on this page is estimated to be only 21.15% accurate

PITTSBURGH PA 145 Cylinders 8 X 12 SIZES OF DRIVING WHEELS 23 24 26 28 30 33 36 Boiler Pressure " f 130 3,690 3,970 4,250 4,540 3,530 3,810 4,075 4,350 3,260 3,520 3,765 4,020 3,030 3,260 3,49° 3,730 2,825 3,045 3,260 3,43o 2,570 2,770 2,965 3,165 2,355 2,540 2,720 2,900 j^. 140 150 1 60 Cylinders 8 x 14 SIZES OF DRIVING WHEELS 23 24 26 28 30 33 36 C 130 4 300 4,630 4>965 5,290 4,120 4 440 4.760 5,070 3.800 4.100 4,39° 4,680 3.530 3,805 4,075 4 350 3.290 3-550 3,810 4,055 2.990 3.230 3,460 3,690 2,745 2,960 3,i75 3,385 Boiler J 140 Pressure 1 1 50 [ 1 60 Cylinders SIZES OF DRIVING WHEELS 8x 16 24 26 28 30 33 36 40 f 130 Boiler I 140 4,720 5 080 4,350 4 68 «; 4,040 i a CQ 3,770 4O6^ 3,430 3600 3,145 0 ogr 2,830 •1 QAC. Pressure 1 150. . . C 4CQ c 02 C 4 660 A ^6O 3060 36^O n of)S. 1 160. . 5 Sio 5 160 i 080 46^O 4 220 0 87O 1 J.8^ Cylinders 9 x 12 SIZES OF DRIVING WHEELS 24 26 28 30 33 36 40 Boiler Pressure A 130 4,475 4,820 5,i7o 5,5i5 4,130 4,450 4,77o 5,085 3,835 4,130 4,425 4,720 3,58o 3,855 4,i35 4,410 3,255 3,505 3-760 4,010 2,985 3,210 3,445 3,675 2,685 2,890 3,100 3,305 J 140 150 160 Cylinders SIZES OF DRIVING WHEELS 9x 14 24 26 28 30 33 36 40 f ISO 5,220 4,820 4.475 4, T75 3.7Q5 T> 48O V I OQ Boiler (140 5,620 5, 1 go 4,820 4, 500 4,080 a 7^0 a ^70 Pressure 1 1 50 1 160 6,020 6,420 5,560 5,925 5,160 5,500 4,820 5,135 4,375 4,670 4,020 4,280 3,610 3,850

The text on this page is estimated to be only 22.25% accurate

146 H K PORTER COMPANY Cylinders SIZES OF DRIVING WHEELS 9x16 28 30 33 36 40 42 44 f 130 5 115 4 77O J. ^5 ^ 080 ^ ^80 1 J.TO Boiler I 140 Pressure 1 150 I 1 60 5,5io 5,9°° 6,290 5,135 4,670 4,280 3,850 3,670 5,505 5,ooo 4,585 4,125 3,930 5>§75 5»33° 4,890 4 400 4 190 3,500 3,750 1 OOO Cylinders SIZES OF DRIVING WHEELS 91A x 14 24 26 28 30 33 36 40 f 130 =;,S2o 5,365 4,980 4 650 4 225 3 875 0 J.QO Boiler 140 Pressure 1 1 50 [160 6,270 6,720 7,160 5,78o 5,370 5,015 4,550 4,175 6,200 5,760 5,375 4,880 4,475 6,610 6,135 5,730 5,210 4,775 3,76o 4,030 4,3oo | Cylinders SIZES OF DRIVING WHEELS 10x14 24 26 28 30 33 36 40 44 130 6,450 5-950 5,525 5,160 4,685 4,300 3,870 3,5i5 Boiler | 140 6,950 6,410 5,955 5,560 5,050 4,630 4,170 3,790 Pressure i 150 160 7-440 7-935 6,870 7,330 6,375 6,800 5,960 6,350 5,4i5 5,775 4,960 5,290 4,465 4,765 4,060 -4,330 ,170 8,435 7,800 7,230 6,750 6,140 5,625 5,065 4,605 Cylinders SIZES OF DRIVING WHEELS 10 x 16 28 30 33 36 40 44 48 ' no 6,^20 5,890 5,355 4,915 4,425 4,020 3,685 Boiler 140 150 6,800 7,285 6,350 6,800 5,775 6, i So 5,290 5,670 4,765 5,100 4,330 4,635 3,970 4,250 Pressure 160 . ... 7,765 7,25O 6,585 6,040 5,440 4,940 4,530 170. . 8,260 7,7IO 7,000 6,420 5,78o 5,250 4,820 Cylinders ii x 14 SIZES OF DRIVING WHEELS 26 28 30 33 36 40 44 Boiler Pressure " r 130 7,200 6,685 7,200 7,720 8,230 8,750 6,240 6,720 7,200 7,680 8, 1 60 5,675 6,110 60 50 6,980 7,420 5,200 5,600 6,000 6,400 6,800 4,680 5,035 5,4oo 5,76o 6,120 4,255 4,58o 4,9*5 5,235 5,570 j 140 . . 7,750 + 150. . . . . 8,310 1 60 i 8 860 . . . 9,420

The text on this page is estimated to be only 21.19% accurate

PITTSBURGH PA 147 Cylinders ii x 16 SIZES OF DRIVING WHEELS 28 7,640 8,230 8,820 9,400 9,985 30 7,125 7,680 8,230 8,770 9,320 33 36 40 44 48 Boiler Pressure x '130 140. . . 6,480 6,980 7,480 7,970 8,470 5,94o 6,400 6,860 7-315 7-770 5,35o 5,76o 6, 170 6,580 6.990 4,860 5,235 5,610 5,980 6,355 4,460 4,800 5,140 5,48o 5,825 150 1 60 170 Cylinders ii x 18 SIZES OF DRIVING WHEELS 30 8,025 8,640 9,265 9,885 10,500 33 36 40 44 48 50 Boiler Pressure "* '130 140. . 7,295 7,855 8,425 8,990 9,55o 6,690 7,200 7,725 8,240 8.750 6,020 6,480 6,950 7,4i5 7,875 5,470 5,890 6,320 6,740 7,160 5,020 5,400 5,790 6,175 6,560 4,815 5,185 5,56o 5,930 6,300 150. . . 1 60 ,170 Cylinders 12 x 14 SIZES OF DRIVING WHEELS 28 30 33 36 40 44 48 I Roiler 1 Pressure 1 140 8,575 9,185 9,800 10,410 11,015 8,000 8,565 9,135 9,715 10,280 7,270 7,790 8,310 8,830 9,340 6,670 7,145 7,620 8,roo 8,575 6,000 6,430 6,850 7,285 7,7i5 5,455 5,840 6,230 6,625 7,oio 5,000 5.360 5,7i5 6,075 6,430 150 160 170 1 80 Cylinders SIZES OF DRIVING WHEELS 12 X l6 28 30 33 36 40 44 48 f 140. . 9,800 9.150 8,320 7,625 6,855 6,230 5,720 r» -i 1 I5O 10 500 9,800 8,015 8,170 7,35° 6,675 6,130 *oller 160" 11,195 10,450 Q,4QS 8, 710 7,835 7,120 6,530 Pressure U;; 1 180. . 11,900 12.600 1 1 , IOO 11,750 10,080 10,680 9,250 0,800 8,330 8,820 7,570 8.020 6,940 7,350 Cylinders 12 x 18 SIZES OF DRIVING WHEELS 30 33 36 40 7,720 8,265 8,820 9-370 O.02O 44 48 50 Boiler Pressure C 14.0 10,280 11,010 11,750 12,490 11.220 9-350 8,575 10,010 9,180 10,680 9,800 11.350 10,420 12.020 i I 1. 030 7,020 7,520 8,015 8,520 Q.O2O 6425 6,885 7,340 7,810 8.270 6 1 80 6,615 7,050 7-49° 7. 030 150 1 60 170 1 80. .

The text on this page is estimated to be only 19.28% accurate

148 H K PORTER COMPANY Cylinders 13 x 16 SIZES OF DRIVING WHEELS 30 33 36 40 44 48 50 Boiler Pressure " fi4o 150 10,730 ii,49° 12,260 13,030 13.785 9-750 10,450 11,150 11,850 12,550 8,940 9,580 10,225 10,860 11.49° 8,040 8,620 9,200 9-775 10,340 7,3i5 7,840 8,360 8,880 9,400 6,710 7,180 7,660 8,140 8,620 6,440 6,900 7,360 7,820 8,270 160 i?o ,180 Cylinders SIZES OF DRIVING WHEELS 13 x 18 30 33 36 40 44 48 50 {140 12 080 IO.Q75 10 060 0,060 8,235 7, ^co 7,245 H 150 12,940 11,770 10,800 0,710 8,830 8,100 7,77° 160 13,800 12, 550 11,500 10,350 0,410 8,625 8,280 170.. 14,670 13,340 12,230 11,000 10,000 9,175 8,800 180. . I^,WO n, no I2.Q55 11.650 10,500 Q.7I5 0,320 Cylinders 13x20 SIZES OF DRIVING WHEELS 33 36 40 44 46 48 50 Boiler Pressure 140 150 1 60 12,200 13,070 13,930 I4,80O 15,675 11,175 11,970 12,780 13,580 14,380 10,055 10,780 1 1 , 500 12,210 12,930 9.J50 9,800 10,450 11,100 11,760 8,750 9.375 9,990 10,620 11,250 8,385 8,990 9,58o 10,170 io,775 8,050 8,625 9,200 9,780 10,350 170 ^180 Cylinders 14 x 16 SIZES OF DRIVING WHEELS 33 36 40 44 46 48 50 Boiler Pressure " ' 140 150 . i i , 300 12,110 12,920 i3,74o i4,55o 15,355 10,360 II,IOO 11,850 12,595 13,330 14,070 9,320 9,990 10,650 n,33o 11,980 12,660 8,475 9.o85 9,700 10,300 10,900 1 1 , 500 8,115 8,690 9.275 9.850 10,420 11,005 7,770 8,330 8,890 9.450 9.995 10,550 7,460 7,990 8,530 9.065 9,600 10,130 1 60 . . 170 1 80 190. . Cylinders 14 x 18 SIZES OF DRIVING WHEELS 33 36 40 44 46 48 50 Boiler Pressure " 140 150 160 170 12,715 13,630 M,54o i5,45o 16,360 17,260 1 1 , 660 12,500 13,330 14,170 15,000 15,840 10,500 11,250 n,995 12,750 13,500 14,250 9.540 10,225 10,900 n,590 12,265 12.950 9.125 9.780 10,430 1 1, 080 11,730 12,385 8,750 9.375 9.995 10,620 1 1 , 240 11,870 8,400 9,000 9.595 10,200 IO,80O II,40O 1 80 190

The text on this page is estimated to be only 18.25% accurate

PITTSBURGH PA 149 Cylinders SIZES OF DRIVING WHEELS 14 x 20 33 36 38 40 44 46 48 50 fi40 14-130 12,950 12,275 11,650 10,600 10,125 9,720 9.320 150 15,140 13,880 13-145 12,490 11,350 10,850 10.415 9,995 Boiler 1 60 16,145 14,800 14,025 13-330 12, IIO 11,585 11,100 10,655 Pressure ' 170 17,160 15,735 14,905 14,170 12,875 12,315 11,800 n,330 1 80 18,170 16,655 15,775 15,000 13.640 13,030 12,500 12,000 190 19,180 17,575 16,645 15,840 14.400 13.750 13,185 12,650 Cylinders SIZES OF DRIVING WHEELS 14 x 22 36 38 40 44 46 48 50 52 140 14,250 13,500 12,820 11,650 11,150 10,680 10,250 9,870 150 15,260 14,470 13,740 12,490 n,95o n,45o 10,990 10,570 Boiler 1 60 16,275 15,430 14,650 13.330 12.750 12,210 11,720 11,265 Pressure 170 17,300 16,400 i5,57o i4,i55 i3,55o 12,975 12,460 11,970 1 80 18,325 17.360 16,480 14.980 14,340 13,740 13,190 12,680 190 19-350 18,330 17,400 15,820 15,130 14.500 13,930 13,390 Cylinders SIZES OF DRIVING WHEELS 14x24 36 38 40 44 46 48 50 52 140 i5,55o 14,730 14,000 12,730 12,170 1 1, 660 1 1 , 200 10,760 150 16,670 15,780 15.000 13,640 13,040 12,500 12,000 u,53o Boiler 1 160 17,780 16,840 16,000 i4,55o 13,900 13,330 12,800 12,300 Pressure 1 170 18,890 17,900 17.000 15,450 14,770 14,160 13,600 13,070 1 80 20,000 18,950 18,000 16,350 15,640 15,000 14,400 13,830 190 21,105 20,000 19,000 17,260 16,500 15,840 15,200 14,600 Cylinders SIZES OF DRIVING WHEELS 15 x 18 33 36 38 40 42 44 46 48 fl50 15,630 14,350 13,590 12,900 12.295 11,720 11,220 10,750 1 60 16,680 15,300 14,500 13,770 13,105 12,520 11,970 11,470 Boiler 170 17,710 16,250 15,400 14,630 13,930 13,300 I2,72O 12,180 Pressure "* 1 80 18,760 17,210 16,300 15,480 M,75o 14,070 13,470 12,900 I go 19,800 18.170 17.200 16.340 15,560 14,860 14,210 13,620 [200 20,850 19,110 iS, ioo 17,190 16.370 15,630 I4,940 14,330 Cylinders SIZES OF DRIVING WHEELS 15 X 20 36 38 40 42 44 46 48 50 fi5o 15,950 15,120 M,36o 13,670 13,050 12,480 11,970 11.490 1 60 17,020 16,130 15,320 14,59° 13,930 13,325 12,760 12,250 Boiler 170 18,090 17,140 16,260 15,500 14,800 14,150 13.550 13.030 Pressure 1 80 I9> J 50 18 140 17 220 16,410 15,660 14,^80 14,360 13.790 190 20,200 19,150 18,180 17,330 16,540 15,820 15,170 14.560 200 21.2/O 20,150 19,140 18,230 17,400 16,650 15,960 15,320

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150 PORTER COMPANY Cylinders SIZES OF DRIVING WHEELS 15 X 22 38 40 42 44 46 48 50 52 [150 16,610 15,780 15 030 14.340 13,720 13.150 12 620 12,130 1 60 17.725 16,825 i 6 030 15 300 14 630 14,020 13,470 12,950 Boiler 170 18.840 17,880 17.030 16,270 i5,55o I4-910 14,310 13,770 Pressure 1 80 19940 18,940 18,030 17.220 16 470 15.780 15.150 14,570 190 21,030 19.980 19,030 18.170 17.3/0 16,650 15,980 15 370 200 22 1 2O 21 040 2O,O3O 19 120 18 280 17.530 16,820 I6.17O Cylinders SIZES OF DRIVING WHEELS 15 X24 40 42 44 46 48 50 150 17,210 16,370 15.650 14.960 14.350 13,770 i 1 60 18,350 17 460 16,680 15.950 15.300 14,680 i. Boiler 170 19,510 18,570 i7,73o 1 6 960 16.250 15,600 i Pressure 1 80 20,650 19.660 18.770 17.950 17.200 16,510 i 190 21,790 20,750 19.820 18 950 i8.j6o 17.440 i 200 22,950 21,860 20.850 19,950 19 no 18 350 i 52 13,250 14.120 15,000 15,890 16.770 17.650 56 12 290 13. too 13 910 M.730 15.560 1 6 390 Cylinders 16 x 20 SIZES OF DRIVING WHEELS 36 38 40 42 44 46 48 50 Boiler Pressure 150 1 60 170 1 80 190 200 18,130 19-340 20,550 21,760 22.965 24.175 17 i75 18.320 19.470 20 610 21,760 22.905 16,320 17.405 iS.495 19.580 20,670 21,760 15 540 16.575 17,615 18,650 19 685 20,720 14 835 15,825 16.815 17,800 18.790 19.780 14,190 i5,i35 16,080 17,025 17,975 18,920 13,600 14,505 15,410 16,320 17,225 18,130 13 055 13.925 14.795 15-665 16,535 17.405 Cylinders l6 X 22 SIZES OF DRIVING WHEELS 38 40 42 44 46 48 50 52 13-805 14,730 15.650 16.570 17,490 18,410 Boiler Pressure " 150 160 170 180 190 200 18,895 20,155 21 415 22,675 23,935 25.195 17-950 19,150 20,345 21,540 22.735 23,935 17-095 18.235 19.375 2n 515 21.655 22.795 16 315 17,405 18,495 19.580 20 670 21,760 15,610 16,650 17.690 18,730 19,770 20.810 14,955 15-955 16.955 17,950 18,945 19,945 14,360 i5,3i5 16,275 17.230 18,190 19-145 Cylinders 16 x 24 SIZES OF DRIVING WHEELS 40 42 44 46 48 50 52 56 Boiler Pressure '150 1 60 170 1 80 190 200 19,580 20,885 22,195 23,500 24,805 26. 1 10 18,650 19,895 2T-T35 22 380 23 625 24.865 17.800 18,990 20,175 21.360 22.550 23.735 17,025 18.165 19,300 20,435 21.570 22.705 16,320 17.405 18.495 i') 580 20,670 21 760 15,665 l6,7IO 17-755 18,800 19,845 20,885 15.060 16,065 17,070 18,075 19.080 20,085 13.985 14,920 15,850 16,785 i7,7i5 18 650

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PITTSBURGH FA Cylinders SIZES OF DRIVING WHEELS 17 x 20 -5X 38 40 42 44 46 48 50 150 20.47O 19.390 18,420 17.545 i6,745 16,015 i 5 350 14,735 1 60 21,835 20,685 19,650 18,715 17,865 17.085 i6,335 15,720 Boiler 170 23,200 21,975 20,880 19.885 18,980 18,150 17 400 16,700 Pressure 1 80 24.565 23,270 22, 105 21,055 20,095 19,220 18,420 17,685 100 25,925 24,565 23,335 22,225 21,215 20, 290 19,445 18,665 [200 27,290 25,855 24,560 23-395 22,330 21,360 20,470 19,650 Cylinders SIZES OF DRIVING WHEELS 17 x 22 38 40 42 44 46 48 50 52 150 21,330 20,265 19,300 18,420 17,620 16,885 16,210 15,585 1 60 22,740 21,615 20,585 19,650 18,795 18,010 17,290 16,625 Boiler 170 24,i75 22,965 21,870 20,880 19,970 19,140 18,370 17,665 Pressure i So 25,595 24,315 23,160 22,105 21,145 20,265 19.455 18,705 i go 27,020 25,670 24,445 23,335 22,320 21,390 20,535 19,745 200 28,440 27,020 25,735 24.565 23,495 22,515 21,615 20,785 c Hnders SIZES OF DRIVING WHEELS 17x24 40 42 44 46 48 50 52 56 17x24 40 42 44 46 48 50 52 56 150 22,105 21,055 20,095 19.225 18,420 17,685 17,005 15,790 1 60 23,580 22,455 21.435 20,505 19,650 18,865 18,140 16,845 Boiler j 1 70 25,055 23,860 22,775 21,785 20.880 20,045 19,270 17,895 Pressure i So 26,535 25.265 24,115 23,065 22,105 21. 22O 20,405 18 950 190 28,000 26.670 25.455 24,350 23,335 22,400 21,540 20,000 [200 29,475 28.070 26 795 j 25,630 24.565 23.580 22,675 21.055

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152 HK PORTER COMPANY Hauling Capacity With the description of each locomotive in this catalogue its hauling capacity on a level, and on grades of % per cent, i per cent, 2 per cent and 3 per cent, is stated in tons of 2,000 pounds, and based on a resistance of rolling friction of 6^ pounds per ton of 2,000 pounds. RULE FOR CALCULATION OF HAULING CAPACITY. In each case the hauling capacity is computed by dividing the tractive force of the locomotive by the rate of resistance per ton due to gravity and to rolling friction, and then deducting the weight of the locomotive (and tender, if any). This gives the weight in tons of 2,000 pounds of the train (including weight of cars and of lading, if cars are to be hauled loaded) which the locomotive can haul. The resistance of gravity increases in exact proportion to the steepness of the grade; is always 20 pounds per ton of 2,000 pounds for each i foot per 100 rise; i. e., if there is an elevation of i foot in a distance of 100 feet, the locomotive must exert enough force to lift one one-hundredth of the weight of the train (itself included), or, what amounts to the same thing, to exert a tractive force enough to overcome a resistance of 20 pounds per ton of 2,000 pounds. For a grade of ^ per cent the resistance of gravity is 10 pounds per ton; for 2 per cent, 40 pounds per ton, and so on for any practicable grade. The resistance due to rolling friction varies with the character and condition of rolling stock and track. With extra good cars and track it may be as low as 5 pounds per ton of 2,000 pounds; but 6^ pounds may be taken as a fair average for first-class cars and track, 8 to 1 2 pounds for reasonably good conditions, and as high as 20 to 40 pounds for bad cars and track, and 60 to 80 pounds, or even more, for excessively hard-running cars and very rough track. Cars with fixed axles and suitable bearings and oil boxes should not exceed 8 to 12 pounds; logging cars may run 6^ to 15 pounds if of good construction, up to 20 or even 40 pounds if with poor arrangement for oiling. Contractors' dump cars are usually hard-running, say 10 to 25 pounds; coal-mine wagons, with loose wheels, are seldom less than 15 pounds, and often exceed 30 pounds; and with the holes in the wheels worn out of true, and the wheels scraping against the sides of the car, may develop 60 to 80 pounds, or even greater resistance. Street cars may be reckoned at 15 to 25 pounds. The resistance of flange friction on wooden rails is an indeterminate quantity, but usually twice the resistance on steel rails. Poorlv laid track and crooked rails increase the resistance indefinitely.

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PITTSBURGHPA 153 Overloading cars also increases the resistance greatly. The resistance is greater in cold weather. The resistance of rolling friction per ton is greater for empty cars than for loaded cars. THE ACTUAL RESISTANCE OF ROLLING FRICTION MAY BE DETERMINED by noting down what grade a car once started will just keep in motion. If a car will barely keep in motion if started down a i per cent grade, its frictional resistance is just about equal to 20 pounds per ton. In computing the hauling capacity of any locomotive, the resistance due to gravity and the resistance due to rolling friction must be added, and the tractive force divided by this total resistance. For example: With cars and track involving 6% pounds per ton resistance, the hauling capacity on a level is found by dividing the tractive force by 6^, and deducting the weight of the locomotive; but with the same cars on a grade of 2 per cent the tractive force must be divided by 46^ (6^2 + 4°)> and the weight of the locomotive deducted. It is easily seen that poorly constructed cars are very costly to operate; it is easier, for example, to haul cars of 10 pounds frictional resistance up a i ^ per cent grade than to haul cars of 40 pounds frictional resistance up a ^ per cent grade, the total resistance in one case being 40 pounds and in the other case 50 pounds per ton. Similarly, it is as easy to haul cars of 10 pounds per ton resistance up a i per cent grade as to haul cars of 50 pounds resistance down a i per cent grade. When trains are hauled on curved track the resistance due to the curve should be considered, as explained on pages 177 and 178. In any practical determination of the proper hauling capacity advisable in "any special case, some suggestions by way of caution are shown by experience to be worthy of consideration: 1. It is always desirable to provide a reasonable amount of surplus power, and not to work a locomotive regularly too close to its full capacity. A reserve of power is economical, because it cuts down the cost of repairs, and also of fuel and oil, to the lowest point, and lengthens the useful lifetime of the machine, and also provides for emergencies and increase of output. 2. It is not safe to figure on a grade as "level" because the land is quite flat. In such cases the so-called "level" grade may prove to be i per cent or possibly more, and a grade of only ^ of i per cent, or 13 feet per mile, may cut down the hauling capacity of a locomotive to but little more than one-half its capacity on a perfect level.

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154 H K PORTER COMPANY This is clearly seen by examination of the following tables of hauling capacities. 3. The statement is sometimes made that a geared locomotive can haul a heavier train and "climb" steeper grades than a directacting locomotive of the same weight. This is incorrect unless the direct-acting locomotive has only part of its weight on the driving wheels or is equipped with a separate tender. If two machines weigh the same and have all their weight on the driving wheels, and are properly designed, the loads they can start are absolutely identical, — /'. e., the introduction of gears has no effect upon the proportion of weight on driving wheels that is useful for adhesion on the rail. A direct-acting locomotive on account of the position of the crank-pins has more tendency to slip its wheels in starting trains. A geared locomotive cannot make the same mileage or handle as great daily tonnage and has less advantage from train momentum in overcoming grades. 4. It pays to buy a locomotive of proper design for the requirements and cars properly constructed, and it pays to keep the rolling stock in good order. It pays to avoid bad grades and sharp curves if it can be done at reasonable cost. It does not pay to let road-bed and track get into bad condition through neglect. In such cases as contractor's service, temporary logging spurs, tramways in quarries, dumps at furnaces, collieries, etc., where the track must be shifted frequently, ideal conditions are impracticable; but it pays to pay good wages to a foreman with brains who with the least cost of maintenance and repairs and least time lost will get the most results out of the plant.

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PITTSBURGH PA 155 Percentage Tables for Computing the Hauling Capacity (see next two pages) Of any locomotive on any practicable grade and with cars of varying resistance of rolling friction. Owing to the lack of space, it was found impossible to state with th e descriptive text and illustration of each size and design the hauling capacity of each locomotive on all practicable grades, or for more than one rate of resistance of rolling friction. By the following tables, by using the hauling capacity on a level with 6^2 pounds frictional resistance, as stated for each locomotive, as a basis, and reckoning this amount as 100 per cent, the hauling capacity on grades up to 580 feet per mile (/. e., n per cent), and with resistances of rolling friction up to 40 pounds per ton of 2,000 pounds, may readily be calculated. The results are not absolutely exact, but are closely approximate. NOTE. — These tables are on the basis of including tenders, as a part of the train to be hauled on grades, and for minute accuracy any weight carried on engine trucks should be considered as a part of the train. NOTE. — In the application of these tables it must be borne in mind that on very steep grades, i. e., over about 8 per cent, slippery or wet rails, or failure to use sand, may prevent any safe, practical, or economical use of any locomotive. A locomotive can climb a steeper grade than it is safe for it to come down, since any acceleration of speed down an excessively steep grade may result in the engine sliding with all wheels locked. EXAMPLE ILLUSTRATING THE USE OF THE FOLLOWING TABLES OF PERCENTAGES. — The hauling capacity of the locomotive code word HETMAN (page 38, 12 x 18 cylinders), at 6% pounds rate of frictional resistance on a level, is stated at 1,470 tons of 2,000 pounds. What can it haul on a grade of 4 per cent, and with cars and track involving 10 pounds per ton rolling friction? By turning to the tables below, at the intersection of the column for 10 pounds rate of friction with the horizontal line for 4 feet per 100 — /'. e., 4 per cent grade — is found the figure 5^0, and 5fa per cent of 1,470 is 82 tons; deducting from this 14 tons the weight of the tender of this locomotive, 68 tons is left, which is the heaviest train (lading of cars, if cars are loaded, and weight of cars included) this locomotive can start under the given conditions.

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PITTSBURGHPA 159 Memoranda as to Tables of Hauling Capacity (see pages 162 to 169) The following series of four Tables of Hauling Capacity is convenient for quick approximate selection of a locomotive to do any required work. The Hauling Capacity of locomotives ranging from 4,000 to 80,000 pounds weight on driving wheels, and on grades from level to 1 1 per cent, is stated in each table. The tractive force is assumed to be equivalent to one-fifth the weight of the locomotive, (the weight being all on the driving wheels.) TABLE I is based on a resistance of rolling friction of 6^2 pounds per ton of 2,000 pounds, and is to be used where the track and rolling stock are of good construction and in good condition. This would usually apply to passenger and freight roads, wide or narrow gauge, also to many roads for various industrial and special purposes where proper attention is given to maintenance. TABLE II is based on a resistance of rolling friction of 8 pounds per ton of 2,000 pounds, and is applicable to passenger and freight roads, and to roads used for a wide range of purposes, such as plantations, logging, coal and ore haulage, where the track may be expected to be in fair condition, and where the cars, if not in the best order and of the best construction, are not defective nor specially in need of repair. TABLE III is based on a resistance of rolling friction of 15 pounds per ton of 2,000 pounds, and is applicable to industrial tramways, coal and ore roads, plantations, logging roads, etc., where the track is in somewhat poor condition, and the cars not of the best construction or not in thoroughly good order. TABLE IV is based on a resistance of rolling friction of 30 pounds per ton of 2,000 pounds, and applies to cases where the service is such that the track cannot be kept in good order, and where the construction of the cars involves extra friction, or where repairs are needed. This includes contractors' tramways where cars and track cannot be kept in good order; coal and ore roads where cars with loose wheels are used; street railways where it is impossible to keep the track in proper condition; logging roads where fourwheel cars of imperfect design are used. A resistance of 30 pounds per ton is usually a proof of lack of reasonable care of track and

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160 HKPORTERCOMPANY cars. In the case of steel works or furnaces, where hot material requires very clumsy cars and renders it difficult to give proper lubrication to car journals, also in contractors' work, or at brick yards where the track is frequently shifted, it may be impossible to avoid a greater resistance than 30 pounds per ton. No account is taken in these tables of the resistance of curves or of speed. The weights of the trains that can be hauled are stated in tons of 2,000 pounds, and include cars and lading (except where only empty cars are to be hauled). Except for passenger service, it is usually safe to allow the weight of an empty car to be about four-tenths its carrying capacity. The weights of trains are in addition to the locomotive; but if the locomotive has a tender, the tender is considered as a part of the train. (For minute accuracy or on excessive grades, any portion of the weight of the locomotive that may be carried on front or rear trucks should be considered also as a part of the train.) In the practical application of these tables, it is well to bear in mind that it is most economical to operate locomotives regularly at not more than about two-thirds or three-fourths of their full power, according to circumstances; that for saddle-tank locomotives it is safest to reckon the weight with tanks about half full, to allow for average conditions; that in determining the weight a locomotive can haul, the steepest grade and not the average grade must be taken; also that for short grades, where curves or other reasons do not prevent approaching the grade at a fair rate of speed, a locomotive can take about 50 per cent more up the grade than it can start on the grade

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PITTSBURGH PA 161 Practical Illustrations of the Use of the Following Four Tables (see pages 162 to 169) EXAMPLE 1. — How heavy a train can a contractors' saddle-tank locomotive, weighing 24,000 pounds, all on the driving wheels, resistance of rolling friction assumed at 15 pounds per ton, start on a grade of 3 per cent? Making allowance of 1,000 pounds for tank of locomotive being only part full, Table III, under the column heading for 23,000 pounds, and along the horizontal line for 3 per cent grade, gives the answer 49 tons; or reckoning regular work at two-thirds to three-fourths of full capacity, say 32 to 37 tons as the weight of train which this locomotive, with somewhat poor track and cars, can start constantly with desirable reserve power on a 3 per cent grade. Or if the grade is short, and can be approached at a good rate of speed, the locomotive may be able to take up about 74 tons by 'taking advantage of momentum. EXAMPLE 2.— What should be the weight on driving wheels of a locomotive with pony truck and separate tender for it to be able on special test to start 40 tons on a 4 per cent grade, the conditions involving a resistance of rolling friction of 8 pounds per ton? Turning to Table II, and following the horizontal line for 4 per cent grade, it is evident that — not allowing for weight of tender nor for weight on pony truck — a locomotive with 23,000 pounds on the driving wheels is required. Allowing 10 tons to cover weight of tender and wreight on pony truck, and considering this weight as practically part of the train, a total weight of 50 tons is to be provided for, and this is seen to require a locomotive with 28,000 pounds on the driving wheels. EXAMPLE 3. — It is desired to haul a train of 50 tons, with conditions involving 30 pounds per ton resistance of rolling friction, with a saddle-tank locomotive, which, under average conditions, is 30,000 pounds total weight, of which 22,000 pounds is on the driving wheels and the remainder on pony truck; how steep a grade is practicable, running the engine at three-fourths its full power? To the 50-ton train the 4 tons carried on the engine truck is added, making a total of 54 tons; this is increased by one-third, making 72 tons, to cover the weight of train that could be hauled with the engine working at full power. Turning to Table IV, under the column for 22,000 pounds on driving wheels it is seen that a locomotive of this weight can start 77 tons on a grade of 1 per cent, or 09 tons on a grade of 1% per cent. The steepest practicable grade would therefore be between 1 per cent and \V4 per cent; or, if the engine should be used at its full power and a load of not over 54 tons be considered, it will be noted that a grade of very nearly '2 per cent would be practicable.

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PITTSBURGH PA 163 TOTAL WEIGHTS ON DRIVING WHEELS IN POUNDS 000*02 OOOfa O O O in-tcocoo -tO eno O O -t > n O l^O OO mi^O 04 m en OOO O-tO i"~ -t CM OO -t CM M ooo O in -t en en •rt en O r^ m -t en en en M CM M M M M M M CM M O t^ I"- l^ O l^JJ l^O -t l~- -t m rt M c-4 l^ -t -t 1^ -t -t O O O M O co m mco en OO en M OO -t CM O Oco O in -3- en CM O4 M ^ CJ Q r-\ ci) c •-« 2± v ^ £ ^ • 2 §| || | O co co O en-ti^OicX) menO OO enM O Ocoo m-tencM en m O m O4 en O OJ co m 01 O CO in en M O O t^ O m "t en CM CM M M in o i^ en i^ HH co HH en en co co O CM o en o r^^ r^ 04 o ~* en i ^ r^- M en en O CM m HH i ^ — j- *H o co in en HH o co t^- o m rt ^*-^ ^ 01 M m en en O en O co CM O O CM 01 in r^ O O O m m O O O 04 O M M 000*29 m o O co Oco co -to OO i^O cneni^~encM enco r^co MO m-toor^oenomenoco r-- ^t CM O Oco r^ m -t en en CM 04 M ^ M 000*99 OMOCOOCO CMCO m CM Ocoo enM o OCO 1^- m -t en en CM The above table is especially valuable for determining at a glance approximately the we stated loads up stated grades. The exact weight and the design may then be determined accoi frictional resistance, curves and other conditions. NOTE. — In the case of saddle-tank engines, it is well to make a deduction from the weigh the tank being only partly full under average conditions. In the case of locomotives with sep; reckoned as a part of the train to be hauled. Also for engines with trucks, the weight on truck sh weight of train, particularly on very steep grades. Speed is not taken into account. 000*^9 mO -tenM -tcoo eno -f O O mmQco r-^om-tO O -t en co "^ o m r^ HH r^ ^ HH o t^ O en H- o co t^>- o m *^J- en en CM 000*39 in r^ O O i~^ en co co »n O co O m HH CM r^ m m o en en m O en r^-to) -t en o OO cnOco r^menM oco i^o m-tencM CM coOt^mri-enenoioiCMMMMMHH 000*09 O enr^co CM MCO or-~encM mooco -to^ en-tnn CM -tco 04 M M o CM CM >n O m CM O co O m CM O Oco t^ O m — t en CM 04 M M 000*25 000*95 O O ^ i-1 co Oco O OOO omcMinM OOMOOenr^cM mco r^M o enco mo) or^m-^-cM O Oco r^o m-ftriCM CM M OO M en^cocc CM 04 OO -tOco MCO r^co Oco OCMO M O-tmoOM r--tMco r^m-tM Qco r^oo ^tencncM 04 M 000**5 O CM t--inOO O en m CM -tco in-tr^-t-|-incoo r-o mo enM CM r^-co MO enQcoo -tenM oco r^o m-^-enencM CM 000*25 r^r^o mo O mcM or^m-teno Oco i^o m-tencM 04 M M 000*05 O mM o CM CM oo O OCM r--ininOco OO -tenmco eno M rHHco -fmO'TtM OO m en CM O Oi^OO m-tenCM CM M M 000*2^ 000*9t O r^.-tm-tOOO-tin OO mt^encM enmoocMO M r-000*^ O enM r^o r^OO r^co enM o enooo en r^co O m O O cn-tMco M mM oo -tencM M ot^oo m-tenencM CM M M 000^ O O r~- OO O o M o M r~^ m mco OO r^-M mo Oen OO I^MCOO OrJ-Cco m-tCM —< Oco t^O mm-tencM CM HH M M 000*0^ Oinmoioi-tOenCMinMOO-tCMCMincOen-tcocMcOin M r^o mco enor^mencM M Oco j^o m'^t-^-enCM CM M M M • OJ • £ - \l \ eno OCMO OCM mco CM inco ^M f^--tOO OCM inco O M CM en m o r^ o O M en "^ in co HH en o o HH o CM r^ CM co J H II II II II II II II II II II II II II II II II II II II II II II ^ wt-iHHi>HC^NCicicoc^'i--i-u-)tnOr^aoONOt-<

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164 PORTER COMPANY Table II. Approximate Hauling Capacity, Average Good Cars, 8 Pounds per Ton Resistance of Rolling Friction Showing weight in tons of 2,000 pounds of heaviest trains, exclusive of the locomotive; inclusive of weight of cars and lading (and tender, if any) ; which locomotives with 4,000 to 80,000 pounds on the driving wheels can haul on straight track in good order on grades from Absolute Level to 1 1 feet per 100. The Tractive Force is assumed to be one-fifth of the weight on driving wheels. TOTAL WEIGHTS ON DRIVING WHEELS IN POUNDS 000*29 co O O M MCO M M I^ -1- >^- -1-CO O O r^eno >-> r^ m en M o oco r^o m O M CO M in rf en en ^ S ^ 2 Z ooo*oe en in I-H O 't M 000*92 o co o r^- i^ OO O en O M M M mco r^ O w O M CO in en M O Oco r^O mm en r-- en O T)- en en M en o m en O 000*92 en o r^O en en -t- -1- co mmo Oeneno co r-~ M r^ rt- M O Oco r^o O m -rl^e^e^ M^ SE-SS* 000^2 co CO r^-to O en -t- oco co O rj- co o M r-~ M co en en PI J? C O en M o . M M M M 000*92 en 0 in M TJ-CO enco o m -3- mco MO r^ O m 0 r^ rH|0> OO M O CO en M N-I M M 000*23 000*12 o n r~*- en o O M ^i~ ^^ O M in O en in o en 00 enco m M O co m r-:W^-KM i—1 CJ r^ en *— < O co t^* o O m m T+ en CO 01 -1 M M M en M M M M W M 000*02 1 N S W| M M " ^ ^^ "" en M M M ^^? M ^^ 000*61 O M woOmOco O MO MO Oen M"M M1 0 O en O co r^ 000*91 5 co - r-00 m^o Oenco ^r-« r-^M m M O co O ^ k-, M M hH 000*^1 J enO Oen-t»-i O MmOm^ mO C^ t- _ M O en O M M M co Th M oco o 000*91 en THJN 000*91 0 en otfw en -f en co co ~f en r^ o co M m *— i j^- "t co ~^~ O -t-M or^Oinin-t-TtcnenM M M M 1-1 M co O M M M -1i-l|W M o r^O >n OOOtl co en T-.| o m -^ -r en en en M M M , M 000*21 -t O ^.M I^M ot-^o in-j-T^-cnenenM M M M M M M "-1 000*11 t enO OenMMinOmM OO M O O -t- en M 0,-ff^u,* ^ _ w 'T -T 000*01 3 coo MO inr^MO M OO -)• O '^ Tj-Qcoo m-j--i-enenM M CM M — < ^" 2 «"—•** 000*6 1 enm^oO M r^en OO ~t M co m en (M O o 1^ o' 'rj- -1- e'-> 000*9 1 O ~t" m en ""t~ co en O O en u-* O O "^~ MOO co O O •* en en ooo'z; M -t--rr^O OenomM Oco r^ t-ci 0 Oco i^•|S1 ^H^J m m en en M H 000*9 J Oenooenco -I-M or^o -I-M O Oco r0 m -t en M M 000*5 M ,-.piH?i "iw t^in-tenMMM: ~~ 000*fr 0 in-renM M ~ « M M M M CJ CD J peno OMO OM mco M mco rf w -I-H M enmo r^oO M enTtmco >-< ^11 11 11 H II II 11 11 II II II II II 11 § HI n n n c-ii-,cxiMMMenenTj *-+ in LT r-co 00 M

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PITTSBURGH PA 165 s° OH C/D O cx dn O c o -G rt h M OO CM -tO M eo O O -tOO M coco m -t-oo m rj- r^ O O -t m co -tco co OO en M OO -t N O Oco O m -)- co co McoOm-tcocoCNCMCMCMMMwMM 000'8Z 17 CM co O co co — coo -tO O M -co O U^COMO cocoo O^ O M CO -I CO 1^ CM CO u") CO C OO CO Cl O OCO O u-, -t CO CN ° ^ CO v»^ r CM co -t'tOO -t-r-M O O T CN CN mco COOMOCNOH-r^-t-CNOcOu-icOi-O O>CO O m rt CO C) VH w OOO'frZ s Oco O 0s— mo r^-tt-i ONCO u-> co M O co r^o u-> -t co CN M 000'2£ I ci -t co co O CNCO -tO CN CNOcoo MOOO i-i OO cor^t^Oco r^o -too COHH or^-tci M c>oo r^o -t-fcocN (/) Q £ ooo'o^ | CM CO M mco CO O O OO 1^ M -f COCO Tt CO -t OCO O CN O -f -t f^ O CO CO O m CN O CO t^ -t a O O CO I^~ ir> -t co CO M Or^vnrttncnNMNNMMMMH o 000*89 S? 0 CM-HOcor^Tfro-O -tO i- O O t-i Oco O O u"> r^ O u-i co O -tcoo " r^-t-H o i~- O COM Oco r^.i^u-)-t-cococN or^un-tcocoM C4 c< M M M M M M c/) 000^9 00 M O-f-fO -t LO -t O CO i-iO CM CNCOOOcO -trtO O't irir^ci M u->oo co— ico r^-incoM oco r^o u-> -t co M CN t-i -i w W 000*29 (Nooco M mint^r^cocN triMco OU-ICOCOUICN CN u~>co co CN in O M -tO"~>CN OCOO mCM O OCO t^O ui-j-COCN CN ffi & 000*09 O r>-t co i^ CN co -to co O O O O O -to MOOcowi-icor^M Oeooococo -t CM or^o -tcN o Oco r^o U-I-^-COCM (N OOO-tCOCOCNCNCNMMi-ii-iMM g 000*25 1 coO U-JLOCOO O coO O in P-H o coOoOco M c>O PJO M O -i I^CO (N t^ -t M Ot--u-)-t-CM Oco r^OO rt-tcOCM CM COO-tCOCOCNC4CNMMMI-ll-!M t— i & 000*99 1 co-too -i coOu->r^t-HO coOcoo mcoM Oco r^o m-tcococN CN p M 52 OOO'frS CO (M -tcocN OO t^-tooo O-tcN MO cocort'OO r^O u->o O i^--tLo >ncM oi^m-tcOM oco r-^o in-tcococN CN C/) 000*25 -)^ •tCNO VOCOCOO O O COCOOO CM O O CN -t'tmO-tO r^ u-i CM -tco -t M ot^iricocN O Oco r^o -m -t co CN CN M LH 2 sc 000*OS in CM -f-M o ooco r^co-tr^cocN CNCO r^r^ocN CM -tco coco -I- to _ co r^ co O co o -tcocN Oco r^o tovn-tc^cN CM M M 5 Kj 000*8^ O r-« iriC^CNcoOcocOOO MCOOCO -t-t-fO O O COO CNCO MQ OMOCM or^u-)-)-^,!-, cvcor^o«nu->'tcocMCMM S M .j 000*9fr CN u-icoOOOco Oco OO CM CM -J- w O O -tcoco CM u-i- r^ coco r^-O mM OO mcocN M ONOO r^o 10 ^- en en N CN M < ^ ' h O 000*frt CO O uir^-O CN -tco CM — -fOcoo Ocooco CNOO O -tOO moo O-tOcoo -t en M o or^o mm-tcr^cocN CM M O"tCOCMCMCMMMMMMM 000*2fr O M o O m-tCO CN O "t-tO "tCN CMO "tcOO O -tu")CO COOm CM -t-tr^coO r^u->cncN M oco r^o vnvoTtcocM CM M M O-tCOCNCMCMMMMMMM 000*0t c§ o O -tcoo CN ooo Ocoo r^cM o M -tt^cM -tr^cMco vo OCM CMO CM OO -t CO M O OCO r-~O"~>'»t'-tCOCM CN IH M tn<3-c«-)eNCMi_(i_ii_iMfH,--i M OCOCM-tOOOO-tMCMCMcOOcOCMu->OCMOMl---f ooo*8e o UI-tCOCMCMMMMMMM 000*9£ CM CO O CM -to O Oco CMCOOOCO -tcomco CMCO O *tOO co coco o-tO r^-tcOM o Ooo r^o m-t-fc^cocN CM M M 000*fr£ CO CO OMCOOCONO'tOOOCMOOCMOOOCOCOOu-iCM OO r^CMcoo -t CN M o oco r^O"->-t-tcocM CM M M M SH2HS*IS«5 '«^-^i2 ' «^15«>iS*|S '^£^^ '-IS Absolute leve

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166 H K PORTER COMPANY Table III. Approximate Hauling Capacity, Poor Cars, 15 Pounds per Ton Resistance of Rolling Friction Showing weight in tons of 2,000 pounds of heaviest trains, exclusive of the locomotive; inclusive of weight of cars and lading (and tender, if any) ; which locomotives, with 4,000 to 80,000 pounds on the driving wheels, can haul on straight track in good order on grades from Absolute Level to 11 feet per 100. The Tractive Force is assumed to be one-fifth of the weight on driving wheels. 000'9Z -t r^ vr> o mr^enM M en i^ M o co MO CMCO UIQO en— o en -t- oo en M o Oco r^o ou">-t-t-cncncNeM04MMM ooo'tz coco O r^ m co in-l--fco CMO M -tec enOO en O "~> CM Ceo Cn o O en co ~^~ M u~) o o en M co w> CM o co o (N M M M % 000'9f -M en r^ en ^^ oco r^-o ^"> ^^> "t "1" en en CM CM CN c^ >— < M M CM M M — w ooo^t oo >— * r^ ^r co o r~^ o en co en o O M r^ en *— * co o en *— ' co t~^ o CM M M M £ 000'9f r-IIN 0 vn cj Oco l-O u^u^T)--^-enen r-|MHS»-l|M • 0-t- o^o^^encneno, ^ c, 5 ooo^t Oentno enenu-^c^enoo enoo CM or^u-, en- or^o m , ^ en ... co v_ -j- -t- , en en en Q ^o en O co "t o co o ~^~ CM o co o u"* ^~ M c/> OOOtf t HN ^MO^O^^-tenenen^^CMMMMMM g ! OOO'H O -tcM r^r^oenco -t-Mcoo eno r--ir)cncM oco r^u-iTten -t^coo -t-enenenMMCMCM | ooo'ot H"— ^i -oi—ci •J 000'6 en M oo ~^~ CM >^ Oco i^ u~> rt ^" en M 0 000'8 L^ CM o O O *"• ' O M co u~> en o co r^- xn en M Q co t^- o ^ ^t en CM M OOO'Z OO CM eno M r^-)-M ocoo inenM c>co r^ o ui TJ- en en CM ^ 000'9 -r^xnr^ r^en cor-^-t^^^cor^- To"^"^ en'oT II II II II II II II II II II II II II II il II II II II II II II II 1—1 c ^o; _ £ v

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PITTSBURGH PA 167 000*08 co O O co r> O O O >-< r^oco cococo M oco OCOM M -t- co MO O O "* O MCO to M OCO 1^-fM M OCO t^ O to —r CO M of locomotive needed to haul ig to the kind of traffic, exact on driving wheels to allow for ite tender, the tender must be >e deducted to arrive at the net 000'8£ O -too co O to o r^ ^t M Ocoo -+M O Oco r^o to -t co M 000*9£ O M O Or^M OOcO too OtoQ MO -(- co to O O O MO r^ M r^ o O ^ O O co M o r^ O Tt M O O co r^. to -^ -^ co M 000*^ O co to o O co M O MOM to o r^ O "^~ M M co co r^ o M O 000*2£ MCO -j-T-j-r^Mco IOM Oco t^ to co M Oco r^ r~» to -f co co M Q00*0£ co to to ci to to o to o co O to M o M co r^ r^ O to 10 O O "^" OO M COO M r^ Tt M OCOO iocs M OCO I^O to rt CO CO M 000*89 MO O OtoOcoco COM too r^O Oto-^-Mrr^cocotooco r^-tM M 10 oo COM or^o -tcN o oco r^o >O-I-COM M 000*99 *-t M o O -t OO cooco r^to-fM o Oco r^o to -t co M M 000*^9 M'OCO ococo 10 M Ocoo IOCOM c of^-r^o to -t co M M UUU V . ,X)O_)-cOCOMMMMMMM-MM II ias !§ 1*1 000*29 O OtoM COO"^r^-t"O CO -1-toO^^t^co MCO O MO — OCOOCO M r^-)-M OI^O -±CO— OCO l^OO -fTCOM M r^tO-fC^jCOM M M — — — — — ..M 00009 000*85 -)-M toco co — co COM -rtoo tor^co— M cor^ior-^c 100 -TtOCOtOOO M OCOO -t-COM C OCO t^ O to ^ CO CO M M The above table is especially valuable for determining at a glance approximately tl stated loads up stated grades The exact weight and the design may then be determinec frictional resistance, curves and other conditions. NOTE.— In the case of saddle-tank engines it is well to make a deduction from th the tank being only partly full under average conditions. In the case of locomotives w] reckoned as part of the train to be hauled. Also, for engines with trucks the weight on true! weight of train, particularly on very steep grades. Speed is not taken into account. 000*95 COMO>^MMOOtocOrtMMCOOCO OMto-^OO-1-O M COM — r O to M or^to-j-coM C Oi^OO to-t-coM M >— 000*t5 co co to co — co co o o co o t^ r^ O o O i^ o co M ^r co co o o— O coco T^-MCOO tocoM M oco r^o toto-tcoM M M 000*25 co -to M 1-1 Tt-toM cor^-1-M MO coco-fr^i-H M cor^Mco O OOM r^coocoo TJ-COM M oco r^o totn-fcoM M M 000*05 -t-r^r^oo M or^to-f-M M o oco t^o IOTJ-COCOM M M OOO'S^ r^-O OO OO oco OO cococoot^r^ocor^co — toco M too O to — co O IOCOM M Oco i-^O toto-t-cocOM M M 000'9t M I^IO-^-Q r^M M MTOCOCO Otoco-t~r^o too O~fOO OCOTJ-OO rl"Ocoo ^tc^jM o Oco r^O voto^coM M — M 000*^ 000'2fr O otooootor^- oco o- r-r-oMO - cor^Mco -t •^fc^— IOMCOO ^J- co M o oor^-o toto^-fcoM M M — 000*0^ -tO O r^oo O r^O tococo-to ^-to O-t-OM to- r^-t MCO o Ttcco vo—rM M c oco r^o to-t-j-cocoM M M H. 000'8£ co — to Tt co M o coor~~-co OM c M cor^-M r^-C -f~OO co cooco coor^tocoM o Ococo i^oto-f-fcocoM M M M MTCOMM— MMMMM ooo*9e M M O MCO M MO M M COiOCOO r^O -t"OtoCO COOtOM O •^tr^Mcoo ^M M o Oco r^o toto-tcocOM M M — M -Tf-COMM — — — — MM ooo'rc o cotoor^co-tooo r^o -fco-rco M r^cor^— r^-tM 000*2£ O ^O r^O -t"O M O O M toOO— toOtOM toOO CO — M o ^- ^O rl- M M o coco r^o toio-i-cococoM M M M M 000*0£ totototoo tooio-ttor^O totoco M r^coocootocoo coco MCO toco— o Oco r^ r^o to-t^cocoM M M M M — 000*82 oo O MOO MCO r-^OMO O M too-tc I^MCO -tM o u-^o - r^ Tf M M oco r^r^oo lo-fc^c^c^^ ^ M M M CO M M M M — M 0) a,--»">-------'------~~~" * a • COO OMO OM 10 CO M tOCO -fM I^Tt-oO OM toco C • M M COtoO I^-OO i-1 co-ttoco M COO OMO M r^-McO MMMM — MCIMMMCOCO-t-— -toto ^ MM«^(MMMMCOCO-t--^-totoOr^CO

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168 H K PORTER COMPANY c T3 g o 000*^2 ^S-'jSS^iCSS.StS^S^SVS ii|«rt|ej mM OO coOcor>. h W rt o 5 1 000*92 MOcOM^oc^inOuiOOcoOTt-Or^ M CM M M M M cu O 1 0 000*22 CO M O^CO f^O O u")in^t^-t-COCOM M ^-pj COMCO vnM Ocoo M M M M M M •s 1 « "S Q 000*12 ff^s^ssa^^^^sC^ CM M M M c ^ o 5 000*02 co "^~ O O O M r^« M i^>. co O r^* ^> O O co M CM- COM C^O 0 0 3 ,ti M M CM M M M M Ps > § 2 000'6f r^Ovnmo O-I-OI^)MCO vncoco mo r«(N rH^N Ocoo coooo t—in CO "o c ^n '0 Q w 000*91 O CO M M COO M O CO OO Tj- M I-> -f- M rH(5.i •V ^ H-] . -too o ^ r-|»J^|r} £ > "> CD W 000 L\ Ocor^oxn^^^^^c^cn^ N N N M „ ^M ^ 0 0 c° | K 000*91 co co CM coo O inMco rhM Oco T^-MCO Oco r^o ir)tn-t--)-cococorocM CM CM M rl(N ^TJ u JH § O 000*51 CMCO r>-ocM f^M O>ncM Ocoo CM o r— ^PJ-tNrHlCI "~>~tM OCOO inrjO O ^H '£ £ •5 0) K i— i 000*^1 O cocoinO-1-OO COOOOO TJ-MCOO ^COM as 7^0 vn^ — •*-* C2 HH >, u 0 0 Cfl D DH Q 000*91 cgo^^^° C^C^COMM^M0""10 ~'f> r-(N r-|W co CM M oo t^» in m co o ^ .£ > C > g i 0 in 000*21 ^^^^--^--^^-OCOO^ rH|M iH(Nrn|01 M M OCOOU^^CO £ |~~] o o O o o g ffi 000*11 CO F^ O COCO ^ M OO O 'I" CM O OO -t" CO M O O t— o mri-co O Pi .g (5 O 000*01 M M m^xnMooO 1-« 0 Ot-incOM O Oco O* u"> -t co co OH - O vn T^J- CM M o^ 30 t~>O m rj- CO CO CM rH s CD — 4i h .5 4-1 •^ > ^ o *p e/3 "o •s. _ 000 L as HH D t/: > •^ 000*9 r^r^cOMOor-in-tcoMMOoT^ O min-1-cocM CM M PC PH 5 -^J > o V ^ ^IW-IWr.^-*, -.« ~p, rt|N tf MMMMMMMM •

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PITTSBURGH PA 169 TOTAL WEIGHTS ON DRIVING WHEELS IN POUNDS 000*08 000*8£ 000'9£ O M o MOO in M o co r^O rf en M O O co r^- o in -l^ en en M _ i^ _ '/3 c i/, _ ^ -)- OO in in r^ en M i— M in M en in c> en co o u->o i^- -t M c co O m -t en w O Oco r^o >n T^ en M M rh^CnmWNMMI-IMMMMl-JM o o -t O O en w c^ i^ O m -f en M OOD r^. r^ o m -t en M M 000*fr£ o o en M o M o O m o co r^r^M r^- o r^ co M o w mr^c^ mco cnOu->c«-)CD O^'^O T}-mM M ONCO r^OO inTj-cnM O< 000*Z£ -fO "-f-l-MO -t>nOO ^t -± ^ co m-l-vni^OcO O M I-^M -Tt^wcc IOM Qco r^m-t"f~>M O O^oo r^OO "f'^-coct --IMI-lh-MI-ll-l 000*89 O-l-Ococo cnc^ mo r-oo r^M O OO cnOO r^.M ir>O M moo mw o i^o -hmw M o or^r^om^cncnw M 000*99 r^-fi^o M r^r^o mcnoi cncnor^r-.co M m-to O -f O O 'tt^O cnQco r^mT^-coM M Oco t^oo u-)'^-cocco OOO "1"Tt"O O^cocnmOrhO Ocnco U->M Ocoo incntN M h- QNC/D r-^o mm-t-coM M M cncOMPJOfN^MMh-ii-ti-ii-i 000*Z9 co cs r-^ ^- M QNr^m-^c^C4 M o Ooo r^o m m -f en M c^ M 000*09 OcnOOOcoO--|-MOOM-t-OOOoinOOcni^C4co r^-M t^cnMoo r^m-i-cn-)-O^'1"QNm M t^coOcO'O rt" en N M o OOr^vOO m-^-rt-cnM M M M CnCMINCNt-HMMMMMM 000'05 co M mr^mr^.M ococo O MO moco c^o M enr^mco -dOO M Or^mTj-c^ M O O Oco r^-o inin-rt-T^-cnM M M M enNNi-IMMMMMMM 000*8* O O O Oco oo ^)-cnTj-o oenM cno O -to i M M M M M 000*39 r^r^-T^-o Tj-M o> t-^ O cn»H o Oco r^oo mu-j-t-t-cnenenM M M M M M 'g J ^HS«i2HS «I2H2H2*|S H2HSH2H2-IS H2°£H2H2«|2 ^ cno OMO OM m co M mco -fM r^-l-QO OM mco n i , M CM enmo i^OO « cn*tmco 1-1 enO o^O M r^Mco 1 II II II II II II II II II II II II II II II II II II II II II II II ^ I 1 s_g\t^>t N^^Nt X^^t ^ ^ ^ •~i MMMMMMMwenenrt'^xninor^cooO'-i

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170 HK PORTER COMPANY Grades Grades are stated in various ways i st. The usual engineer's method by per cent, or the number of feet rise per 100 feet of track, fractions of a foot being expressed generally in tenths of a foot instead of in inches. To reduce grade stated in per cent (or feet rise per 100 feet of length) to feet per mile, multiply by 52^. EXAMPLE. — 3 per cent, or 3 per 100, is equivalent to 3 x 52.8 = 158^ feet per mile. 2d. The American railroad method is to state the number of feet rise in a distance of i mile. To reduce grade stated in feet per mile to grade stated in feet per 100 or per cent, divide by 52.8. EXAMPLE. — 396 feet per mile—f- 52. = 871A feet per 100, or 7^ per cent. 3d. The English method is to state in feet the distance in which the grade rises i foot. To reduce grade stated in the English method of a certain number of feet length per one foot rise, to grade in feet per mile, divide 5,280 by the given number. EXAMPLE. — A grade of 1 in 20 is equivalent to 5,280 -|— 20 = 264 feet per mile. To reduce grades stated in the English method to grades in per cent or feet per 100, divide 100 by the given number. EXAMPLE. — A grade of 1 in 40 is equivalent to 100^-40 = 2^2 per cent, or 2l/2 feet per 100. 4th. Grades may be stated as a rise of so many feet or inches in a number of yards or rods or feet, as 2 inches per rod, 2 feet in 150 yards; etc. To reduce grades irregularly stated to grades in feet per mile, multiply the rise in inches by 5,280, and divide by the length of the grade in inches. EXAMPLE.— A grade of 5 inches in \% rods. Multiply 5 by 5,280 = 26,400; divide by 297 (the number of inches in 1 yz rods) = 88 jo feet per mile. To reduce grades irregularly stated to grades in feet per 100 or per cent, multiply the rise in inches by too, and divide by the length of the grade in. inches. EXAMPLE.— A grade of 6 inches in 10 yards. Multiply 6 by 100 = 600; divide by 360 the number of inches in 10 yards) -- 1.66 + , or \% feet per 100, or \% per cent grade.

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PITTSBURGH PA 171 5th. Grades are sometimes stated in degrees, or the amount of angle which the incline makes from the level, and measured in degrees of a circle, 360 degrees to the entire circle, an angle of 45 degrees, or half-way between horizontal and perpendicular, being one-eighth of an entire circle. This is a very inconvenient method of stating railroad grades. The rise of the grade is the sine of the angle, and must be figured out by tables of the length of sines of angles in proportion to the radius, the length of the grade being represented as the radius. Consequently, if the grade be taken as 100 feet long, the sine of the angle will state the grade in feet per 100. Easy Method of Measuring Heavy Grades Of course, the proper way of determining grades is by surveyor's instruments. But where the grade varies many times in a distance of a few hundred feet, it is quite as important to know the maximum as the average grade. In such cases it is sufficiently accurate to use a straight edge 100 inches long, and, leveling it with an ordinary spirit level, to measure in inches from bottom of straight edge to top of rail. This gives the grade in per cent, which can be reduced to feet per mile by multiplying by 52.8. A few trials in different places will readily determine the ruling grades. On very low grades this method is not practicable, but it is useful on most of the roads where our special-service engines are running, the grades varying from i to 10 per 100 

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172 H K PORTER COMPANY Comparison of Different Methods of Designating the Same Grades ENGINEERS' METHOD ENGLISH METHOD AMERICAN RAILROAD METHOD l/s of i per cent or i l/2 inches per 100 feet = i in 800 6i60- ft. per mile X of i 3 100 ' =i in 400 = ^O l/2 of i " 6 loo " =i in 200 = 26,*, % of i 9 11 loo " =i in 150 = 39i°o I per cent or i foot o loo " = i in loo = 52i8o *X 1 " 3 loo " =i in 80 = 66 Il/2 i " 6 IOO " = i in 66 = 79i2o i|4 i " 9 loo " =1 in 54 + - 92 A 2 2 feet o 100 ' =i in 50 = I05iGo 2>4 2 " 3 IOO " = i in 44 + = 118^, *YZ 2 " 6 IOO ' = i in 40 = 132 2% 2 " 9 IOO " ==i in 36 + = i45T8o 3 3 " o I OO ' = I in 33 1A = I58i4o sX 3 3 IOO " = i in 31 — = I7Iifio 3/^ 3 " 6 IOO " = i in 28 + = 184/0 3^ 3 " 9 IOO " = i in 26 + = 198 4 4 " o IOO " = i in 25 = 2 Hi2,) 4>2 4 " 6 IOO = i in 22 + =237i6o 5 5 " o IOO " = i in 20 =264 5/ 5 " 6 IOO " = i in 18 + = 290 A 6 6 " o IOO " = i in i623 =3 1 6 JS((by,. 6 " 6 IOO = i in 15 + =343 UT 7 7 " o loo " =i in 14 + =369iG0 7>^ 7 " 6 IOO ' = i in 13 + =396 8 8 " o IOO " = i in 12^ = 422,40 8/2 8 " 6 IOO " = i in 12 — =448T8n 9 9 " o I OO ' = i in 11 + =475i2o 9/^ 9 " 6 IOO " = i in 10 + = 501/0 10 10 " o IOO " = i in 10 = 528 io>^ 10 "6 IOO " = i in 9 Yi + ==554i4o 1 1 II " 0 i oo = i in 9 + = 58oT8o Hl/2 ii " 6 100 " =i in 82/3-|=6o7j20 12 " 12 " 0 100 " = i in 8 + =633ie«5

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PITTSBURGH PA 173 Curves The simplest way of designating a railroad curve is by giving the length of the radius — i.e., the distance from the center to the outside of the circle, or one-half the diameter. The shorter the radius the sharper the curve. The length of the radius is usually stated in feet; but English engineers often state the radius in chains (one chain = 66 feet). The length of the radius of a railroad curve is measured to the center of the track. Civil engineers designate railway curves by degrees (using the sign ° for degrees and " for minutes, there being 60 minutes in one degree). The sharpness of the curve is determined by the "degree of curve," or the number of degrees of the central angle subtended by a chord of 100 feet. Or, in other words, let two lines start from the center of a circle in the shape of a V, so that the angle at the point of the V is one degree (equivalent to :U1.0 of a complete circle), then, if the two sides of the V are prolonged until they are 100 feet apart, any part of a circle made by using one of these lines for its radius is a "one-degree curve." The exact length of radius which with an angle of one degree has a chord of 100 feet is found to be 5,729.65 feet. For sake of convenience 5,730 feet is usually taken as the radius of a one-degree curve. If the angle at the point of the V is two degrees and the sides are prolonged until 100 feet apart, the length of each side is (almost exactly) onehalf as long as when the angle is one degree, or one-half of 5,730 = 2,865 feet. For a three-degree curve the radius is one-third of 5,730; for a four-degree curve one-fourth of 5,730; and so on. For perfect exactness the length of 100 feet should be measured not along a straight line connecting the ends of the V, but along the line of the circle of which the sides of the V are radii — i. e., the arc should be used and not the chord. The difference, however, is so slight for any curves ordinarily used on main lines of standard gauge railroad as to be ignored in practice. But for extremely sharp curves, such as our locomotives both wide and narrow gauge are built for, a considerable mathematical error would be involved by the use of i oo-foot chords and calculating the length of the radius by dividing 5,730 by the degree of curve. The ratio of this error increases with the degree of curve, since the error is caused by neglecting the difference between the length of the chord and of the arc (e. g., a 6o-degree curve and i oo-foot chord mathematically compels 100 feet radius instead of 95^ feet; a 9o-degree curve and r oo-foot chord, 71+ feet radius instead of 63.6 feet). In practice, however, the formula of dividing 5,730 by the degree of curve (R = — ,y^) is almost universally used, and the mathematical error is avoided by using two 5o-foot chords for curves ranging from 10 to 16 degrees, and four

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174 H K PORTER COMPANY 25-foot chords for curves ranging from 17 to 30 degrees, and further subdividing for sharper curves, since this almost exactly balances the error, and it is also a practical necessity in laying out sharp curves to use short chords. For extremely sharp curves, or say 100 feet radius or less, it is usual to express the curve by feet radius rather than by degrees. The table following is computed by the formula R=AJ^9, and fractions of feet are not taken into account. NOTE. — The above engineers' method of designating the rate of curvature of a railway curve must not be confounded with the number of degrees of a circle occupied by the curved portion of the track; thus a curved track making a quarter turn, equivalent to a right angle, will always be 90 degrees of a circle (360 degrees = the whole circle) no matter whether the curve is an easy one with a long radius or a sharp one with a short radius. Table Showing Lengths of Radius in Feet (Fractions Disregarded) for Curves from One to Sixty Degrees DEGREES RADIUS DEGREES RADIUS DEGREES RADIUS i = 5730 feet 21 = 273 feet 41 140 feet 2 = 2865 22 = 260 42 136 " 3 = 1910 23 249 43 *33 " 4 = 1432 24 = 239 44 130 " 5 = 1 146 25 = 229 45 127 ' ' 6 == 955 " 26 = 220 46 I25 * * 7 = 819 " 27 = 212 47 122 * * 8 = 717 " 28 = 205 48 II9 " 9 = 637 29 = 198 49 II7 * * 10 573 30 = 191 " 50 = IJ5 " ii 521 31 l85 51 = 112 * t 12 478 32 179 52 = I 10 " I3 = 441 33 J74 53 I 08 * * M 410 34 169 54 106 * * 15 382 " 35 = 163 55 104 " 16 358 " 36 159 56 = 102 " 17 = 337 37 155 57 100 " 18 = 3i8 38 = 151 58 = 99 " 19 = 302 39 147 59 = 97 " 20 = 287 " 40 M3 " 60 = 95 ' '

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PITTSBURGH PA 175 Rule for Measuring the Radius of a Sharp Curve Stretch a string, say 20 feet long, or longer if the curve is not a sharp one, across the curve corresponding B c to the line from A to C in the diagram. Then measure from B, the center of the line A C, and at right angles with it, to the rail at D. Multiply the distance A to B, or one -half the length of the string in inches, by itself; measure the distance D to B in inches, and multiply it by itself. Add these two products and divide the sum by twice the distance from B to D, measured exactly in inches and fractional parts of inches. This will give the radius of the curve in inches. It may be more convenient to use a straight edge instead of a string. Care must be taken to have the ends of the string or straight edge touch the same part of the rail as is taken in measuring the distance from the center. If the string touches the bottom of the rail flange at each end, and the center measurement is made to the rail head, the result will not be correct. In practice it will be found best to make trials on different parts of the curve to allow for irregularities. It is best not to measure across from one end of the curved track to the other even when the curve is so located that this is possible, since if any portion of the straight track at either end of the curve is included the results will be incorrect. This rule does not apply to curves of over one-half circle if the line is drawn connecting the two ends of the curve. It is a good plan to make the measurement on the inside of the outer rail of the curve, as this is often more convenient. In this case onehalf of the width of gauge should be deducted from the radius when calculated, as the radius of the curve should be measured to the center of the track. EXAMPLE. — Let A C be a 20-foot string; half the distance, or A B, is then 10 feet, or 120 inches. Suppose B D is found on measurement to be 3 inches. Then 120 multiplied by 120 is 14,400, and 3 multiplied by 3 is 9; 14,400 added to 9 is 14,409, which, divided by twice 3, or 6, equals 2,401^ inches, or 200 feet 1^ inches, which is the radius of the curve. \ TD ;) I Tl Y) 2 The formula is thus stated: • R D " I203 _|_ 3 3 Or applied to the above example, = 2,401^ in. = 200 ft. 2x3

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176 H K PORTER COMPANY Laying Out Curves It is hardly within the limits of a condensed catalogue of locomotives to cover fully a subject so technical as the laying out of railroad curves. In cases where the services of a professional surveyor cannot be obtained it is possible to lay out curves without surveyors' instruments. In the diagram the straight track is represented by the line A — Si. The point where the curve is to begin is noted as Station One (Si). Continue the straight line beyond Si, as shown by line C (/. ., from Si to 2), a distance of 100, 50, or 25 feet, according to how sharp a curve is to be laid out or whether the situation is cramped or not, as shown by the table below. Start from Station Si with a line or chain of length C, as given by the table. From the end of this line C measure the offset D, of length as given in the table, to Station Two (82), so that its distance from Station Si is also measured by the line C. Then measure from 82 the same offset D to point 3, making distance from point 3 to Si also the same as line C. A line drawn from Si to point 3 and continued in the same direction an additional distance C fixes the next point, Station Three (83). Making from 83 another offset D, so that the distance 82 to 83 and 82 to 4 are each the length of line C, and prolonging the line 82 — 4 in a straight line an additional distance C, fixes Station Four (84). Thus the points on the curve have been fixed Si, 82, 83, and 84. The same process is continued until a point is reached where it is desired to discontinue the curve and lay straight track. In cramped locations the length of the line 0 (which is the chord of the arc) can be decreased to one-half or one-quarter of the lengths given in the table below, and the corresponding offset D will be respectively one-quarter and one-sixteenth of the lengths given in the table. In the table the length of the line C is taken at 100 feet for curves i to 12 degrees; 50 feet for curves of 13 to 24 degrees, and 25 feet for sharper curves; and for the reason that for the sharper curves the situation is usually so cramped that measuring the longer distances is impracticable. In the diagram the line R is the radius of the curve, but the formation of the ground where the curved track is to be laid is supposed to be such that it is impossible to fix a pin at the center of the circle, and in this way, by using a line of the proper length, to describe the circle.

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PITTSBURGH PA 177 Table of Radii and Deflections for Curves Radius R in Feet Offset D in Feet C = 100 Feet Radius R in Feet Offset D in Feet C =50 Feet Offset D Radius R in Feet mFeet c = 23Fcct I 5.730 87 ^3 441 2 -83 25 229 i 362 2 2,865 i 74 14 410 3 •°5 26 220 i 405 3 1,910 2 62 15 382 3 .27 28 205 i 4 !>433 3 49 1 6 358 3 .48 30 i 615 5 1,146 4 36 [7 337 3 •7 32 179 i 72 6 955 5 23 18 318 3 92 36 Z59 i 935 7 819 6 10 J9 302 4 J3 40 J43 2 14 8 717 6 98 20 287 4 35 44 130 2 34 9 637 7 85 21 273 4 56 5° 2 64 10 573 8 72 22 260 4 77 60 95 3 125 1 1 521 9 58 23 249 4 98 12 478 10 45 24 239 5 2 The offset D for given radius R and chord C is found from formula D = C" 2R NOTE. — For extremely sharp curves, say 20 to 50 feet radius, it is practicable to lay off the curve by the above method at one-twelfth the usual scale by using inches throughout instead of feet; for example, in case of a 30-foot radius curve (radius 360 inches) the formula for 16-degree curve, substituting inches for feet, using a 50-inch chord and 3.48-inch offset, will give sufficiently close results. The Resistance of Curves The frictional resistance to the passage of trains around curves is very considerable, and is also extremely variable. The shorter the radius of the curve the greater is the resistance; also the length of the wheel-bases of locomotive and of the cars, the elevation of the outer rail, the speed, the condition of track and rolling stock, the length of the train and the length of the curved track, and other matters influence the resistance, so that no one formula will apply to all cases. If the gauge of track on curves is not sufficiently widened to prevent the wheels from binding against the rails the resistance may be excessive. Excessive or irregular curves, and especially sharp curves in connection with steep grades, are to be avoided, as they greatly decrease the loads which locomotives can handle, limit the amount of business practicable, and increase the cost of operation and the repairs required for track and rolling stock. It is preferable to increase the distance or the expense of track construction, rather than for sake of saving in first cost to lose continuously in operating expenses.

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178 H K PORTER COMPANY Compensation, or Reduction of Grade on Curves It is customary, when a curve occurs on a grade, to reduce the grade on the curved part of the track so that the combined resistance of the flattened grade and the curve will not exceed the resistance of the steeper grade on the straight part of the track. In practice most engineers compensate for curves on grades at the rate of two one-hundredths of a foot grade in each 100 feet for each degree of curvature. EXAMPLE. — If a 20-degree curve comes on a grade of 5 feet per 100, the grade is reduced 20 x j{}0 = i4!, of 1 foot, which, subtracted from the original grade of o feet per 100, leaves 4T% feet per 100 as the compensated grade on the curve; or, in other words, a grade of o feet in 100 coming on a straight track offers the same resistance as a grade of 4 [6(| feet in 100 coming on a 20-degree curve. Where the grade is stated in feet per mile the equivalent reduction for each degree of curvature is ly^Ho- feet per mile. EXAMPLE. — A 20-degree curve coming on a grade of 264 feet per mile, the grade is reduced 20 x IrJjgo = 21I1u3

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PITTSBURGHPA 179 Gauge of Track Widened on Curves Theoretically, in order to pass around curves perfectly, every axle in the train should point to the center of the curve, and the outside wheels should be larger than the inner wheels. In practice, the difference in size of the wheels is supposed to be accomplished by coning the tread of each wheel so that the diameter close to the flange is greater than at the front face. But the radial position of the axles is impracticable, as cars and locomotives are built so that two or more axles are parallel. On sharp curves this arrangement of the axles causes the cars and locomotive to bind, a four-wheel car or truck having a tendency to press the front wheel against the outside rail and the rear wheel against the inside rail. On this account the usual amount of clearance between the rails and wheel flanges must be increased. The exact amount of additional width of gauge required on a curve depends on the radius of the curve, the gauge of track, and the wheel-bases of the rolling stock, and no rule can be given which will apply to all cases. The width of the tread of the wheels limits the amount of extra width of gauge practicable. Actual trial has proved that on narrow gauge, with locomotives and cars of short wheel-base and with sharp curves, that a good rule is to widen the gauge of track one-sixteenth of an inch for each 2^ degrees of curvature; i. e., a 4o-degree curve calls for one inch increase in gauge of track. On extremely sharp curves, such as are often used about manufactories, mines, etc., it is well to widen the gauge as much as can be done and still secure a safe amount of bearing on the rail for the car wheels, allowing for wear of flanges and for wheels hugging one rail. When a six-driver locomotive, with the center drivers flangeless, is used on an extremely sharp curve, it may be advisable to lay extra rails inside of the outer rail and outside the inner rail.

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180 HKPORTERCOMPAXY Elevation of Outer Rail on Curves In passing around curves the centrifugal force tends to tip over the rolling stock and to crowd the wheels against the outer rail. This tendency increases with increased speed, and is greater in the case of a sharp curve than an easy curve. To counteract this tendency — which at a very high rate of speed might derail the train — it is desirable to elevate the outer rail of a curved track so that the train will lean inward to such an extent that at the desired rate of speed there will be no more pressure against one rail than against the other. Where the same track is used for both slow and fast trains it is usual to elevate the outer rail to suit the fast train. Excessive speeds around very sharp curves are altogether impossible. It is customary to elevate the outer rail one-half inch for each degree of curvature on roads of 56^-inch gauge of track, and for speeds of 25 to 35 miles per hour. For narrower gauges the elevation is proportionately less. Thus, if on standard (56^2-inch) gauge with a speed of 30 miles per hour on a lo-degree (573 feet radius) curve the outer rail is elevated 5 inches, on a gauge of track 28^4 inches the elevation would be 2^ inches. The elevation of the outer rail on 36-inch gauge should be very nearly two-thirds of the elevation for 56^-inch gauge for the same speed around the same curve. The above rule is only approximate and requires modification for curves much sharper than 10 degrees and for speeds much less than 15 to 20 miles per hour. If the outer rail is elevated exactly the proper amount it will be impossible for a passenger to feel any sensation of tipping or rocking motion while the train is on the curve. The exact elevation to secure this result can only be arrived at in each case by very abstruse calculations. It is considered the best practice in approaching a curve to begin to make a difference in the level of the two rails some distance — say 50 or TOO feet — before the curve is reached, and to elevate the outer rail and depress the inner rail so that the center of the track is level. The best difference in level between the two rails on curved track can only be determined by actual trial after the track is complete. We submit, however, a Diagram for Elevation of outer rail on curves up to 70 degrees and for speeds up to 60 miles per hour for a standard (56^inch) gauge track. EXAMPLE. — What should be the elevation of the outer rail for standard gauge track on a 20-degree curve for a speed of 2o miles per hour? The rates of speed are noted at top line of diagram ; follow down the line for 25 mile per hour speed until it intersects the curved line for 2o-degree curve — noted on bottom line of diagram; follow from this intersection to the left-hand margin, which gives the required elevation at 8^ inches.

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PITTSBURGH PA 181 Elevation ~~:\ Speed miles per* hour ):cr inches O 1 2 3 4 5 — ^PP — % v > [( QvSv*m\ ) L \\ ^ m ^ I 2 : I 0 2 -* — -^ — ^ — 5 3 ^^ 0 3 5 4 0 4 5 ^ 5_6 6 7 8 & 1C \^SF 4H j i ^ MP= =HF r¥^ H^ 1 is s 4 111 F\ V^'N ^M =^ t^F 4 1 — ^ — — \ — g ! V~ r V — \r±= ^P v — V -j\ — § 1 V — x — ! V- — -\ — ^ — 0 f 1 — \^-\^ — — \- — Crt O 1 1 Decree NOTE. — The elevation for other gauges of track will be in the same proportion, or for 24 inch gauge, 42 /0-, or say 40 per cent of elevation for 56J^-inch gauge 30 " " 53TV, " So " " " " " 36 " " 63TV, " 60 " " " " " " 39^ " " 69lV, " 66% " " " " 42 " " NOTE. — The above diagram does not cover unreasonably fast speeds on sharp curves, and does not provide for any elevation in excess of 10 inches on standard gauge. In average practice, if any variation is found advisable from the results obtained from the above diagram, it will probably be in the direction of reduced rather than of increased heights. The diagram is as nearly accurate as practicable for track laying, and modifications may be made after practical tests.

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182 HK PORTER COMPANY Speed In most instances, the daily mileage which our locomotives can be relied upon to maintain is determined more by local conditions— such as the length of the haul and the time required to exchange trains at each end of the road — than by the ability of the locomotive to make excessive speed. In any case, the speed at which a locomotive can haul a given load is dependent upon many factors, most of which are too variable to be covered by any formula. For these reasons we have refrained from any mention of speed in connection with our figures of hauling capacities on level and on grades. We would prefer to ask our correspondents to furnish us with a memorandum of their requirements as explained on page IT of this catalogue, which will enable us to suggest such sizes and designs of locomotives as will in our judgment cover the best selection. Some general facts as to speed may be of interest. It requires more power to start a train than to keep it in motion after it has been started. This is due to the fact that the resistances of axle friction and of flange friction are greatest in starting and diminish very rapidly as the train first acquires motion, and then continue to diminish, but less rapidly, as the train speed accelerates. Journal lubrication is more perfect at high speed than at slow, and in cold weather when oil congeals the difference is greatest. The lessening of flange friction with increase of speed is believed to be due largely to the increase of momentum and to the tendency of a body in motion to move in a straight line. For these reasons a locomotive may be relied upon to haul any train it can start. The resistance of the atmosphere is practically zero at slow speed, but is excessive at extreme speed; but the old idea that the resistance increases as the square of the speed appears to be an error. Sharp or badly laid out curves or uneven track may wholly prevent a rate of speed which would be considered moderate on good straight track. Car trucks out of square, wheels out of center, wheels mismatched on axles, and other rolling-stock defects are accentuated at fast speed. The resistance caused by a strong side wind may be negligible with small cars at slow speed, but a considerable factor with large cars at high speed. The resistance due to grade is absolutely constant whether speed is fast or slow, but the momentum of fast speed will take a train up a grade of considerable length with but little retarding, while the same grade may 'stall a slow-moving train. No locomotive can at the same time haul its heaviest load and make its fastest speed. As speed increases the available tractive force decreases. At slow speed the mean effective pressure is estimated at 85 percent of the boiler pressure. Steam requires time to move, and as piston speed is increased the steam from the boiler cannot get into the cylinders quick enough nor the exhaust steam be expelled quick enough to maintain the same mean effective pressure as at slow speed, and from mechanical as well as economic reasons steam must be used expansively. Together with the loss of mean effective pressure at high speed a greater amount of power is absorbed in forcing exhaust steam through the exhaust nozzles. At extreme speeds the best

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PITTSBURGH PA 18^ designed fast passenger engines, using steam expansively in the most efficient manner, will for an instant compress the exhaust steam to a very much higher pressure than the boiler pressure. The ratio of loss of effective tractive power to increase of speed varies greatly with the design of the locomotive. A better proportion of its maximum load at maximum speed can be hauled by a passenger locomotive than by a freight locomotive, each machine being well designed for its distinctive service. This is because the passenger locomotive with its large driving wheels has a more moderate and effective piston speed when developing high train speed than the freight engine with small drivers at less train speed. This results in the apparent paradox that a passenger locomotive can haul a heavier train at fast speed and can develop more horsepower than a much heavier freight locomotive with larger cylinders and greater tractive force. Gauge of Track GAUGE OF TRACK The gauge of track of a railroad is always the distance measured in the clear between the rails, as shown by the above sketch. A three-foot gauge track should measure exactly 36 inches in the clear between rails on straight track. (There are, however, some tracks, chiefly for industrial purposes, laid with the gauge measured from outside to outside of rail heads, and with rolling stock having wheel-flanges outside instead of inside.) The gauge of track is not measured between the flanges of rolling-stock wheels, and it is a mistake to increase the track gauge for sake of "clearance." (But see page i 79 as to widening track gauge on curves.) In the construction of locomotive and car wheels the proper amount of clearance or side-play is provided, as shown by the accompanying sketch, one-half actual size, showing a rail with a wheel of the standard flange and tread. The position of the gauge-line is i ^ inches from the back face of the tire ; the width of tread is 3 ^ inches measured from the gaugeline ; the width over all is 5 inches; the depth of flange, i ;^\ inches; — the taper of the tread is a1;, per inch. Customers in putt:ng on new tire are cautioned to locate the position by the gauge-lines (or by the back faces of the tires), and not by making the front faces of tire and wheel center come flush, since these are often faced off for sake of finish.

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184 H K PORTER COMPANY Comparative Cost of Operating Animals and Light Locomotive Cost per year of operating 3 mules and 3 drivers Where Feed and Labor are at Low Prices Average Prices High Prices 3 mules' feed, harness, shoeing, care, etc., for 365 days, each per day At 4oc. = $438.00 At $1.25=81,368.75 3 drivers' wages, 300 days, each per day. 'At $1.00= 900.00 At$i .50=1,350.00 2.25= 2,025.00 6 per cent interest, mules worth $100 18.00 each . Total. . 81,356.00 IO.OO 82,189.25 IO.OO 83.411-75 Cost per year of operating one of our light locomotives capable of doing the work of 10 to 40 mules or horses Where Fuel and LQW Prices Average Prices High Prices L/cibor cirG ciL Oil and repairs, per year 850.00 $100.00 $200.00 Fuel, 400 to 1,000 pounds coal, or 14 to % cord wood. Costs almost nothing at coal mines, lumber mills, etc., per day. At 2oc.=^$ 60.00 At Si. 00=8300.00 At $3.00=8900.00 Engineer's wages, 300 days, per day. At $1.75= 525.00 At 2.50= 750.00 At 3.25=975.00 Boy to switch, couple, etc At 750.= 225. oo At 1.00= 300.00 At 1.50= 450.00 Interest, 6 per cent, sav 150.00 150.00 150.00 Total. . $1,010.00 $1,600.00 $2,675.00 The above calculations demonstrate that on an average where three animals and three drivers, or animals and drivers in different proportion but at about the same daily expense, are used, it is cheaper to operate a light locomotive. From $5 to $6 per day, or $1,500 to $1,800 per year, is a reasonable allowance for the cost of operating a light locomotive to take the place

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PITTSBURGH PA 185 of 10 to 40 animals. It is not unusual for an engine to save its cost in less than a year. When through strikes or dullness of trade an engine is idle it saves money as well as when it is busy; only a few cents' worth of white lead and tallow are needed for it, while mules, whether idle or not, must be fed. There are a number of items which must be considered in a fair comparison of animals with locomotives, which vary too much with each individual case to be noted in the table given on page 184. A locomotive makes so much quicker time than animals that fewer cars are required to carry a greater daily total of tonnage. This effects a reduction in original investment that may nearly amount to the cost of the locomotive, and also reduces materially the running expenses. This reduction in the number of cars — the engine, with quick trips, replacing a number of teams making slow trips — reduces the number of turnouts needed. In one case, one of our engines was mostly paid for by the sale of rails from extra track that was no longer of any use. The keeping up of a path between the rails for animals to work on, the renewing of ties worn out by constant trampling over them, is a vexatious expense avoided by the use of a locomotive. This item often amounts to one man's continuous time, or $T to $2 per day. Even where a large sum is spent in keeping up a footway, the chance of accident and wear and tear of animals is greater and the average useful life is less than that of a locomotive. The relative economy increases rapidly with the length of the road. On a track of a quarter of a mile or less in length, the locomotive, although much preferable, would not have so much advantage as on a road half a mile long. While it is almost impracticable to haul with mules much over half a dozen miles, freight can be hauled ten miles by the locomotive cheaper than by mules two or three miles. These incidental savings, which are not included in the table, will usually cover the additional cost if heavier rails are required, and also of any changes of grades, curves, mine headings, etc., as may be advisable for the most economical use of the locomotive. We recommend that an engineer be also enough of a mechanic to do all light repairs and keep the locomotive in good order. With such a man the item of repairs, unless the engine is overworked, should not average for say twenty years over $50 to $100 per year. The amount of fuel used is also considerably dependent on the engineer. We believe a liberal salary to a good, competent engineer the best policy. Our system of standard templets enables us to express duplicate parts on telegraphic orders. We believe that if parties who are doing hauling on tramways by animals will calculate for themselves the cost of operating, their own figures will show more than ours the advantages and economy of substituting light locomotives.

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186 H K PORTER COMPANY Estimates of Cost of One Mile of Railroad Track Laid with Steel Rails Weighing 16, 20, 25, 30, 35, 40, and 45 Pounds per Yard The following estimates are for the track ready for rolling stock, not including survey, right of way, buildings, tunnels, bridges, etc. They are intended merely to give a basis for more exact calculations, and will require modification to conform to variations in prices of material, freight charges, etc. The item of grading is very variable, and the lowest figures for this are for easy country or where steep grades and sharp curves are used to avoid expense in grading. These estimates are for single track (z. e., two rails), and no allowance is made for sidings, switches, frogs, crossings, culverts, etc. I. — Estimate of cost of one mile of track with 1 6-pound steel rails Rails at $31 per Ton Rails at $36 per Ton Rails at $41 per Ton 25sWo tons of 16pound steel rails. . 1,690 pounds of 3^x^ spikes. . . . 357 splice joints. . . 2,640 crossties .... Grading and laying track At $31 =$779.43 At 2^c.= 42.25 At 22C.= 78.54 At i5c.= 396.00 = 300.00 At At At At $36=$9o5.i4 2%C.= 46.52 25C.= 89.25 20C.= 528.00 = 5OO.OO At $41 =$1,030.86 At 30.= 50.70 At 27c.= 96.39 At 25c. = 660.00 = 700.00 Total per mile. . . . $1,596.22 $2,068.91 $2,537.95 MEMO. — Each $i per ton variation in the price of 1 6-pound rails will make a difference of $25.14 per mile. II. — Estimate of cost of one mile of track with 20-pound steel rails Rails at $31 per Ton Rails at $36 per Ton Rails at $41 per Ton 3I29264°o tons of 20pound steel rai!s. . At $31 =$974. 29 At $36=$!, 131. 42 At $41 =$1,288.57 2,710 pounds of 4Xr78 spikes At 2t4ac.= 65.04 At 216oC.= 70.46 At 2f%c.= 78.59 357 splice joints. ..At 2jc.= 96.39 At 3oc.= 107.10 At 33C.= 117.81 2,640 crossties .... At i5c.= 396.00 At 2oc.= 528.00 At 25c.= 660.00 Grading and laying track = 300.00 = 500.00 = 700.00 Total per mile .... $1,831.72 $2,336.98 $2,844.97 MEMO. — Each $i per ton variation in the price of 20-pound rails will make a difference of $31.43 per mile.

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PITTSBURGHPA 187 III. — Estimate of cost of one mile of track with 25-pound steel rails Rails at $30 per Ton Rails at $35 per Ton Rails at $40 per Ton 39.VA tons of 25pound steel rails . . 3,495 pounds of 4x^2 spikes At $30=$ i, 1 78. 5 7 At2180?OC.= 792.00 = 800.00 357 splice joints. . . . 2,640 crossties .... Grading and laying track At 32C.= 114.24 At 2oc.= 528.00 = 400.00 Total per mile . . . $2,302.941 $2,849.07 $3.398-70 MEMO. — Each $i per ton variation in the price of 25-pound rails will make a difference of $39.28 per mile. IV. — Estimate of cost of one mile of track with 30-pound steel rails Rails at $30 per Ton Rails at $35 per Ton Rails at $40 per Ton 4 7 2 Wo tons of 30pound steel rails. . 3,950 pounds of 4^x^ spikes. . . . 357 splice joints At $3o=$i, 414. 28 At2-3/>,c.= 92.82 At ^7C.= I^2.OO At $35=$i,65o.oo At2,5o5(jC.= 100.72 At 4oc.= 142.80 At 25c.= 660.00 = 600.00 At $40=$!, 885. 71 At 2^0.= 112.57 At 43C-= i53-5i At 300.= 792 oo = 800.00 2,640 crossties .... Grading and laying track . At 2oc.= 528.00 = 400.00 Total per mile . . . $2,567.19 $3.!53-52 $3-743-79 MEMO.- — -Each $i per ton variation in the price of 30-pound rails will make a difference of $47.14 per mile. V. — Estimate of cost of one mile of track with 35-pound steel rails Rails at $30 per Ton Rails at $35 per Ton Rails at $40 per Ton 55 tons of 3 5 -pound steel rails 3,950 pounds of A^xVo spikes At $30 = $!, 650. oo At21*Tf()c.= 92.82 At $35=$i,925.oo At2/050c.= 100.72 At 45c.= 160.65 At 25C.= 660.00 = 600.00 At $4o=$2, 200.00 At218o5()c.= 112.57 At 48c.= 171-36 At 3oc.= 792.00 = 800.00 357 splice joints.. . . 2,640 crossties .... Grading and laying track At 42C.= 149.94 At 2oc.= 528.00 = 500.00 Total per mile. . . $2,920.76 $3,446.37 $4,075-93 MEMO. — Each $i per ton variation in the price of 35-pound rails will make a difference of $55 per mile.

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188 H K PORTER COMPANY VI. — Estimate of cost of one mile of track with 4o-pound steel rails Rails at $30 per Ton Rails at $35 per Ton Rails at $40 per Ton 62i-o|o- tons of 40pound steel rails . . 4,185 pounds of 5x^2 spikes 357 splice joints. . . . 2,640 crossties .... Grading and laying track At $30=81,885.71 At2yy>,c.= 98.35 At 45C.= 160.65 At 25c.= 660.00 = 500.00 At $35=82,200.00 At21v,,c.= 106.71 At 5oc.= 178.50 At 3oc.= 792.00 = 700.00 At $4o=$2,5i4.28 At 2^0.= 119.27 At 55C.= 196.35 At 35C.= 924.00 = 1000.00 Total per mile. . . S3.304-71 $3,977.21 $4,753.90 MEMO. — Each $i per ton variation in price of 40-pound rails will make a difference of $62.86 per mile. VII. — Estimate of cost of one mile of track with 45-pound steel rails Rails at $30 per Ton Rails at $35 per Ton 0- tons of 45pound steel rails. . I At $30= $2, 12 1.43 At $35=82,475.00 5,215 pounds of 5X-/6 spikes At 2^c. 357 splice joints. . . . At 5oc.2,348 crossties . . . . At 3oc.: Grading and laying track. . 117.34 At 2T3050c.= 122.55 178. 50 At 6oc.= 214.20 704.40 At 4oc.= 939.20 500.00 = 700.00 Rails at $40 per Ton At $4o=$2,828-57 At 2f6oC.= 135.59 At 7oc.= 249.90 At 50^=1174.00 = 1000.00 Total per mile . . . $3,621.67 $4>45°-95[ $5,388.06 MEMO. — Each Si per ton variation in price of 40-pound rails will make a difference of $70.71 per mile.

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PITTSBURGH PA 189 Memorandum of Weights and Capacities of Cars for Use in Estimating Weights of Trains -wheel fiat car l-wheel gondola car -wheel box car 4-wheel flat car 4-wheel gondola car. 4-wheel box car. . . . Narrow Gauge Wide Gauge Weight of Car Pounds Weight of Load Pounds Weight of ( Pounds 3ar Weight of Load Pounds 9,500 to 1 1,000 25,000 l8,000 tO 20 ,000 40,000 10,000 " 12,000 30,000 20,000 " 22 ,000 50,000 15,500 " 18,000 40,000 22,000 " 24 ,000 60,000 26,000 " 28 ,000 70,000 28,000 " 30 ,000 80,000 32,OOO " 36 ,000 100,000 i 5,000 to 16,500 30,000 I9,OOO " 23 ,000 40,000 21,000 " 23,000 44,000 26,000 " 28 ,000 60,000 22,000 " 24,000 50,000 34,OOO " 38 ,000 80,000 36,000 " 42 ,000 100,000 14,000 to 15,000 20,000 33,000 " 36 ,000 60,000 19,000 " 21,000 30,000 34,000 " 36 ,000 70,000 20,000 " 22,000 40,000 38,000 " 40 ,000 80,000 22,000 23,000 50,000 40,000 " 46 ,000 100,000 5,OOO I 2,OOO 6,OOO I 2,OOO 9,000 20,000 6,500 12,000 Weight of Car Pounds Number Passengers Seated Weight of Car Pounds Number Passengers Seated 8-wheel passenger coach 1 2 -wheel Pullman .... Light 8-wheel open excursion coach Light 8-wheel coach for motor lines, suburban roads, etc 26,000 52 90,000 62 ri 7,500 9,700 60 40 18,000 10,000 80 40 Weights and Capacities of Street Cars Usual gauges of track, 56^/2, 60, and 62^/2 inches. 4-wheel, i -horse street car, 16 to 18 ft. long, 3,500 Ibs., seating 16 passengers. 2- ' ' 23 " 25 " 5,000 28 NOTE. — Passengers average 15 per ton of 2,000 pounds.

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190 H K PORTER COMPANY Weights and Capacities of Logging Cars 36 to 56^ inches gauge of track. MEMO. — The bunks of logging cars for narrow gauge are shorter than for wide gauge and logs must be piled higher than for wide gauge; for this reason standard gauge is usually preferable to narrow for logging. Weight Capacity, White Pine 8,000 Lbs., Yellow Pine 10,000 Lbs., per 1,000 Feet 4-wheel logging cars 3,ooolbs. 1,000 ft. of logs— 8,000 to 10,000 Ibs. " 5,000 2,000 ' =--l6,000 " 20,000 ' ' ' 6,000 2,500 " '' =2O,OOO " 25,OOO 8 -wheel 6,900 2,500 to 3,000 ft. of logs^7 20,000 to 30,000 lb. " 8,400 3,500 " 4,000 " = 28,000 " 40,000 " 9,600 4,500 " 5,000 " =36,000 " 50,000 I 1,000 5,500 " 6,000 " =44,000 " 60,000 Weights and Capacities of Contractors' Cars and Industrial Dump Cars Four wheels; usual gauge of track, 36 inches Weight of Average Weight Empty Car of Load I CU iK 2 2^ 3 4 5 Die yc ird capa city 1,400 It 2,500 3,000 s. 3, ooo It 4,500 6,000 7,500 9,000 12,000 15,000 S. 3'5oo 4,50° 6,000 6,800 Weights and Capacities of Colliery Cars Four wheels; usual gauge of track, 36 to 44 inches Approximate Capacity 15 bushels "run of mine" coal 20 25 30 33 35 40 46 54 long" tons coal. Weight of Empty Car Average Weight of Load 5°° 600 850 95o 1,050 1,150 1,250 1,400 1,700 2,000 2,500 1,200 Ibs. bituminous coal 1,500 1,900 2,300 2,500 2,700 3,000 3.500 4,100 5,700 anthracite 6,700

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PITTSBURGH PA 191 Miscellaneous A bushel of bituminous coal weighs 76 pounds, and contains 2,688 cubic inches. A bushel of hard coke weights 40 pounds. A bushel of soft or gas-house coke weighs 32 pounds. One acre of bituminous coal contains 1,600 tons of 2,240 pounds per foot of thickness of coal worked. Fifteen to 25 per cent must be deducted for waste in mining. One ton, 2,000 pounds, of bituminous coal requires for storage 40 cubic feet, or one ton of 2,240 pounds 45 cubic feet. One ton, 2,000 pounds, of anthracite coal requires for storage 33 cubic feet, or one ton of 2,240 pounds 37 cubic feet. A cubic yard of loose earth weighs 2,200 to 2,600 pounds. A cubic yard of wet sand weighs 3,000 to 3,500 pounds. A cubic yard of broken rock weighs 2,600 to 3,000 pounds. Water weighs about 8l/$ pounds per gallon, and one gallon contains 231 cubic inches. One cubic foot contains almost exactly 7^ gallons. The circumference of a circle is about 3! times its diameter. One acre contains 43,560 square feet. A square of 2o8iVu feet contains one acre=43,56o square feet. A square of i47i3oVo feet contains ^ acre = 2 1,7 80 square feet. A square of io4i3,,5,,5,, feet contains % acre= 10,890 square feet. One square mile contains 640 acres. To find the number of gallons in a circular tank, multiply the diameter in feet by itself, then multiply by the depth in feet, then by 6, and from this sum deduct 2 per cent. EXAMPLE.— A tank 14 feet diameter and 9 feet deep. 14 x 14 = 196 x 9 = 1,764 x 6 = 10,584 less 2 per cent (= 210) = 10,374 gallons. (This is very nearly exact.) One barrel is rated at 3 1 y% gallons. Cast iron weighs about one pound per 4 cubic inches. Wrought iron weighs about one pound per 3^ cubic inches. Steel weighs about 2 per cent more than wrought iron. To ascertain the weight in pounds per running foot of round steel, multiply the diameter in inches (using decimals to express fractions most conveniently) by 4; square this; divide by 6; add i per cent. To ascertain the weight in pounds per running foot of square steel, multiply the size in inches (using decimals to express fractions most conveniently) by 4; square this; divide by 5; add /,;. To ascertain the weight in pounds per running foot of flat steel, multiply the width by the thickness in inches (using decimals to express fractions most conveniently); multiply by 10; divide by 3; add 2 per cent. Steel boiler plate weighs per square foot approximately 2^ pounds (more exactly 213050 pounds) for each /,., inch of thickness. Copper plate weighs 2 ,*,;*„ pounds, and brass plate 2!7,,'1,, pounds per square foot of /,; inch*thickness.

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192 H K PORTER COMPANY Weights of Logs and Lumber Weight of Green Logs to Scale 1,000 Feet Board Measure Yellow Pine (Southern) 8,000 to 10,000 pounds Norwav Pine (Michigan) . 7,000 to 8,000 . ( off of stump . . 6,000 to 7,000 White Pine (Michigan) } , 1 ( out of water White Pine (Pennsylvania), bark off. .. 7,000 to 8,000 5,000 to 6,000 Hemlock (Pennsylvania), bark off. . . . 6,000 to 7,000 Four acres of water are required to store 1,000,000 feet of logs. Weight of 1,000 Feet of Lumber Board Measure Yellow or Norway Pine . . .Dry, 3,000 pounds; Green, 4,000 to 4,500 pounds White Pine Dry, 2,500 ; Green, 3,500 to 4,000 " Weight of One Cord of Seasoned Wood, 128 Cubic Feet per Cord Hickory or Sugar Maple 4,500 pounds White Oak 3,850 Beech, Red Oak, or Black Oak 3,250 Poplar, Chestnut, or Elm 2>35° " Pine (White or Norway) 2,000 Hemlock Bark, Dry (i cord bark got from 1,500 feet logs) 2,000 " MEMORANDUM. — When wood is cut in 4 feet lengths, a pile 4 feet high and 8 feet long contains one full cord of 128 cubic feet. Wood for locomotive fuel is cut in 2 feet lengths and a pile 4 feet high and 8 feet long is reckoned as a locomotive cord. For our small locomotives wood should be cut about 18 inches long. To Find the Size of Rail Needed for a Locomotive Multiply the number of tons (of 2,000 pounds) on one driving wheel by eight, and the result is the number of pounds per yard of the lightest rail advisable. This rule is only approximate, and is subject to modification in practice. NOTE. — If, as is often the case with four-wheel-connected locomotives, the weight on front and back driving wheels is not the same, the heavier weight must be taken. To Find the Number of Tons of Rail per Mile of Road Multiply weight of rail per yard by n, and divide by 7. This does not include sidings, and a ton is reckoned at 2,240 pounds. EXAMPLE. — The number of tons of 28 pounds per yard rail required for one mile is 11 x 28 = 308; divided by 7 = 44 tons. The number of tons of 2,000 pounds required per mile is very nearly i Y± times the weight per yard. EXAMPLE. — 1^ times 28 gives 49 tons per mile required of 28-pound rail. Rails are regularly sold by the ton of 2,240 pounds.

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PITTSBURGH PA 193 Table of Tons per Mile Required of Rails of Following Weights per Yard Weight per Yard TOnSp°er 'Mile "" | WeightperYard Tons of 2,240 Lb, per Mile 16 Ib. 20 25 28 3° 25 tons, 320 Ib. 31 960 39 640 44 o 47 3 20 35 40 45 56 60 55 tons, o Ib. 62 1,920 70 i, 600 88 o ' 94 640 Railroad Spikes, made by Dilworth, Porter & Co., (Limited), Pittsburgh, Pa. o- M j Average Num- Ties 2 Ft. between Centers, Rail Used, bizeivieasur id ber R of Spikes per Tie, makes Weight per 200 Ib. per Mile Yard s1/ 2 X ft 360 5,870 lbs.-=29I3 kegs 45 to IOO 5 X ft 405 5.215 = 26 40 to 56 5 x /^ 505 4,185 = 21 35 to 40 41/ 2 X ^ 535 3.950 = i9« 28 to 35 4 x y2 605 3.495 24 to 35 41/ 4 2 X ft 690 780 3.o65 2,710 = 13!! !• 20 tO 3° 4 *xft 890 1,025 2,375 2,065 — io 1A j- 16 to 25 3^ 3 2 x % 1,250 1,380 1,690 :: *$ | 16 to 20 2^ 2 x y8 1,650 1,280 == 6* 12 to 16 Crossties per Mile Center to Center Ties Center to Center Ties iY2 feet 3,520 2^ feet 2,348 i % 3.017 2 ^2 2,113 2 2,640 Splice Joints per Mile 2 Bars and 4 Bolts and Nuts to each Joint 2 Bars and 4 Bolts and Nuts to each Joint Rails 20 feet long 24 " " 26 " 528 joints 440 406 Rails 28 feet long 30 378 joints 352 The length of rails as usually sold is 90 per cent 30 feet long, and 10 per cent 24 to 28 feet long, requiring 357 splice joints per mile. The aver 

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194 HKPORTERCOMPANY age weight of splice joints (complete with 2 bars and 4 bolts and nuts) is as follows: For rails of 16 to 20 pounds per yard, each joint weighs 5 to 6 pounds. 24 to 28 " 6 to 8 " 30 to 35 10 to 12 40 to 50 12 to 16 " 56 to 60 " 18 to 24 " Comparison of Weights of Rail — American and Metric Standards i lb. per yd.= 0.496 kilog. per metre i kilog. per metre= 2.016 Ib. per yd. 8 = 3.968 4 = 8.064 10 = 4.960 5 =10.080 12 = 5.952 6 =12.096 16 = 7.936 8 =16.128 20 = 9.920 10 =20.160 25 =12.400 12 =24.192 30 =14.880 14 =28.224 35 =16.960 16 =32.256 40 =19.840 20 =40.320 45 =22.320 22 —44.352 50 =24.800 24 =48.384 55 =27.280 26 =52.416 60 =29.760 30 =60.480 To change pounds per yard to kilograms per metre: Divide by 2, and then subtract ts0 of i per cent (.008). EXAMPLE. — 60 pounds per yard, divided by 2=30 ; 1 per cent of 30=. 3 ; Ts,j of 1 per cent (.008) of30 = .24;30 — .24=29.76 kilograms per metre. To change kilograms per metre to pounds per yard: Multiply by 2, and then add f{}- of i per cent (.008). EXAMPLE. — 24 kilograms per metre multiplied by 2=48; & , of 1 percent (.008) of 48= .384, which added to 48 makes 48.384 pounds per yard. NOTE. — Approximately each 1,000 pounds weight resting on four wheels requires one pound per yard weight of T rail ; i. e., a locomotive with 20,000 pounds on four wheels needs a rail 20 pounds per yard.

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PITTSBURGHPA 195 American and Metric Standards of Length i millimetre = lf,1l|^ metre = 0.03937 (nearly a:r>) inch=o. 00328 foot i centimetre = -jjff metre = °-3937 (full %) inch=o. 0328 foot ( =1000 millimetres =39.37079 (about 39%) inches i 100 centimetres = 3.2809 feet =1.0936 yard \ =3 2 80 A- feet =1093,% yards i kilometre 1000 metres ' = 0.62138 (about %) mile i inch = 2.5399 centimetres = 25.3995 millimetres i foot = 30.4794 centimetres = 304 7944 millimetres i yard = 91.4383 centimetres = 914.3835 millimetres i mile = 1.6094 kilometres == i6o9-,40 metres American and Metric Square Measure i square millimetre =0.00155 square inch i square centimetre = 100 square millimetres= 0.155 sq. inch C 1550 sq. inches i square metre =1000000 square millimetres= < 10.7641 sq. feet ( 1.1960 sq. yard C 107641 sq. feet i hectare = 10000 square metres = 2.4711 acres ( 0.003861 sq. mile i sq. in. =645.16 sq. mm. 6.4516 sq. centimetres i sq. ft. =144 sq. in. 92903 sq. mm. = 929.03 sq. centimetres i sq. yard=9 sq. ft. = 836127 sq. mm. 0.8361 sq. metre i acre=4356o sq. ft. = 4047 sq. metres = 0.4047 hectare i sq. mile=278784oo sq. ft. =2589945 sq. metres =258.99 hectares American and Metric Cubic Measure i cubic millimetre 0.000061 cubic inch i cubic centimetre= 1000 cubic mm.= o 061023 cubic inch (610230 cubic inches 3 ^3080 cubic ya^d ( 0.88 cu. ton of 40 cu. ft. 2. 1 1 34 2 pt., liquid measure roooooo cubic mm.. -^ £. liquid =e 61.023 cubic inches

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196 H K PORTER COMPANY American and Metric Cubic Measure — Continued i cubic inch =16387 cubic millimetres i cubic ft. =1728 cubic in. =0.02832 cubic metre = 283200 cu. centimetres i cubic yd.= 27 cubic ft. =0.7645 cubic metre = 764500 cu. centimetres i cubic ton of 40 feet =1.1328 cubic metre =1132800 cu. centimetres i pint =28.9 cubic in. =0.47315 litre - 473.15 cu. centimetres i quart =57.75 cubic in. =0.9463 litre = 946.3 cu. centimetres i gallon =23 1. cubic in. =3.7852 litre =3785.2 cu. centimetres American and Metric Standards of Weight i kilogram =2 . 2046 Ib. (usually reckoned as 2T20 Ib.) i pound =0.45359 kilograms i metric ton (1000 kilograms) =2204-^,, Ib. (usually reckoned as 2200 Ib.) i ton of 2000 pounds = 907.2 kilograms i ton of 2240 pounds =1016. kilograms NOTE. — In ocean shipments it is customary for the vessel to have the option of reckoning each box or piece at 2,000 pounds, or at 40 cubic feet per ton. In computing the cubic measurements extreme dimensions are taken, and the width, length, and height multiplied together to arrive at the cubic contents of a rectangular figure which would contain any irregularly shaped piece. It is our practice to pack so as to secure economy of space, and to mark each piece with dimensions in feet and tenths of feet. Distances in Miles and in Kilometres for Comparison of Lengths of Railroads, Speed per Hour, etc. (5,280 feet=i mile. 1,000 metres=i kilometre.) I mile = i .61 kilometres. i kilometre = o .62 miles. 2 miles= 3 . 22 2 kilometres= i .24 " 3 = 4 •S3 3 = i .86 " 4 " = 6 •44 4 = 2 .48 * * 5 " = 8 •05 5 == 3 . 10 " 6 ; = 9 .66 6 = 3 •73 " 7 " =n .26 7 = 4 •34 1 ' 8 1 =12 .88 8 = 4 •97 « 9 1 =14 •49 9 = 5 •59 " 10 " =16 .09 10 = 6 . 21 ( * ii ; =I7 .70 1 1 = 6 .83 " 12 " =I9 •3i 12 = 7 •45 " J3 ' =20 .92 J3 = 8 .08 " 14 " =22 •53 14 = 8 .70 " 15 = 24 .94 J5 = 9' 32 " 20 ' =32 .19 20 = 12 , •43 " 25 " =40 .24 25 = 15 •53 " 3° =48 .28 3° =18. .64 " 35 " =56 •33 35 = 21 , •75 " 40 =64 •37 40 = 24 •85 " 50 " =80 •47 5° =3T .07 "

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PITTSBURGH PA 197 Comparison of Measurements in Inches and Millimetres Sufficiently accurate for use in connection with gauges of track, heights of car coupling, lengths of wheel-base, width of locomotives, etc. M inch = I2ir0 millimetres. 31 inches= o metre 787 millimetres. I " = 25,4() " 31^ = 0 800 " 2 inches= 50,*, 32 " =0 " 813 " 3 " = 76}-, 33 = o 838 " 311 = 100 34 = 0 " 863 * * 4 " =102 35 = o 889 " 5 = 127 3$1A " =0 " 900 " 6 = 153 36 " =0 " 914 " 7 = 178 37 = o 940 * * 7% = 200 38 = 0 965 " 8 = 203 39 " =0 " 990 * * 9 = 229 39% " = 1 " o " 10 = 254 40 = I 16 " ii " =280 41 = I 41 " 1 1 13* = 3°° 42 = I 66 " 12 = 3°5 43 = I 91 " J3 = 33° 44 " = I 116 " 14 = 355 45 = 1 J43 " 15 = 38i 46 = I 1 68 " 15/4 = 400 47 " =1 " 184 " 16 = 407 48 = I 219 " 17 = 432 49 = 1 " 244 " 18 = 457 49M = I 250 11 J9 = 483 50 " =1 " 270 " 19^8 = 5°° 51 " = I " 295 20 = 508 52 = I 321 21 = 533 53 = 1 347 22 = 559 54 =r I 372 23 = 584 55 " = I " 397 " 23^8 = 600 56 " =1 " 422 " 24 " =609 56^ " =1 " 435 " 25 " =635 57 " = I " 448 " 26 " =660 58 " =1 " 473 " 27 " =685 59 •== J 500 " 2 7 i!V, = 700 60 " =1 " 524 ii 28 " =711 62^ = I 587 ii 29 = 736 66 " =1 " 676 " 29^ = 75o 72 " =1 " 828 ii 3° = 762

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198 H K PORTER COMPANY Comparison of Pressures in Pounds per Square Inch and in Kilograms per Square Centimetre Pounds per Square Inch f \ Kilograms'per Square Centimetre Kilograms per Square Centimetre / _ \ Pounds per * ~~ I Square Inch I = . 0703 o . 10 I . 422 2 = . 1406 0-15 2-133 3 — .2109 0. 20 2.844 4 = .2812 0.25 3-556 5 = •35J5 o. 50 7.II2 6 = .4218 °-75 10.668 7 = .4921 i 14.224 8 = .5624 2 28.448 9 = .6327 2.50 35-56o 10 = .7030 3 42.672 15 = 1.0546 4 56.896 20 = i . 4061 5 71.120 3° = 2 . 1092 6 85-344 40 = 2.8123 7 99.568 5° = 3-5J54 7-5° 106 . 680 100 = 7 • °3°8 8 113.792 no = 7- 7338 9 128 . 016 120 = 8.4369 10 142 . 241 130 = 9 . 1400 1 1 156.465 140 = 9-8431 12 170.689 150 = 10 . 5462 12.50 177 . 801 160 = n . 2492 J3 184.913 170 = ii .9523 14 199. 137 180 = 12 . 6564 15 213.361 190 = I3-3585 16 227.585 200 = 14 . O6l6 X7 241 .809 250 = 17.5770 18 256-033 300 350 400 = 21 . 0924 24 . 6078 28 . 1232 20 25 3° 270.257 284.482 355-602 426 . 722 450 = 31 .6386 35 497-843 500 = 35.1 540 40 568.963 550 = 38.6694 45 640.083 600 = 42. 1848 5° 711.204 650 = 45.7002 55 782.324 700 = 49.2156 60 853-445 75° = S2^^ 65 924. 565 800 = 56.2464 7° 995 . 686 IOOO = 70. 3080 75 1066.806 1500 = 105 . 4620 100 1422 . 408 2000 = 140. 6l6o 15° 2133.612 2500 = 175.7700 200 2844.816

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PITTSBURGH PA 199 Atmospheric Pressure Temperature 60 Degrees Fahrenheit Altitude above Sea Level in Feet Pressure, Pounds per Square Inch Barometer, Inches 0 14. 72 30 I ,000 1417 28 87 2 ,000 13.63 27 78 3 ,000 131 1 26 72 4 ,000 12. 61 25 70 5 ,000 12 . 13 24 72 6 ,000 1 1 . 68 23 78 7 ,000 1 1 . 24 22 89 8 ,000 10. 82 22 04 9 ,000 10. 42 21 22 10 ,000 10 . 03 20 43 ii ,000 965 J9 66 12 ,000 928 18 92 13 ,000 8. 93 18 20 M ,000 8. 59 J7 50 J5 ,000 8. 26 16 82 The pressure of one atmosphere, 14.72 pounds per square inch, is equivalent to 1.0335 kilograms pressure per square centimetre For convenience one atmosphere is usually reckoned as 15 pounds. Note. — To reduce Fahrenheit to Centigrade: deduct 32, divide by 2, add -^th. To reduce Centigrade to Fahrenheit: multiply by 2, deduct 10^, add 32. To reduce Fahrenheit to Reaumur: deduct 32, divide by 2, subtract ith. To reduce Reaumur to Fahrenheit: multiply by 2, add l/&th, add 32. Useful Data as to Wrought-Iron Pipe Wrought-iron pipe is commercially listed by the inside diameter in inches and fractions, the actual inside diameter for most sizes being somewhat greater than the listed size. List Size Actual Inside Diameter Weight per 100 Feet Number of Feet in 2,000 Lb. Cubic Contents of 100 Feet Numberof Ft. to Contain 100 Cubic Ft. i in. 1.048 167 Ibs. 1,198 .60 16,690 1 /4 z • 38 225 ' 889 i . 04 9,625 i^ ' i . 61 269 744 1.41 7,066 2 2.067 366 ' 547 2-33 4,291 2^ ' 2.468 577 ' 347 3-32 3,012 3 3-°67 754 ' 265 5.13 1,950 3;Hi ' 3-548 9°5 ' 221 6.86 L457 4 4. 026 1,072 ' 186 8.85 1.13* 4^ ' 4-5°8 1,249 ' 160 ii . i 902 5 5-045 L456 ' 137 13-9 720 6 ' 6.065 1,877 ;; 106 . 4 20 . i 498 7 7.023 85.4 26.9 372 7.982 2^35 " 7°-5 34-7 288

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200 H K PORTER COMPANY Contents of Cylindrical Pipes or Tanks Inside Diam. in Inches Cubic Feet for each Foot in Length Length in Feet to Contain 100 Cubic Feet : Inside Diam. in Inches Cubic Feet for each Foot in Length Length in Feet to Contain 100 Cubic Feet 8 •349 286.53 41 9. 1 68 10 . 90 9 .442 226.6 42 9 . 621 10.39 10 •545 183.4 43 10. 085 9.91 ii .66 I5I-5 44 !o-559 9-47 12 -785 127.3 45 11.045 9-05 13 .922 108.5 46 11.541 8.66 14 i .069 93-54 47 12 . 048 8.30 15 1.227 81.49 48 12 . 566 7-95 16 1.396 7!-63 49 13.098 7-63 I7 !-576 63-45 50 13.636 7-33 18 1.768 56-56 51 14-184 7-05 *9 1.969 50-77 52 14.748 6.77 20 2. l82 45-83 53 J5-32 6.52 21 '2.405 41-57 54 15.904 6.28 22 2.64 37-87 55 16. 50 6.06 23 2.885 34-66 56 17.104 5-84 24 3.142 31.82 57 17.721 5-64 25 3-409 29-33 58 18.348 5-45 26 3.687 27-I3 59 18.986 5.26 27 3-976 25-15 60 19 . 636 5-09 28 4.276 23-38 61 20.295 4.92 29 4.587 21.80 62 20 964 4-76 30 4.909 20.37 63 21.647 4. 62 31 5-24I 19 . 08 64 22.34 4-47 32 5.584 17.79 65 23-03 4-34 33 5-94 16.83 66 23-76 4. 20 34 6-305 15.86 67 24.484 4.08 35 6.681 14.97 68 25 • 22 3-96 36 7.069 14.14 69 25-965 3-84 37 7.467 13-38 70 26. 724 3-74 38 7.876 12 . 70 71 27-494 3-63 39 8.296 12 .05 72 28.276 3-53 40 8.727 11.46

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PITTSBURGH PA 201 American and Metric Standards of Thickness Plates, Wire, etc. EQUIVALENT THICKNESS EQUIVALENT THICKNESS Wire Gauge Decimals of Inch Millimetres and Decimals Fractions of Inch Decimals of Inch Millimetres and Decimals 0000 . 460 11.684 1 I I 25 .400 000 .410 10.414 !,'l -96875 24. 606 00 •365 9.291 H •9375 23.812 0 •325 8.255 H .90625 23.019 i .289 7-34i v% -875 22.225 2 •258 6.553 n -84375 21.431 3 .229 5.817 \\ -8125 20.637 4 . 204 5 . 182 \\ -78125 19.844 5 .182 4-623 H -75 19.050 6 . 162 4 . 115 II .7i875 18.256 7 •144 3-657 i,1, -6875 17.462 8 .128 3-247 n -65625 16. 669 9 .114 2.896 y* -625 I5-875 10 . 101 2-565 H •59375 15.081 ii .091 2.311 9 1 6 •5625 14.287 12 .081 2.057 \l -53I25 13-494 13 .072 .829 y* •5 12 . 700 14 . 064 .626 i r> 3 2 .46875 II .906 15 •057 .428 18 •4375 II . 112 16 •051 •295 M .40625 10.319 18 . 040 .016 B/s •375 9-525 20 .032 0.813 1 1 3 '2 •34375 8.731 22 .025 ° • 63 S A •3125 7-947 24 . 021 °-533 A .28125 7-*54 26 . 016 0.407 ¥ •25 6.350 28 .013 0.330 8f •21875 5.556 A •1875 4.762 A •15625 3-969 H .125 3-175 A •°9375 2.381 A .0625 1-587 A .046875 i . 190 A •03125 0.794 h . 015625 0-397 Number of Revolutions per Mile for Driving Wheels of Different Diameters Diameter of Wheel Revolutions per Mile Diameter of Wheel Revolutions per Mile 1 8 inches 1,116 20 1,005 22 914 23 874 24 837 26 773 28 718 30 672 32 628 33 609 36 inches 38 40 42 44 46 48 5° 60 72 558 529 502 480 457 437 420 402 336 279

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02 H K d c PORTER COMPAN Y o -t co o" M r>M M .|.S ^ M M Cl M en C/) (T) gi 3 £ 3 £ S 8 a S £ § ? CO O R 1 CO Ui •If --"R-sl^i? 2 IT, co S ID 0 V rt l> at O -t co enc/o O^ u->ci cn-tu->r^co o cn-tco CO M £ 1» O en Q HH PH $1 - ^ - - * s j? ^ ? M' M Jn en ^n ^ 4-1 C Q .ss - Oco-tOOO-tOO rf rj- vO CO OCN -tO O -t CO CO M 0 0 co 1 O s'i TtinOco O M ir>O O X ° en 7"> °2 § Q w .a-£ -tcnOcoO O OO O 1 R S § IS o g .- 0 . g r0 xo *u ^ K .S-S u-)vCcoOO"">coOir> ? 0 O U^ O O S ^-M w PH 1— i CO g o P" co |-; ir>vOco O M vnco OO S S ^ 5 a ^g 1) tt> rt 0 d.S £>o&2 ?; s S o'cg « 0 * J s ^ c r2 h 3 m • -H PH JD j 03 S OMOO^O^OOO 0 M ^ co co co 'C bJO 0 3=3 M M M 0 0 0 en ^ ^ 2 xo rQ c > w .2-9 Q^ ^^2?S?l?c?R 1 o" XT) C ;_O ^ en ° > *j 4_, o DH «.s O -tM Oco OM Oco r^co *-* -to O inr^-t M M M M M cs en CO -t M m CO in IT) co M O 00 c " U] PQ Sff -t m If: 0 r^ co § .s-s f. Sv a 2,S3 Z 3 & ir> -f c£ •ft S^ ' — s U Cu .S-S s § ?S 8 a 3 g ? 1 o1 1 S S 8 CO o g.5 5=2 C?M -t co M r--enrto^ MMMMwencn-t to tn 0^ 0 IN r^ r^ en co O 0 en M °^ S o 1 | oooooooo-r en MM O °t Q en 0 M 0 JS -d 1 « — C H II II II II II II II II II II II II II II 0) a 0! ^ffi § ." : o 0 0 vo 00

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PITTSBURGH PA 203 Horsepower of Locomotives It is undesirable to reckon locomotives by horsepower, since this is dependent on speed, which is a variable quantity, and any figures as to horsepower of locomotives are liable to be misleading. Locomotive horsepower may, however, be computed by the following rule: Multiply together the area of one piston in square inches, the mean effective pressure in the cylinders in pounds per square inch, twice the length of stroke in feet, the number of revolutions of the driving wheels per minute, and divide by 33,000. If power is to be stated in equivalent of kilowatts divide by 44,236 Horsepower may be reduced to kilowatts by multiplying by .746. Kilowatts may be reduced to horsepower by multiplying by 1.34. In computing locomotive horsepower the speed assumed must not be greater than practicable for the locomotive while hauling its heaviest loads unless a corresponding reduction is made in the estimate of mean effective pressure. A much simpler rule for computing the horsepower of a locomotive when the tractive force is stated is to multiply the tractive force in pounds by the speed in miles per hour at which the locomotive can handle its heaviest loads, and multiply this product by .00266. EXAMPLE. — Locomotive 7 x 12 cylinders, 24- inch drivers, 160 pounds boiler pressure has 3,330 pounds tractive force, and can do its heaviest work at about 4 miles per hour; 3,330 X 4X .00266 = (approximately) 35 horse-power, which is a conservative estimate.

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204 H K PORTER COMPANY Telegraphic Correspondence Code Cable Address: Porter, Pittsburgh To be used in connection with ABC Code (4th Edition), or A B C Code (5th Edition), or Lieber Code, or Al Code, or Western Union Code, or Business Telegraph Code. NOTE. — Code words not in previous catalogue are printed in light-face type in tables, and in italics in list of code words. NOTE. — All of the code words in this catalogue, including the code words designating each size and design of locomotive, and the following code words for correspondence, selected from THE OFFICIAL VOCABULARY FOR CODE TELEGRAMS published by the International Bureau of Telegraphic Administrations are approved by the various telegraph and cable companies throughout the world. The code words selected are arranged alphabetically, and begin with the following letters in the alphabetical order given: H, K, P, R, T. Words beginning H, K, and P are used to designate the designs and s:zes of locomotives, and words beginning with R and T are used for, the correspondence code which here follows. These letters were selected because they are found in the firm name, H. K. PoRTER co.

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PITTSBURGH PA 205 Boiler Construction, Material, Pressure, Lagging, etc. Code Word MESSAGE RIMEUX RIMMON RINGLA RINGOT RINODO RIPELY RIRONT RISADE RISBAN RISOTA RISQUE RISUDI RIVOTI RIXOSA RIZINA RIZODE RIZOPO RIZPAH RIZZARLO. . . RIZZOLLO. . . ROADMAN . . . ROADSTEAD. ROADWAY. .. ROANA ROANESES.. . ROANOS ROARER ROBIGO ROBLON ROBIJN ROBORO. . ROB OS A . ROBUTU. ROCHAZ. . . . RODAPE. . . . ROEDOR. . . . ROEMER.. . . ROEMOS ROENNE. . Boiler pressure 120 pounds per square inch. I25 130 135 140 160 165 " 170 175 180 190 200 Pressure per square inch in pounds * -- . Straight style boiler. Wagon-top style boiler. Extension-front boiler (see Illustration No. i, page n). Short-front boiler (see Illustration No. 3, page 12). Firebox between frames and partly over rear axle (s). Firebox between frames and behind rear axle. Firebox between frames and between axles. Firebox placed above frames. Firebox full width placed behind rear driving wheels. Crown sheet secured by crown-bars. Crown sheet secured by radial stay-bolts. Dome placed on wragon-top part of boiler. Dome placed on cylindrical part of boiler. Dome placed centrally on cylindrical part of boiler with 2 sand-boxes — one in front and one behind dome. Boiler to be tested by hot hydraulic pressure 50 per cent above working pressure. Boiler to be tested by hot hydraulic pressure * — —per cent above working pressure. Boiler to be tested by steam * -- per cent above working pressure. Dome placed inside of cab. Dome placed outside of cab. Grate area measured in square feet * -- . Heating surface of firebox measured in square feet * -- . Heating surface of flues measured in square feet * -- . Total heating surface of firebox and flues measured in square feet * -- . * Any code designated on page 204 may be used to express figures.

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206 H K PORTER COMPANY Boiler Construction, etc. — Continued Code Word MESSAGE ROERBAK. ROEREND. ROERIAN. . ROEROM... ROFFIA ROGADO. . . ROGALE . . . ROGALIUM. ROGASEN. . ROGBORD. ROGEN. . . . ROGERIO. . ROGGIO. , ROGITO... . ROHUNA. ROJIZO. . ROLDES. ROLEN A . ROLHAO. . . ROLLOS. , RONGER. Fire box of steel and flues of iron, or seamless steel. Fire box of steel and flues of seamless brass. Fire box of steel and flues of seamless copper. Fire box of copper plates and flues of iron, or seamless steel. Fire box of copper plates and flues of seamless brass. Fire box of copper plates and flues of seamless copper. Smoke-stack of copper. Smoke-stack for coal fuel, taper style, cast iron, like Illustration No. i, page n.f Smoke-stack for coal fuel, straight style of steel plates with cast top finish, like Illustration No. 2, page i2.f Smoke-stack for coal fuel, diamond style of steel plates with cast spark arrester and steel wire netting, like Illustration No. 3, page i2.f Smoke-stack for wood fuel, balloon spiral cone style, like Illustration No. 4, page i2.f Smoke-stack for wood fuel, "sunflower" style, like Illustration No. 5, page i2.f Smoke-stack of steel plate with copper top (straight style stack). Boiler lagged with wood and cased with planished iron. Boiler lagged with wood over asbestos sheet and cased with planished iron. Boiler lagged with asbestos cement and cased with planished iron. Boiler lagged with asbestos board and cased with planished iron. Boiler lagged with sectional magnesia and cased with planished iron. Boiler casing with brass securing bands. Dome casing of sheet brass body with cast-iron top and base. Dome casing of sheet steel body with cast-iron top and base. Brakes ROPAJE Engine to have hand lever brake to driving wheels. RORIDA Engine to have hand screw brake to driving wheels. ROSARY Engine to have hand wheel brake to 4 wheels of tender. ROSTRO Engine to have hand wheel brake to 8 wheels of tender. ROSURI Engine to have H. K. Porter Co.'s steam brake to driving wheels. t Unless otherwise agreed, stacks Nos. 1 and 2 will be furnished in connection with extension-front boiler, and stacks Nos. 3, 4, and 5 with short-front boiler.

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PITTSBURGH PA 207 Brakes — Continued Code Word MESSAGE ROTBAK. .. ROTULO. . . ROTURA. . . ROTZES.... ROUAGE. . ROUBAZ. . . ROUPIE. . . ROXEAR. . . RUANEZ. .. RUARIA. . . RUARON... RUBACE . . . RUBBIO. .. RUBEDO. .. RUBIFY. . . RUBION. . . RUBLOS. . . RUBLUT . RUB MRS .. RUBNOX.. Engine to have H. K. Porter Co.'s steam brake to driving and tender wheels. Engine to have American patent steam brake to driving wheels. Engine to have American patent steam brakes to driving and tender wheels. Engine to have Eames Vacuum Air Brake to driving wheels only. Engine to have Eames Vacuum Air Brake to driving wheels and tender only. Engine to have Eames Vacuum Air Brake for train only. Engine to have Eames Vacuum Air Brake to driving wheels and train. Engine to have Eames Vacuum Air Brake to driving wheels tender, and train. Engine to have Westinghouse Automatic Air Brake for driving wheels only. Engine to have Westinghouse Automatic Air Brake for driving wheels and tender only. Engine to have Westinghouse Automatic Air Brake for train only. Engine to have Westinghouse Automatic Air Brake for driving wheels and train. Engine to have Westinghouse Automatic Air Brake for driving wheels, tender, and train. Engine to have water brake to cylinders. Brake shoes to be applied to four driving wheels. Brake shoes to be applied to six driving wheels. Brake shoes to be applied to eight driving wheels. Cam style spread brake. Clamp style brake. Equalized style brake. Cab RUDEZA. RUEFUL. RUEPEL. RUFULI . RUGIDO. RUGOSU . RUGUMO. RUGWOL. RUIFEL.. RUJADA. Wooden cab without doors, rear entrance. Wooden cab with side doors. Wooden cab without doors, side entrances. Steel cab, similar to page 80. Steel cab, similar to page 82 or 84. Mine style cab, similar to page 106 or 108. Open sheet-steel canopy, similar to pages 76, 86, Motor style cab, similar to pages 102 and 104. No cab at all, similar to page 78. Front part of tender to be protected by sheet-steel canopy. etc.

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208 H K PORTER COMPANY Couplings, Lettering, Etc. Code Word RUKKEX. RULLUM. RUMEUR. RUMIAR. RUMINO. TABERD. TABIDO. . TABIEL. TAB INS. . MESSAGE TABIOR, TABLON. TABUAL. TABUDA. TACCAS. . TACHIM. TACHYS. TACITA.. TACTOS. . TADDEO. TADEGA. TADMOR. Lettering for cab is . Lettering for tank is . Lettering for cab and tank is . Numeral for number-plate is — — . Lettering for cab and tank and engine number are . Usual American style coupling for link and pin. Automatic patent coupling, name of patent is — Master Car Builder type of automatic coupler, full size. Master Car Builder type of automatic coupler, narrow gauge or three-quarter size. Master Car Builder type of automatic coupler, pivoted. European style coupling with two hooks and central buffer. European style coupling with single hook and two buffers. Screw coupling. Hook coupling placed centrally, American style, as used for small cars for mines, contractors, etc. Height from level of rail to center of car couplings in inches * — — . Height from level of rail to center of car couplings is same as usual for American standard gauge freight cars — /'. ., 34^/2 inches. Height from level of rail to center of car couplings is same as usual for logging cars. Diameter of buffers, European style, in inches *- . Distance from level of track to center of buffer in inches Distance apart between centers of buffers in inches * . Please telegraph height in inches from level of rail to center of car coupling, confirming by mail with description of coupling, and, if practicable, a sketch of end timbers of car, with dimensions and location. TAFRIA Please write fully height in inches from level of rail to center of car coupling, with description of coupling, and, if practicable, a sketch of end timbers of car, with dimensions and location. TAGALO Please telegraph, confirming by mail, lettering for locomotive cab and for tank, and engine number (if any) to go on engine number-plate. TAHALI Please write promptly instructions for lettering cab and tank, and also engine number (if any) to go on engine number-plate. TAHENO Please mail promptly as practicable full sketch, with dimensions and description and location, if European discshaped buffers, hook coupling, screw coupling, patent coupling, or any special arrangement is desired. TAHURA Please telegraph, confirming by mail, lettering for cab and tank. TAIPAL Please telegraph, confirming by mail, height of car coupling, lettering for cab and tank, and kind of fuel. TAIXAR Please telegraph, confirming by mail, kind of fuel and gauge of track. TAJACU i Please write fully information as to requirements and con ditions as explained on pages 16 and 17. * Any code designated on page 204 may be used to express figures.

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PITTSBURGH PA 209 Construction Details Code Word MESSAGE TAJ E AS J Wooden pilot at front end. TAKTIK j Wooden pilot at each end. TALCKY I Iron pilot at front end. TALGEN j Iron pilot at each end. TALISCA ! Metal bumper at front end. TALITRO I Metal bumper at each end. TALOOK Hanging step-board with hand-rail at front end. TALORA. TALVEZ . Hanging step-board with hand-rail at rear end. Hanging step-board with hand-rail at each end. TALVILLA. . . . Snow-plow of sheet steel at front end. TALVOLTA. ... Snow-plow of sheet steel at each end. TAMARO Angle bar each end of locomotive for removing track obstructions. TAMBEM Steel wire brushes each end of locomotive for cleaning track. TAMBOR Locomotive to be furnished with one head-light with bracket and shelf. TAMICA Locomotive to be furnished brackets and shelves. TAMIZO Extra handsome finish and painting, gold lettering. TAMPON Very plain finish, durable, but without ornament. TAMRAS.. Bell to be omitted. Cylinders TAMTAM Cylinders with sheet-brass jackets. TAMUGE ' Cylinders with sheet-steel jackets. TAPIGO Cylinders to be one-half inch larger diameter. TAPITI Cylinders to be one inch larger diameter. TAPIZE Cylinders to be one-half inch smaller diameter. TAPONA Cylinders to be one inch smaller diameter. TAPPAL Cylinders to be two inches longer stroke. TAPUJO Cylinders to be four inches longer stroke. TAPUME Cylinders to be two '—- hes shorter stroke. TARAJE Cylinders to be four inches shorter stroke. TARANDES. . . Compound cylinders, two-cylinder type. TARANTEL. . . I Compound cylinders, two-cylinder type, diameter of highpressure cylinder as stated for locomotive, code word given ( );f diameter of low-pressure cylinder to be in proportion, weight of locomotive to be increased accordingly. tCode word need not be repeated if already used in the message.

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210 H K PORTER COMPANY Code Word Cylinders — Continued MESSAGE TARASAXA. . . Compound cylinders, two-cylinder type, weight of locomotive not to exceed weight stated for locomotive, code word given ( ),f and diameters of high- and lowpressure cylinders of suitable size. TARASIUS. . . . Compound cylinders, two-cylinder type, locomotive otherwise of general design, code word given ( ),f and of weight nearly the same as practicable, diameters of high- and low-pressure cylinders in inches respectively — and * . TARASPIC. . . . Inside-connected cylinders placed between frames with main-rod connection to crank-axle, reducing width of locomotive. Dimensions TARAUD Height above rail not to exceed *TARAZO Height above rail not to exceed *TARBEA ! Width not to exceed * inches. TARDIO . . Width not to exceed * feet. inches, feet. TARDOZ. . . . TAREFA. . . . TARGET. . . . TARGUM TAROTS . Length not to exceed *Length not to exceed *inches, feet. Wheel-base, rigid (preferred), in inches * . Wheel-base, total (preferred), in inches * . Wheel-base to suit turntable length, length in feet Frames TAUDER Continuous forged frames of H. K. Porter Co.'s standard type of construction. TAUMEL Main frames stopped at firebox with connection to rear section of frames to secure extra wide firebox for narrow gauge. TAUPE A Outside frames with driving wheels placed inside of frames and with heavy steel cranks on axles for crank-pin connections. TAUPIL Steel castings frames. * Any code designated on page 204 may be used to express figures, t Code word need not be repeated if already used in the message.

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PITTSBURGH PA 211 Fuel Code Word MESSAGE TA UPON . . . . Fuel, bituminous coal. TAURIM. . Fuel, bituminous coal, good quality. TAUSCH. . . Fuel, bituminous coal, poor quality. TAVOUA. . Fuel, bituminous coal, slack and nut size. TAWDRY. Fuel, lignite coal, poor quality. TAXINE. . . . . Fuel, anthracite coal. TAYOBA Fuel, anthracite coal, pea size or culm. TAZANA. . . Fuel, pitch-pine wood. TAZMIA. . . Fuel, white-pine and similar wood. TEAGEM. . Fuel, hardwood, well seasoned. TEAPOY. . . Fuel, wood poorly seasoned and poor quality. TEATRO. . Fuel, sawmill slabs and refuse. TEAZLE . . Fuel, bituminous coal and wood, mostly coal. TEBOUL. . . Fuel, bituminous coal and wood, mostly wood. TECHNA. . . . . Fuel, naphtha or crude oil. TECTLY . . Fuel, bagasse. TEFLTM . . Please telegraph kind of fuel to be used. TEGAME. . . . . . Please write kind of fuel to be used. TEGARN . . T? 1 '4- * . . _F uei capacity pounois 01 coal. TEG A TS . . . . . Fuel capacity * — — cubic feet of wood. TEG A UB . . . . . Fuel bunker in cab. TEGENT . . . . . Fuel bunker at rear end. TEG EMS . . . . . Separate four-wheel fuel car. Gauge of Track TEGESU ! (What is) Gauge of track? TEGORA Gauge of track is * inches. TEIFUN I " " " " * millimetres. TEIMAR " " " " 1 8 inches. TEINTE " " " " 20 " TEJADO " " " " 24 " TELARY " " " " 30 " TELEBA " " " " 33 " TELHAO " " " " 36 " TELLER " " " "42 " TELONA " " " " 56 iX " TELPAS " " " " 60 " TELURO " " " " 500 millimetres. TEMOSO " " " " 600 TEXDOX " " " " 750 TENIDO . , " " " " ~i metre. Any code designated on page 204 may be used to express figures.

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212 H K PORTER COMPANY Questions, Quotations, and Orders Code Word TEXOXS. . TEXREC. TEXTER TEXZIJ. TEPEFY. TEPORE. TEQUIO.. TERCAS. . TERCOL. MESSAGE j" Quote us by wire, stating earliest date of completion \ We quote you confirming with details by mail, delivered at Pittsburgh free on board car (or on track, if locomotive can be shipped to best advantage on own wheels), set up in usual shipping order, with small parts liable to loss or injury boxed separately, lowest price for OXE locomotive, described by code word * . gauge of track as per code word * . ou.'.' as above noted' per locomotive for order of TWO locomotives, code word * -- , gauge of track as per code word * --- . above noted' Per locomotive for order of THREE locomotives, code word * -- , gauge of track as per code word * -- . as above noted' er locomotive for order of FOUR locomotives, code word * , gauge of track as per code word * . j> as above noted, per locomotive for order of t locomotives, code word * — -, gauge of track as per code word * -- . Quote us by mail, with details and earliest completion, delivered at Pittsburgh free on board car (or on track, if locomotive can be shipped to best advantage on own wheels), set up in usual shipping order with small parts liable to loss or injury boxed separately, for OXE locomotive described by code word * -- . gauge of track as per code word * -- . Quote us as above noted, per locomotive for order of TWO locomotives, code word * -- , gauge of track as per code word * -- . Quote us as above noted; per locomotive for order of THREE locomotives, code word * -- , gauge of track as per code word * -- . Quote us as above noted, per locomotive for order of FOUR locomotives, code word * -- , gauge of track as per code word * — * Code word designating size and design of locomotive should follow code word for message; if quotations on several sizes and several designs are desired the code word for each should follow. The code word for gauge of track should follow code word of engine, if practicable to give it. It is desirable also to add code words for fuel and other features which affect the details of construction. t Number required to be stated, or left unfilled if number is not decided upon. XOTE. — All quotations, unless otherwise agreed or specified, are in accordance with standard specifications, pages 10 to lo. Special items not included in standard specifications may be furnished at extra cost. Promises of quick completion are conditioned on prompt receipt of instructions as to gauge, fuel, height, and style of couplings and lettering, and also of any special features of construction.

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PITTSBURGH PA 213 Questions, Quotations, and Orders — Continued Code Word TEREUA. . . . TERFEX. TERMLY. TERNIR. TERROR. . TERTIO. TESCAO. TESSON. . TETARD. TETCHY. MESSAGE Quote us as above noted, per locomotive for order of f — locomotives, code word * -- , gauge of track as per code word * -- . f Quote us by wire, stating earliest date of completion 1 \ We quote you ................................... j confirming with details by mail, delivery on car (or on track if shipped on own wheels), set up in usual shipping order with small parts liable to injury or loss boxed separately, including cost of delivery at ft — for ONE locomotive designated by code word * -- , gauge of track as per code word *— ** above noted.ft per locomotive for ou order of TWO locomotives, code word * track as per code word *• — . auge of { wTquote'you'. '. } as above noted'tt Per locomotive for order of THREE locomotives, code word * -- , gauge of track as per code word * -- . { We°quote'you" 1 } as above noted'tt Per locomotive for order of FOUR locomotives, code word * -- , gauge of track as per code word * -- . as above noted'tt locomotive for order of f locomotives, code word * -- , gauge of track as per code word * -- . Quote us by mail with earliest completion, with details, delivery on car (or on track if shipped on own wheels) , set up in usual shipping order with small parts liable to injury or loss boxed separately, including cost of delivery at ff --- , for ONE locomotive designated by code word * -- . gauge of track as per code word Quote us as above noted, ff per locomotive for order of TWO locomotives, code word * -- , gauge of track as per code word * -- . Quote us as above noted, ff per locomotive for order of THREE locomotives, code word * -- , gauge of track as per code word * -- . Quote us as above noted, ff per locomotive for order of FOUR locomotives, code word * -- , gauge of track as per code word * -- . * Code word for locomotive should be given, and if quotations are desired for several styles or sizes code word of each should be stated. The code word for gauge of track should follow code word of engine, if practicable to give it. It is desirable also to add code words for fuel and other features which affect the details of construction. t Number required to be stated, or left unfilled if number is not decided upon. tt Name of point of delivery desired should follow code word of message and precede cods word for size and design of locomotive.

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214 H K PORTER COMPANY Questions, Quotations, and Orders — Continued Code Word MESSAGE TETRAZ. TETRYL. TEXTOS. THABIT. TETTIN. TEUCRO. TEUFEL. TEURGO. . TEVENS. Quote us as above noted, ft Per locomotive for order of T — - locomotives, code word * , gauge of track as per code word * . / Quote us by wire, stating earliest completion \ 1 We quote you j c< ing by mail with details, for export, including taking apart, protecting from rust, securely boxing and packing; with proper shipping and rotation marks, weights and dimensions marked in indelible ink; list with contents furnished; delivered to vessel's tackle in New York harbor lighterage limits; ONE locomotive designated bv code word * , gauge of track as per code word */ Quote us \ \ We quote you.. / as order of TWO locomotives, track as per code word *noted, per code word * locomotive for , gauge of Quote us. . We quote you. . / as above noted, per locomotive for order of THREE locomotives, code word of track as per code word * •. gauge as above noted, per / Quote us ....... \ \ We quote you . . / order of FOUR locomotives, code word * track as per code word * -- . locomotive for , gauge of order of t / as above noted, per locomotive for locomotives, code word * , gauge of track as per code word * . Quote us by mail with earliest completion, with details for export, including taking apart, protecting from rust, securely boxing and packing; with proper shipping and rotation marks, weights and dimensions marked in indelible ink; list with contents furnished; delivered to vessel's tackle in New York harbor lighterage limits; ONE locomotive designated by code word * , gauge of track as per code word * . Quote us as above noted, per locomotive for order of TWO locomotives, code word * , gauge of track as per code word * — — — . Quote us as above noted, per locomotive for order of THREE locomotives, code word * . gauge of track as per code word * — • — . *Code word for locomotives should be given, and if quotations are desired for several styles or sizes code word of each should be stated. The code word for gauge of track should follow code word of engine, if practicable to give it. It is desirable also to add code words for fuel and other features which affect the details of construction. t Xumber required to be stated, or left unfilled if number is not decided upon. tt Xame of point of delivery desired should follow code word of message and precede code word for size and design of locomotive.

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PITTSBURGH PA 215 Questions, Quotations, and Orders — Continued Code Word THALNA. . MESSAGE THAMAH. THAMER .. T1/AM1G THAMMO. THASSI. THATEN. THEBAE. THEBEO. .. THECAL. . . THEMES... THEOPE. . . THEORY. . . THERMAL. THERM EN. THESOA. . Quote us as above noted, per locomotive for order of FOUR locomotives, code word * -- , gauge of track as per code word * --- . Quote us as above noted, per locomotive for order of f — locomotives, code word * -- , gauge of track as per code word * -- . { Quote us by wire, stating earliest completion \ 1 We quote you .......... .................. / C( ing by mail with details, including taking apart, protecting from rust, securely boxing and packing for ocean shipment; with proper shipping and rotation marks, weights and dimensions; list with contents furnished; delivered on car at Pittsburgh. / Quote us by wire, stating earliest completion ] I We quote you .......... ' .................. / conhrming by mail, with details, including taking apart, protecting from rust, securely boxing and packing for ocean shipment; with proper shipping and rotation marks, weights and dimensions; list with contents furnished; delivered at - — . } W t ....... I additional amount to cover cost of freight and insurance by steam vessel to fy -- . I Uu°te. • ....... 1 additional amount to cover cost of [_ We quote you . . J freight and insurance by sailing vessel to ft ---- • in Price freiSht and insurance by steam vessel to ff -- • { We°quote'you:; } Deluding in price freight and insurance by sailing vessel to ft -- . by mail, lowest price of locomotive duplicate of locomotive last furnished. Quote us promptly by mail lowest price of locomotive duplicate of locomotive last furnished. Quotation accompanied with full specifications and photograph or blue print. Quotation accompanied with memorandum of actual or estimated dimensions, and weights of boxes and packages for export shipment. Quotation accompanied with list of spare parts recommended, and cost of same. Quotation per locomotive including special items usually rated as extras, as follows: -- . Quotation per locomotive not including items as follows, — , which may be furnished at additional cost. Quotation accompanied with full specifications, photograph or blue print of locomotive, memorandum of weights and dimensions of boxes and packages for export shipment, and list of spare parts recommended, and cost of same *Code word for locomotive should be given, and if quotations are desired for severa styles or sixes code word of each should be stated. The code word for gauge of track should follow code word of engine, if practicable to give it. It is desirable also to add code words for fuel and other features which affect the details of construction. t Number required to be stated, or left unfilled if number is not decided upon. ttName of point of delivery desired should follow code word of message and precede code word for si/-." and design of locomotive.

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216 H K PORTER COMPANY Questions, Quotations, and Orders — Continued Code Word MESSAGE THIASO ....... What locomotives have you on hand 30 inches gauge of track? THINLY ...... What locomotives have you on hand 36 inches gauge of track? THIRST ....... What locomotives have you on hand 39% inches gauge of track ? THISOA ....... What locomotives have you on hand 56^ inches gauge of track? THOASA ...... What locomotives have you on hand gauge of track as per code word ft -- ? THORAX ...... What locomotives have you on hand gauge of track in inches * -- ? THOREN ...... What locomotives have you on hand gauge of track 24 to 36 inches? THRENO ...... What locomotives have you on hand gauge of track 36 to 42 inches? THRICE ....... What locomotives have you on hand gauge of track 36 to inches? THRUSH ...... ( WeVhav°U 1 on hand 3° inches SauSe locomotive(s), code word -- • THUABA ...... | waVka^°U ] on hand 36 inches gauge locomotive(s), code word f -- . THUBAN ..... ehave]on hand 56^ inches gauge ]°comotive(s), code word f -- • THYMEA ...... Wehave on hand 36 or 56^ gauge locomotive(s), code word f - . THYMOL ...... Locomotive(s) to be completed at factory within 10 days of receipt of order, ftt THYRSE ...... Locomotive (s) to be completed at factory within 15 days of receipt of order, fft TIALCO ....... Locomotive (s) to be completed at factory within 20 days of receipt of order, fff TIBIOS ........ Locomotive(s) to be completed at factory within 25 days of receipt of order, fff TIBIZO ....... Locomotive(s) to be completed at factory within 30 days of receipt of order, fff * Any code designated on page 204 may be used to express figures. f See code words designating each locomotive, pages 19 to 139. tt See code words for various gauges, page 211. ttt If two code words are used they are to be understood as if connected by the word to— i. ., TIERRA TIESOS signifies 90 days to four months. The expression "receipt of order" covers receipt of instructions as to gauge, couplings, and fuel, and as to any special features of construction which must necessarily be understood clearly before work can be commenced. For export locomotives 10 to 15 days' additional time is required for taking apart and boxing and for transit to vessel in New York harbor.

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PITTSBURGH PA 217 Questions, Quotations, and Orders — Continued Code Word MESSAGE TICIDA Locomotive(s) to be completed at factory within 40 days of receipt of order, ff TIDBIT Locomotive(s) to be completed at factory within 50 days of receipt of order, ff TIDILY Locomotive(s) to be completed at factory within 60 days of receipt of order, ff TIERCE Locomotive(s) to be completed at factory within 70 days of receipt of order, ff TIERNO Locomotive(s) to be completed at factory within 80 days of receipt of order, ft TIERRA Locomotive(s) to be completed at factory within 90 days of receipt of order, ff TIERCON Locomotive(s) to be completed at factory within 100 days of receipt of order, ff TIERSAN Locomotive(s) to be completed at factory within no days of receipt of order, ff TIERTU Locomotive(s) to be completed at factory within f— days of receipt of order, ff TIESOS Locomotive(s) to be completed at factory within 4 months of receipt of order, ff TIESURA Locomotive(s) to be completed at factory within 5 months of receipt of order, ff TIFACEAS. . . . Locomotive(s) to be completed at factory withinf months of receipt of order, ff TIFATA Locomotive(s) to be completed at factory within 6 months of receipt of order, ff TIFFED Enter our order on terms quoted for ONE locomotive, designated by code word * . TIFICA Enter our order on terms quoted for TWO locomotives, designated by code word * . TIFONE Enter our order on terms quoted for THREE locomotives, designated by code word * . TIGELA Enter our order on terms quoted for FOUR locomotives, designated by code word * . TIGRIS Enter our order on terms quoted for locomotives designated by code word * , number of locomotives covered bv this order is — *See code words designating each locomotive, pages 19 to 139. (Unless already advised, or sent by mail, code words should be added for gauge of track, fuel, height of drawbar, and lettering, to facilitate quick completion.) t Any code designated on page 204 may be used to express figures. tt If two code words are used they are to be understood as if connected by the word to — i.e., TIERRA TIESOS signifies 90 days to four months. The expression "receipt of order" covers receipt of instructions as to gauge, couplings, and fuel, and as to any special features of construction which must necessarily be understood clearly before work can be commenced. For export locomotives 10 to 15 days' additional time is required for taking apart and boxing and for transit to vessel in New York harbor.

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218 H K PORTER COMPANY Service Requirements and Conditions Code Word MESSAGE TIJOLO Radius of sharpest curve is 20 feet. TIKOOL 20 to 25 feet. TIKVAH 25 to 30 " TILGEN 30 to 40 " TILLAC 40 to 50 " TILODE 50 to 60 " TILOMO 60 to 75 " TIMBRE 75 to 100 " TIMEAS TOO to 125 " TIMMEN 125 to 150 " TIMUCU " 150 to 200 " TINACO " 200 to 300 " TINAGE 300 to 500 " TINAIS over 500. TINKLE Steepest grade does not exceed ^2 of i per cent. TINOTE " " i percent. TINSEL " " i^ TIPITI " "2 TIPTOE " 2^ TIPULA " 3 TIRAPE " " 3^ TIRCIS " 4 TIRRIA " 4^ TIRYNS " 5 TIRZAH " 6 TISANE "7 TISARD " "8 TISICO " 9 TISSUS " 10 TISTRE Length of grade not more than 100 feet. TITULO 200 " TITYOS 500 " TIZNAR " 1,000 " TIZONA 2,000 " TO AN AH Length of grade not determined, but probably not over 500 ft. TOBAJA Length of grade in feet * . TOBBEN Length of grade in miles * . TOCADO Ruling grades are in favor of loaded trains. TOCAGE Ruling grades are against loaded trains. * Any code designated on page 204 may be used to express figures.

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PITTSBURGH PA 219 Service Requirements and Conditions — Continued Code Word MESSAGE TODDLE Length TODTES of railroad does not exceed i mile. 1^2 miles. 2 5 10 1.5 20 TOEHEK. . TOENEN TOESAS TOFORE TOGATA TOGGEL TOLANE Length TOLOSA ' Length of railroad. TOLTEC Weight TOLUOL Approx imate weight of rail per yard is 16 pounds. 20 25 30 not less than 35 Ib. 40 " 45 " " 60 " TOMAUN TOMONE TONLOS TONOUS TOPAIS TOPCHI TOPFUL TOPHIN TOPICA TOPMAN. . . . TORADA. ... TORBOK. NOTE. — For comparison of weights in pounds per yard and kilograms per metre see page 194. Speed in miles per hour * . Total weight of freight to be carried one way per day of 10 hours, in tons of 2,000 pounds *- . Weight of cars and lading to be hauled at one time up grade, in tons of 2,000 pounds * . Weight of empty train to be hauled up grade (cars loaded only when coming down grade), in tons of 2,000 pounds * . Tank TOTUMA TOUFAN TOUFFU TOUTOU TOZUDA TRABEO. . Saddle-tank over boiler. Side tanks, one each side of boiler. Side tanks, one each side at rear end of locomotive. Rear tank. Tank on 4-wheel tender. Tank on 6-wheel tender. (Continued on next page.) *Any code designated on page 204 may be used to express figures.

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220 H K PORTER COMPANY Tank — Continued Code Word MESSAGE TRAHIR Tank on 8-wheel tender. TRAHOB j Tender with sloped style of tank. TRAJAR Locomotive to have both saddle and rear tanks. TRAJET Locomotive to have both side tanks and rear tank. TRAPEZ Locomotive to have both saddle-tank and tender-tank. TRASHY Capacity of tank to be * gallons of 231 cubic inches. TRASPE j Capacity of tank to be increased 50 gallons. TRASTO ' TOO TRAUFE 150 TREBAC 200 TREBOL j 250 " TRECHO 300 Tractive Force TRECIN TRECOV . . . TRECUS . . Tractive force (as per formula on page 140) in pounds Tractive force to be increased *— pounds. Tractive force to be decreased * — - pounds. Weight TREFLE (What is) Limit of weight per axle in pounds * — TREGOA (What is) Limit of weight per axle in kilograms * . TREKOS (What is) Total weight of locomotive in full working order — pounds. TREPPE (What is) Total weight of locomotive in full working order * kilograms. TRESCATA (What is) Weight on driving wheels in full working order * pounds. TRESLER (What is) Weight on driving wheels in full working order * — — kilograms. TRESNAN (What is) Weight on locomotive truck in full working order * — — pounds. TRESOR (What is) Weight on locomotive truck in full working order * kilograms. TRESSES (What is) Weight of tender in full working order *— pounds. TRETEAU (What is) Weight of tender in full working order * — kilograms. TRETEN (What is) Weight of one locomotive set up on car, without fuel or water, in shipping order, in pounds * . TRICHE (What is) Weight of one locomotive and tender set up on car(s), without fuel or water, in shipping order, in pounds * . *Any code designated on page 204 may be used to express figures.

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PITTSBURGH PA 221 Weight — Continued Code Word MESSAGE TRICON. .. . TRIEGE.... TRIFUX . . TRIGAR. . . TRIGGER. . TRILHO. TRTNCO. ( \\'hat is) Estimated weight of one locomotive (including tender, if any) taken apart and boxed for vessel shipment, in pounds * -. (What is) Estimated eubic tonnage (including tender, if any) of one locomotive taken apart and boxed for vessel shipment, in tons of 40 cubic feet * . (What is) Estimated cubic feet (including tender, if any) of one locomotive taken apart and boxed for vessel shipment * . (What is) Estimated total tonnage (including tender, if any) of one locomotive taken apart and boxed for vessel shipment, reckoning on basis of vessel's option of calculating 2,000 pounds weight or 40 cubic feet measurement per ton on each separate piece, in tons (What is) Estimated total tonnage (including tender, it any) of one locomotive taken apart and boxed for vessel shipment, reckoning on basis of vessel's option of calculating 2,240 pounds weight or 40 cubic feet measurement per ton on each separate piece, in tons * . (What is) Weight of heaviest single piece in pounds * — (What is) Cubic feet measurement of bulkiest single piece Wheels TROUXA | Diameter (outside) of driving wheels measured in inches TROVAO Diameter of driving wheels to be increased by * inches. TROYANA. . . . Diameter of driving wheels to be decreased by * — — inches. TROZOS Driving wheels cast-iron centers with steel tires. TRUAND Driving wheels solid cast iron with chilled flange and tread. TRUFAR Driving wheels extra-wide tread. TRUISM Driving wheels steel centers with steel tires. TRUJAL Engine truck wheels cast-iron centers with steel tires. TRULLA Engine truck wheels steel centers with steel tires. TRUMPF Engine truck wheels solid cast iron with chilled flange and tread. TRUNFO Tender wheels cast-iron centers with steel tires. TRUPPA Tender wheels steel centers with steel tires. TRUWOR Tender wheels solid cast iron with chilled flange and tread. TRYGOX Cast-iron centers and steel tires for all wheels. TRYLLE Steel centers and steel tires for all wheels. TUBFUL Shallow flange for flat street rail. *Any code designated on page 04 may be used to express figures.

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222 HKPORTERCOMPANY INDEX PAGE Animal Haulage, Cost of Operating 184 Cable Correspondence Code 204 Cable Address and Codes Used 3 Cars, Weights and Capacities 189, 190 Classification of Locomotives 16 Compressed- Air Haulage, Industrial, Underground (Advt.) 2 Conditions of Service 17 Cost of Operating Animals and Locomotives 184 Cost of Railroads per Mile 1 86 Crossties per Mile 193 Curves 173, 181 Compensation for, on Grade 178 Degrees of Curvature 173, 174 Elevation of Outer Rail 180 Gauge Widened on 1 78 Laying Out 176 Measurement of 175 Resistance of 177 Table of Degrees and Feet Radius 174 Cylindrical Tanks, Contents of 200 Duplicate System 7 Elevation of Outer Rail on Curves 180 Friction, Resistance and Test of I52>153 Fuel, Smoke-Stacks for Different Kinds 11,12 Gauge of Track 179 Stated in Inches and Millimetres . 197 Wheel Clearance for 179 Widened on Curves : 178 Gauges for WTire and Plates, Inches and Metric 201 Grades 1 70- 1 72 Hauling Capacity on 152-169 Measurement of 171 Resistance of 152 Table of 172 Guaranty of Our Locomotives 6 Hauling Capacity and Rule for Calculation 1 52 Influenced by Speed 182 Tables, Various Weights Locomotives on Grades at Different Frictional Resistances 158-169 Tables of Percentages 1 56, 1 57 Table of Times Its Weight Locomotive Can Haul 158 Historic Data 5-8 Horsepower of Locomotives 203 Locomotives, Classification of 16 Cost of Operating 184 Horsepower of 203 Repairing of 8 Repair Parts for 7 Second-Hand 7 Selection of 17 Specifications of 10 Tables of Tractive Force of 142-1 5 1 Locomotives, "American" Design 18 "Back-Truck" Designs, Four Driving Wheels 50, 58,60, 90,96, 124, 126, 128 Six Driving Wheels 52, 62, 94, 100, 132, 134

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PITTSBURGH PA 223 INDEX— Continued Locomotives — Continued PA GE For Coke-Oven Service 80 Consolidation Design 30 For Contractors' Service. 64, 66,68,70,72,76,86,88, no, 112, 114, 116,118,120 " Double-Ender " Designs 42, 44, 136, 138 Eight-Driving-Wheel Designs 30, 40, 74, 122 "Eight- Wheel-Passenger" Design 18 For Export g "Forney" Designs 44, 48, 54, 56, 92, 98 For Freight Servicej ; ^ g £ $ % % %*£»•$ For Furnace Service 64, 66, 68, 82, 84 For Industrial and Special Service: Four- Wheel -Connected . .32, 34, 64, 66, 68, 76, 78, 86, no, 112, 114, 116 Six- Wheel -Connected 36, 38, 70, 72, 88, 11 8, 120 Back-Truck 50, 52, 54, 56, 58, 60, 62 For Logging Service: Saddle-Tank Designs 54, 56, 58, 60, 90, 62-76, 86, 88, 98, 100 Separate Tender Designs 26, 28, 30, 36, 38, 40 For Mine Service, Steam 106, 108 Mogul Design 26, 28 Motors for Steam Street Railways 102, 104 For Passenger Service: With Separate Tender 1 8, 20, 22, 24 Saddle or Side Tanks 42, 54, 124, 126, 136 Rear Tanks 46, 50 For Plantation Service: With Wooden Cab with Tender . 26, 28, 30, 32, 34, 36, 38, 40 " " without Tender. 46-74,110,112,118,120,124,12,132,134 " Open Canopy " " 76, 86-100, 114, 1168,128, 130 For Shifting Service. 32, 34,36,38,40,64,66,68,70,72,74, no, 1 12 1 16,120, 122 For Steel-Works Service 82, 84 Logs and Lumber, Weight of 192 Materials, Physical Tests of 13 Measures and Weights, American and Metric 195,196 Miscellaneous Items of Information 189 Pipes, Cubic Contents of 200 WTeight and Contents 199 Pressures, Atmospheric 199 Metric and Pounds 198 Rails 1 86 Tons per Mile 193 Weights of, American and Metric 194 Weight per Yard for Any Locomotive 192 Repair Parts for Locomotives 7 Resistances of Gravity and Friction 152, 182 of Curves 177 Revolutions of Driving Wheels 201, 202 Specifications of Locomotives, Standard 10 Speed 182 On Curves 180 Resistance of 182 And Wheel Revolutions 202 Per Hour, Miles and Kilometres 196 Spikes, per Mile 193 Splice-Joints, per Mile 193 Stacks, Different Kinds 11,12 Stock Locomotives Kept on Hand 7 Tables, Contents of Pipes and Tanks 199, 200 Curves, Degrees, and Feet Radius 174

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224 HK PORTER COMPANY INDEX— Continued Tables — Con tin lied PAGE Curve Deflections 177 Curves, Elevation of Rail on 181 Crossties per Mile 193 Distances, American and Metric 196 Grades 1 72 Hauling Capacity 162-169 Hauling Capacity Percentages 155-157 Hauling Capacities in Times Engine's Weight 158 Measurements, American and Metric 197, 195-199 Pressures, 198 Speeds per Hour, 196 Thickness, " 201 Tractive Force U3-I5I Weights of Cars and Loads 190, 191 " Logs and Lumber 192 " Rails, per Mile 192, 193 " Spikes, 193 " Splice-Joints 193, 194 Telegraph Correspondence Code 204-221 Tractive Force, Formula for 140 Tables of 143-151 Underground Haulage (See Advt. page 2) 106, 108 Weights and Capacities of Cars 190, 191 of Logs and Lumber 192 American and Metric 196, 194 Miscellaneous 189 of Pipe 199 of Rail, per Mile 192, 193 of Railroad Spikes 193 of Splice-Joints 193, 194 Wheel Revolutions, per Minute 202 ' Mile 201 " Section of Flange and Tread 179 1908

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Rogers & Company Chicago and New York

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' California Library or to the f California Richmond, CA 94804-4698 Sor^r"--"AS^DAVS DUE AS STAMPED BELOW SENT ON ILL • __ JAN 2 3 2006 U.C. BERKELEY

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/ / THE UNIVERSITY OF CALIFORNIA LIBRARY

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