THE OF º ion sº º Ģe º Thiſt }: IRANSPORTATION „... . . . <ſ ·Œ A ±-، ،g ©！-：：9.∞№∞-： - º ！… . ≤ ∞ .º：~^~t-，ſe yº !… Oſ3.， º.º.---- • ×-№•§• ...，a_0 · ſi· -،•*ºſ_Lºº_º t））.№、 4） • Cº. sae aes ）.A^*）^*：）*S_ºſe- ，• „№rºes∞ √° √æ√©r'，„ſaeº.ſººſ ， ، ، ، ،،）***.ſº …ººº..ºººſae， º t.s.~~' :， ∞ºſº*... & . &&ºſ, , （*…”）**…ºg ſae*…*…, ſºrº）， „Jº“, „*“ … **, -*） …“ --* \，+）（.*）^* …ººº …！！！！！…“ -->.** …*** „º ， …∞ √ · ·* ：~ •~~ ~~） • • • • •■*， ** … * * … ****'…„ ... *~~~~ Transportation library P. H. DUDLEY'S OONDENSED DIAGRAMS OF THE INSPECTION OF THE N. Y. C. & H. R. R. R. I90I P R O P E R T Y Q F Copyright, 1901, by P. H. DUDLEY. CUT No. 7.-Fourth Form of Rails. Represents the best condition of track, as the rails are in perfect surface to the eye. Under the trains the centers deflect more frequently than the joints. The cut also shows the “Three-Tie Joints,” with Tie Plate on joint Tie. GENERAL EXPLANATIONS. As my Track Indicator runs over the road at 30 miles per hour, under the 6500-lb. wheel loads and for the 11-ft. wheel base of the special 6-wheel truck, both rails are made to indicate autographically their own condition as to surface, due to the steel, ties, ballast, subgrade, and labor. The car containing the Indicator is 58 ft. long over all, and weighs 72,000 lbs. The weight on the special truck has been maintained practically the same since the mechanism was first constructed, so that the reductions of undulations in the track from year to year, as shown by cut No. 94, are comparative. On the diagrams the “Condition of Track Line” for each inspection represents the average sum of all the various undula- tions of the rails per mile, as mechanically summed up by the inspection apparatus into feet and inches per mile. To plot the sum of the undulations on the diagrams, the number of inches per mile is divided by 176,-number of 30-ft. rails per mile, which gives the average undulations per rail per mile in hundredths of an inch. Each horizontal line on the diagrams represents one hundredth of an inch; therefore, as many lines above the base are taken as the average hundredths of an inch of undulation per rail per mile. The results for each mile are relative as to the Base Line, and can be compared with each other. - The space between the vertical lines represents one mile of track. - The average condition of each mile is indicated from the horizontal line crossed or touched by the “Condition of Track Line” in the center of the space for the mile. - - - - - Lines marked “Age of Steel” for each mile give its length of service, each horizontal line representing one year. Lines marked “Percentage of Tangent and Curve” show the approximate alignment of both tracks per mile. The per- centage of tangent is marked on the left side of the space for the mile, and that of the curvature on the right side. Each hori- zontal line represents Io per cent for the mile. - -. - Lines marked “Profile” show the gradients of the road, and are common to both tracks, though ascending grades on one track are descending upon the other, and vice versa. Each horizontal line represents Io ft. of elevation, and refers to the Base Line for track No. 1 in all cases. A: North Bound, or TRAck w. J. WILGUs, Chief Engineer. A. T. HARDIN, Engineer of Track. NEW YORK CENTRAL & HUDSON RIVER, RAILROAD EncineERInc DEPARTMENT. - EASTERN DIVISION, NEW YORK TO ALBANY. J. C. NELSON, Div. Engineer, P. H. Dudley's conDENsed DIAGRAMs of THE conDITION of THE TRACK, INSPECTION of october, 1901, AND october, 1900. 51-s INCH so-LB. AND 6-INCH 100-lb. STEEL RAILs, ALTERNATE THREE-TIE Joints, STONE AND - - . . . . . . . . GRAVEL BALLAST, PASSENGER AND FREIGHT SERVICE. The “Gauge of Track” is practically “PERFECT" as shown by the Condensed Diagrams. This important result is in part due to the fact that the broad, flat heads of the rail sections do not roll under the wheel treads. Lines marked, “Line – Alignment of the Rails” read down from the 50th line, each space representing is of an inch. The maximum is given for the mile. -- - - ºr The disturbance of the “Line” is due more to the locomotive than the coaches, and increases as the tractive power is augmented. - - - Rails in the track have definite forms as to their surface, perfectly straight or with bends directly traceable to methods of their manufacture, or to development afterward in service. The principal type now in the track is represented by cut No. 7. The “Low Point Markers” were set for 1898, 1899, 1900 and 1901, to mark all irregular deflections under the special truck exceeding # of an inch. The markers are so constructed as to pass all deflections which are Eºs of an inch less, therefore a slight increase in the undulations ejects many more spots of paint on the rails. PRACTICAL RESULTS. It is well known that the service on the permanent way for 1901 has exc and tonnage any yet experienced. - . . . . . . . . . . . Two years ago it was not generally anticipated that the progress in t as has obtained the past year. . . . . . . . . . . . . in driving wheel axle loads, tractive effort, - - would develop or demand such a service Condition of TRAck.—PLAIN urh Bound, or TRAck No.1. The fact that the tracks could undergo the last year's test—the greatest in the history of the Railroad, and as seen by cut No. 94–show practically the same average standard for the entire line as for 1900, is remarkable. - - It is a fact of decided value, for it shows the great progress in maintenance of the permanent way. In addition to the great service performed, the rain-fall on the line has exceeded the usual amount, the combination of conditions testing the stability of the road-bed or subgrade in a greater degree than ever before on stiff rails. These unusual features make the “Condensed Diagrams” for 1901 the most important comparative exhibit of any of the series, and the best in practical and technical value. - As stated on the diagrams last year, the opportunity to make large reductions in the undulations of the rails in the tracks no longer exists. The surfacing for 1898, 1899, and 1900 followed closely the values for the sections of the rails. The practical values actually obtained in the track were less for many miles than those calculated for the sections before they were laid in the track. To-day, owing to the greater service performed, it is not possible that every mile can show as good as the previous year, for a single surfacing would not endure sufficiently long for the work to become cumulative in all places, as in ordinary seasons under a lighter traffic. The elasticity of the subgrade is so limited that it reflects the effects of service almost directly as the tonnage, other conditions remaining the same, and the increased traffic must be met by increased labor, ballast or drainage. Such important service tests as those of the past year are needed and required,— First, as a practical measure of the stability of the permanent way for heavy loads and traffic; Second, as a demonstration of what can be done, for then any one can see the results. A daily schedule of 20 to 25 local trains and as many through trains the past year of two or three sections, each as heavy as the freight trains but a few years ago, is a test of the stability of a permanent way previously unknown. When the heavy ine, 1901,–Broken Line - * ź - - Ž s - * 2 2 2. *** = &mi º 2? : *.*.*.**** * * * * -- º Ż % -º-º: Ø º Ż º - F % {CIlt No. 95.-Illustrates four important facts in the distribution of the wheel loads by stiffrails to the subgrade. i. The “General Depression” of the rails, cross-ties, and ballast under the entire wheelbase of a locomotive. 2. The specific flexures of the rails under and between the wheel contacts. 8. The stresses set up in the metal of the rails to distribute the wheel loads to the cross-ties, ballast, and subgrade. 4. The conversion of the metalin the rails into an acting continuous girder for the entire length of the wheel base º under passenger trains, and for freight-trains for the entire length of the train, when composed of loaded 60,000 lb. or : .a first car truck Legend.-In the head of the rails, under the wheel contacts, the metal is under compression and is shown by the checked lines, while in the bas d the wheels the metalisintension, shown by the curved lines. Between the wheels the stresses are reversed, the metal in the head of the rail bei e under sion, and the base in compression. Under moving trains the stresses are usually reversing for each passing wheel. eing in ten- trains are run, the fact is so apparent that all can see, although but few m why they are possible. - - In the freight service, trains of 3000 to 4000 tons seem impossible to those unfamiliar with the service. The stability and smoothness of the American permanent way, with the numerous cross-ties and its rolling stock, has been much underestimated, particularly by English and Continental engineers, and they doubted the performances until they Caſſle here and saw the long and heavy trains. . The movement of similar trains abroad has not been attempted. While these facts are well to know in a comparative way, the requirements of our own service demand const - * : * - : * T - - - - -: ant attention to keep in the front. The standard of smooth riding tracks becomes higher and more critical each year. . . . - - P ay need or care to understand the reasons Copyright by P. H. Dudley, 1901. See.15. Sec.16. 7. Sec.18. 19, Transportation . . . . . . .NEW YORK CENTRAL & HUDSON RIVER RAILROAD *I † - - - | -- | .* - -. - - - - a -. - - - - -, - ... * *---------. º - * - i fi '' i ENGINEERING DEPARTMENT. . . . . . . . J. C. IRWIN; } ; Fºr | - - J.” - - - - - . . - - . . . . - - - . - - - - - - . . . . - - i - --> " -: , sº s: 3: -, * - } -. I } He-gº-3 —-234 ... . . . ; *... . . MIDIDILE IDIVISION, ALBANY TO SYRACUSIE . . . . . . .º.º. !. s! ſ i ! 65 lb. P. H. DUDLEY'S CONDENSED DIAGRAMS OF THE CONDITION OF THE TRACK, INSPECTION OF OCTOBER, 1901, AND OCTOBER, 1900. 5 1-8 INCH 80-LB. STEEL RAILs, ALTERNA.ii; TEIREE-TIE | - i | l * - - - - - - -- " . . . *.*, *, *... . . . - - - - *_* + = 4 *.* * - * -- . . - - . . . .- : **** ºr ‘’’. - | ; º . . - . . . . . . . ººgº. . . . . . m " JOINTS, GRAVEL BALLAST, PASSENGER, FAST MAIL, AND FREIGHT SERVICE. - ºf . . . . - i | ſ Trºi ~ : . . . * - - •r -- ... • - i - - . - * = . - -- - l - - † - *. - #. , ; - I - - I i | #7 i - - fºr - +_ • A l; f : " . . scalexin-1 a. ... - 130 lbs. per sq. in. | | * . | | _2~~1 i –Šg f i i + N-- ––––4 | | l ! -. 183? . . - * a DE witt CLiNTON - - - : . . . : | - Z T--~\} ºr. i ; TS---- ----27° "sº AND-TRAIN. ' ' ' ' ' - : *... . . [T] | | | | | | ~3 { –––––– 218". — ===}<--- - - sº #º---- a - - . . *. - - * : f * * - sº s of Tank2.50 Gallons * : ||NS | F. i s . | i - . * - - - - - - -- . . | - | - - | # - 1 ! - -- ! *- | i : |D. (^) D i | I go | | | | ! 3. \\\SD/ſ) i # | - ; # s i k º, 3 - §§ - | * R. + - | ; F isjºs>>;--> ‘. ...: --~~~~ - -* = ** *- 2:... . . . . . . . . . I ; : -" | . . . i f | | | | | | | | | Strap Iron Rails 2% "I * *- : | –––-i-––––– T-––––– <---yº-->H---Rad; 10 ----" | s | \ \ \ \ \ \ \ \ inches wide by 5% of an inch thick, on Wooden 53150 lbs. f | - §: l ... " | º º; | <--46%-- \ \ \ . º * * * Stringers, 5 by 7 inches. - s: º | & ! . . ; | i : l ~ - . . . . . . . . [º.s.. . . . . . . . - **i. . i s 1 | - ! I r- . - J- | L/ : }*A*.*.*.*.*.*. - HISTORICAL. - comotive shown by Gut No. 99. “ - ... - - !--- * . . . . . . –53's Total Length 6%"Total Wheel j | | rö | ; ----------- | -. tº * * * . . . . . . . . . . . . . . . . … **** - ---…--> * > . . . . . . . . . . . - - -- - - -— - - -- gº * | & I | \s - The Middle Division occupies historic railroad ground. - The {{ De Witt Clinton ” of the . . . . *º surface 1853. ºf . . . . . ; ToIAL weight of ENGIRE in working of DER 84700 Les. - TOTAL weight of TENDER in working onbenezzo use. TT —-F—size—Eight—si-Hºº-º-º: - | | ſä | : I | 34" Mohawk and Hudson Railroad in 1831, contemporary with Stephenson's #Rocket” of - . . ** “ . . . . . . Tora-vuonrorenamewortion invoianaoard anoli. i : - . - - - * -h h | | l | > : | the Liverpool and Manchester Railway in England, in 1829, wereforerunners of the present - . . GUT No. 99–1881.4%-inch 65-lb. Rails, N.Y. G. & H. R. R. R. Shows a half-century's development of the passenger locomo- GUT No. 100.-1890. Front view of Lo- * -- * . . . . * * T : - - + ...” - . . . . . ; . . . . . " ... : 3.- ... 2; | f l FF _y | great railway systems. - - … . . . . . . . . . . . . . . tive from the DeWitt Clinton. It was not until the last year of the next decade that a larger locomotive was constructed. - comotive shown by Cut No. 101. - . . - - —#– - T - i: ; *.. . . . . .33: º;|< . . . . . { i * W. i *::==#--> \{\" The “DeWitt Clinton” demonstrated the success of steam locomotion for a new country, been reached. Mechanical adaptation and forms may change, but a principle once dis- strained under the forward truck wheels and the other under the tender wheels. The many H — —=== - —º * : R -*–––––– 4–– i i FF # its capital consisting of peoples of great energy and vast resources ºniºglºealth; º covered remains to be applied in many ways for all time. - - - efforts by the N. Y. C. & H. R. R. R. Co. to make the rails continuous girders by compound seamasunractor unts six so. r. row wirestamen womanaoatia law us . . . . …torºws - | l : i ić 4–– ephenson's track of short iron ralls set on granite. CKS ºil he “De Witt Clinton’s ” ... Cu O. - rates. In a Striking-manner, for the United States, a half-cent S devel- rails are all matters Of history. e the Ory was COrrect, but the light rails and inefficient “ * * * * * FIRE Box 163.1 " " ' " . . . . . . . . . . . . . . . . Total weight of Engine AND TENDER in w - º 1 l tº: # Steph n's track of short i its set te blocks and th DeWitt Clinton's”. Cut No. 99 illustrates in a striking manner, for the United States, a half ury's devel ls El f h y. The theory rect, but the light rails and ineffi * - - - - T *- - - -, * * - * *T | | § * #_j strap iron rails on wooden stringers were long ago superseded by tracks embodying more opment of the passenger locomotive from the “De Witt Clinton" of 1831. It is known joints only yielded in practice a part expected, and were soon distorted and discarded. Be- * * * * TOTAL 1835.2 ** ** , - ... : : - . . . . . . . . . . . - - - - - - - 7%" ! !---412" | - ! correct principles of construction, which, in their larger application, have permitted the evolu: ; distinctly as the American type, with its leading truck and two trucks under the tender. It side the strenuous efforts to im \- º *- : ! tion of the present locomotives and heavy trains of to-day. . . . . . . . . . . . . . . . . . . . == Cl ... " " - - - - - - ... has the great advantage that the forward truck depresses the rails, cross-ties, and ballast to * - *r ºf '... a- ?? & 4 º º 22 3. * — . " - - - CUT No. 96.-4%-inch 65-lb. Steel Bail, N. Y. C. & H. R. R. R., 1881. Stephenson’s “Rocket” and the “De Witt Clinton,” as to size, were so * : * – - gnaresurface a “ “ . . . . . ; ; ; *... . . . . . . . . . . . . .º.º. ... . º: gº.”. prove the track, there was also an adaptation of the locomo- - k .* ~ * tive and cars to the track. - . . . . . . . . Moment of Inertia, 16, 4th power-inches. -, -...-. . . . . " : " . i . . . . -- - - - GUT No. 101–1890. 5-inch so-Ib. Rails, N.Y. g.º. H.R.R.R. shows the influence itā. # # # * . . ; - tº - - - - * n out-classed, but the road-bed or sub-grade, the tenderwheels also continuing the depression, so the rails are Cut No. 99 also illustrates the largest passenger locomotive after fifteen to sixteen years Jralsing the *::::::::::::::::::::::::::::::: of the embodied principles of rapid steam generation for locomotion still remain, having per- a materially reinforced for the heavier loads carried by the driving wheels for adhesion. . . of service on the Bessemer steel rails, and so remained until 1890, fifty-eight years after the . . . - --------------- . . . . - : * - mitted constant enlargement in the development of the locomotive, and the limit has not. The driving wheels run over a beam more or less continuous, one end of which is re- “De Witt Clinton's” demonstration, a record of great progress. . . . . . - * , the p * ~ * , , = - * * . . - - - --- * *, *—r , -". --- . . . . . - - - * * • "-"— - - - - - " * - . - . - * *... " . * : - - - - - - - -- * T- - - - - - - - - J §: : - - - - º º ouT No. 21-The Pioneer 5-inch 80-lb. Steel Rail for U. S., designed for the New York . . * ...º.º. º. Central & Hudson River Railroad Company, in 1883, by P. H. Dudley, and put into . . * * —- ... . . . . service in 1884. Moment of inertia, 26, 4th power-inches. --- - - - - -r is "... " - -- - -. - -* * - - - - - - -, ºr *.*- -. - - - - - = * . * - – * † i ... - - - ~ - I* * *'. T : - - - - - r = - - - -" - ... - - -i-. Tº * * * ~ **** - & -- - - * ... º. i. * * - - . - - T.- - . . . *-* = ... " + - * ** - - - - - - . . = *. 3 * : *...**. * - - -.' " * - - ND. OR TRACK † of TRA 'LAIN ,-Broken Line, 1900. inch 801b. Rail of the Rails. und. or TRAck No. 1. Sec.4. 7. See.8. 10. Sec.l. Sec.2. 3. Sec.5. I Sec.6. Sec.7. Sec.9. 10...]. Sec.11. Sec.13. I 7. 18. Sec.19. i Sec.20. + . . . . Sec.l. （ Sec.3. Sec.4. 6. Sec.7. Sec.8. Sec.9. Sec.10. ll. Sec.19. Sec.20. Sec.21. Sec.22. . . Y Section Scale % in. =1 ft. 200 lbs. per sq. in. NEW YORK CENTRAL & HUDSON RIVER, RAILROAD ~. º | | i. i. tº º CTJT No. 102.-Front View of Lo- comotive shown in Cut No. 103. 2888. 16 “* ** 30.82 * I { { TOTAL GRATE SURFACE HISTORICAL – CONCLUDED. The introduction by the N. Y. C. & H. R. R. R. Co. in 1884 of the 5-inch 80-lb. rails in place of the 4-inch 65-lb. rails, a gain of 62.5 per cent in mechanical stiffness of the section by an increase of only 23 per cent of metal, was to test and demonstrate the following important principle: That the smoothness, stability, and capacity of the track to carry wheel loads and tonnage in- creased in a faster ratio than the simple increase in stiffness between the sections. This was not only doubted, but a general belief was that the only gain would be in proportion to the increased weight of metal, which would not compensate for the cost. The test was watched with keen interest, and the results of the demonstration to the railroad company and the railway interests of the country are second only to those of the introduction of “Bessemer” steel for rails. The laying of the rails was so quickly followed by other Eastern railroad companies introducing stiff rails that it marks a distinct epoch in rail sections, stability of the track, subsequent develop- ment of the locomotive and train service. The stiff rails at once put the railroads on a better physical WEST Bound, or Track No. 2. Of Steel. t; Of the A ge Base Line. Sec.4, Sec.5. Sec.6. Sec.7. Sec.8. Sec. GUT No. 103.- Passenger Locomotive of 1899. been recognized that the output of steel rails for 1991 was approximately 3,000,000 tons, taxing the mills to their utmost capacity, and the require- *. ments for 1902 will be nearly as much. r. In 1881, as shown by cut No. 99, the heaviest express locomotive carried 53,450 lbs. upon th two pair of driving-wheel axles. - - - 2 - - - - In 1889, with 30 per cent of the 5-inch 80-lb. rails in the track, locomotive No. 870 was designed to carry over 80,000 lbs. upon the two pair of driving-wheel axles. . . . . ** - - - - The locomotive entered service in April, 1890; and on October 31, 1891, the “Empire State Express" was installed. . . . * , , This great demonstration brushed aside a score of time-honored fallacies, and exerted a world- wide influence in the development of locomotives and the movement of fast and heavy trains. - ... In 1892 the 54-inch 80-lb. rails and 6-inch Ioo-lb. rails were introduced in the track. The 80-lb. rails were 78 per cent stiffer than the 4-inch 65-lb. rails. . . . . . . . . . . . . . . .” r- The increased stability of the permanent way and its heavier train-service has required, the re. building of the earlier iron and steel bridges to provide for the present wheel-loads:-...-: * , In the last decade, as cuts Nos. IoI-103 and 105 show, the driving-wheel axle loads have been increased until those for the latest type of 1900 are double those previous to 1890. . . .” - . . . ; : t * i *. Condi { t = - *r -T + .* It is a high standard which has permitted the development of the locomotives and train service here recorded. TECHNICAL– DISTRIBUTION OF THE WHEEL-LOADS OF MOVING TRAINS TO THE PERMAN ENT WAY. This is the most abstruse problem of the Engineering Department. To carry and distribute the wheel loads of moving trains, the rails, cross-ties, ballast, and sub- grade are depressed until the total resistance equals the wheel-load effects. In any system of “permanent way”.:- far constructed for steam railroads undulations occur under the moving wheel-loads, particularly of the locomotives as shown in cut No. 95, and owing to the lim- ited elasticity of the ballast and subgrade, deformations occur which require labor and material from time to time to restore the “surface of the track.” The most that is expected to be done is to render the undulations so uniform as not to disturb the smooth riding of the coaches. ... While the movements of the subgrade under the moving wheel-load pressures are barely visible to the unaided eye, they are transmitted several feet in depth, both in longitudinal and lateral direc- stions, before being absorbed as work, and resisted by the material of the subgrade. ; : To maintain the “permanent way,” render the undulations as small and uniform as possible, and * * *- ion of TRAcks—PLAIN Line. 1901. –Broken Line Ph. Sec.9. See.10. Sec.1. Sec.2. Sec.3. In the final analysis it is almost true to say that in the evolution of the per- manent way to its present high stan- it iſ iſ t dards of smoothness, stability, and ca- CºuT No. 104.—IFront View of f : ; ; pacity, all efforts have been in lessening Locomotive shown in GRATE SURFACE the undulations by construction and labor Cut No. 105. to directly or indirectly reduce the in- tensity of the wheel-load effects to those º the rails, cross-ties, ballast and subgrade could sustain with less rapid deformation than under former constructions or systems of maintenance. To-day the wheel-loads are double those in 1881. Yet from the greater smoothness and stability of the permanent way, the intensity—not the distributed amount—of the wheel-loads is decidedly less than for the lighter wheel-loads of 1881. º This is evident by the reduction in undulations, as shown by cut No. 94 and the larger locomotives and trains now in service. In 1881 each rail was partly acting independently of those adjacent at either end, the wave from one rail being broken and augmented at the joints, the rails had permanent sets, were loose on the cross-ties, and the joints were low. HEATING SURFACE OF TijBES OF FEHE BOX 180 TOTAL Sec.7. Sec.8. Sec.4. Sec.5. 3293. Q3 SQ, FT. * f : ** ** F. B. TUBES 27.09 f * * 3505. 17 t + 4 + 50.32 * * . J. WILGU.S. Chief Enoriº * . ë r ºXº HARDIN, º::::::::::... ENCINEERING DEPARTMENT. G. W. WAUGHAN, Div. Engineer. || [T] --eeeee - * ! - -- _E=- -F— — — — — — --—-ef>– * T T Tº " " " " - - - - - -– - – - ----_ _ _ _ _ __ |-- - - - - - - - - - S--—s WESTERN DIVISION, SYRACUSE TO BUFFALO. º : | | | i ºw- r -- . . ſ ..—º ~~ *~. -- , *. 2% | Fl | º . P. H. DUDLEY's conDENs.H.D DIAGRAMs of THE conDITIon of THE TRACK, INSPECTION of ocToBER, 1901, AND ocToBER, 1900. ſ EE D i º º 5 1-8 INGEI 80-I.B. STEEL RAILS, ALTERNATE THREE-TIE Joints, GRAVEL BALLAST, H//ſº * | ; sº ºšº I H-I- H– PASSENGER, FAST MAIL AND FREIGHT SERVICE. H\\2/JHT 77 is i yº tºsſ i #Hz=== -H - . . . . . - - - - - - - -- ––– * - ſº L/GºłºśT Hirºſ), Tºj}: basis, and now all prominent lines, even in the West The speeds of the trains are not only higher, but the tractive effort exerted is more than doubled, restore the deformations incident to the wº | \ººsé 19 Drivers ! i \ £7 NHA) \#7 WSH; and South, are replacing the earlier weak sections both of which increase the work the permanent way must sustain. distribution of the wheel-load effects, eason ºnline-in -º-º-º:Ibs. -------º: –––3'------ºr-----'ºz–F–I...Tº...T.T.T.T.Eº HEATING SURFACE OF TUBES 2698.63 so. Fr. (INCL. FIRE BR!CK TUBEs.) TOTAL WEIGHT OF ENGINE IN WORKING ORDER i54000 LBS. TOTAL WEIGHT OF TENDER IN WORKING ORDER 103000 LBS. by stiffer rails. - . • Tº riº." T . - - In transportation the foundation has been and always will be the “ permanent way,” which takes forms the principal labor and expense ; : |------, ~f~ ºr-tºº---- - - -m wº- - - - - +-16'64–––––––––– +---ºº---4--- -iº-3---------it's:---4--------45'sse--> # , * * * * FIRE Box #87. 53 * * * * TCTAL weighT of ENGINE AND TENDER IN working order 267000 LBs. Sothoroughly and extensively has the principle its rating from the amount and character of the service performed. of the Engineering Department. #||[5] Weig - k---------- ;II. ---------------------|-- sººn - *** whº Baº-4-------- +---—— — — — — — — — — — — —–––-> hts on this line when Traction Increaser is in operation. 35000 lbs. 51350 lbs. 54:150 lbs. o Ia assoon, T- T --- - - - - - - - - - - - - - - - - - – – — — — — — — — +––––3. TOTAL WEIGHT OF ENGINE IN WORKING ORDER i75000 E.B.S. TOTAL WEIGHT OF TENDER IN WORKING ORDER 110,000 LBS. TOTAL WEIGHT OF ENGINE AND TENDER in working of DER 286000 LBS. CUT No. 105.-Passenger Locomotive of 1900. In striking contrast to-day, as shown by cut No. 95 prepared from many tests, the rails are acting as a continuous girder under the entire wheel base of the locomotive and first coach truck in passen- ger trains; low joints being unknown. For freight trains of loaded 60,000-lbs. or more capacity cars, the rail is acting as a continuous girder for the entire length of the train on the 80-lb. rails. The importance of this is far-reaching, and illustrates not only the necessity but the decided advan- tages of the high standard of maintenance in vogue where wise expenditure becomes economy. P. H. DUDLEY, C. E., Ph. D. 8o Pine Street, N. Y. Copyright by P. H. Dudley, 1901. * I () () 1 ( ) )I §§ 1 luto.]]'s||ų.JO S Utoſ loos luo.t.) || || . ot!) Jo sōſuitto).tool olį) puu ºſou. I auſ uſ suoſ m:Impun jo uoſ loupol otų ſuſ wous （†6 ， , \ …,\, , GÐ † Dut: - ģ 5 Ë ºn T06I OL 1881 ‘HVGIK HAGIAI „“XHOVHJ, GIHL HO NOILIGINOO » GHAILWHW&IJNOO09 NEW YORK, December 31, 1901. MR. W. J. WILGUs, Chief Engineer New York Central and Hudson River Railroad. Dear Sir. The previous reports of the “Condition of the Track" have been confined, with one exception, to showing the comparative improvements in smoothness and stability of the permanent way from year to year. This is of itself a unique technical measure of the progress made in reducing the undulations in the track for the past twenty years, as shown by Cut No. 94. What such important results mean to the Railroad Company in the develop- ment of the locomotive, the reduced train resistance, the increased trains and heavier loads transported, are illustrated as to the locomotives on the diagrams for this year. In brief, the locomotives and train loads have increased as much in the last decade as in the previous six of the history of the railroads. This is not only an interesting, but an instructive fact, as showing the prog- ress from empirical to the scientific treatment of the great problems of the En- gineering, Motive Power and Operating Departments of the Railroad. As a result of this work, a revolution is not only taking place in transportation, but also in the industry and commerce of the country. The three above mentioned important Departments of a Railroad are tech- nically those of applied science creating and dealing with forces of such mag- nitude that the figures are beyond definite comprehension. They are distinct in name only, for the Way, Means and Operations are so dependent one upon the other, that the greatest progress is made by their conjoint development and UlSC. Progress is relentless, and while the Engineering Department has a choice of several methods of increasing the stability of the permanent way, it has no choice about the fact that it must be done for the increasing traffic of the future. Yours truly, P. H. DUDLEY. Cut No. 106. Photograph of the Four Tracks, Middle Division, showing Standard Roadbed, having a ditch either side 1 foot wide on the bottom and 3 feet below the base of the rail. Between each track there are depressions 7 inches deep, with cross drains at -- frequent intervals, and a “sod line” to maintain shape of roadbed. All work done by templets to secure uniformity and meatness. DATE DUE 2-à ºf ort ºf "m-m-m • *...* ---. v. ' ' ' ' | - yº’, ! * *... ,----. / ~ 6 * > - CH! || |||||| \ . . . . - \ Gół5"O2.173 2675 Transp. TH' Dudley, Plimmon is P. H. Dudley's Dāš condensed diagrams 19 O Of the inspection of l the N.Y. C. & H. R. R. 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