We give engravings of one of a type of eight-coupled locomotives constructed for service on the St. Gothard Railway by Herr T.A. Maffei, of Munich. As will be seen from our illustrations, the engine has outside cylinders, these being 20.48 in. in diameter, with 24 in. stroke, and as the diameter of the coupled wheels is 3 ft. 10 in., the tractive force which the engine is capable of exerting amounts to (20.48² x 24) / 46 = 218.4 lb. for each pound of effective pressure per square inch on the pistons. This is an enormous tractive force, as it would require but a mean effective pressure of 102½ lb. per square inch on the pistons to exert a pull of 10 tons. Inasmuch, however, as the engine weighs 44 tons empty and 51 tons in working order, and as all this weight is available for adhesion, this great cylinder power can be utilized. The cylinders are 6 ft. 10 in. apart from center to center, and they are well secured to the frames, as shown in Fig. 4. The frames are deep and heavy, being 1 3/8 in. thick, and they are stayed by a substantial box framing at the smokebox end, by a cast-iron footplate at the rear end, and by the intermediate plate stays shown. The axle box guides are all fitted with adjusting wedges.
The axle bearings are all alike, all being 7.87 in. in diameter by 9.45 in. long. The axles are spaced at equal distances of 4 ft. 3.1 in. apart, the total wheel base being thus 12 ft. 9.3 in. In the case of the 1st, 2d, and 3d axles, the springs are arranged above the axle boxes in the ordinary way, those of the 2d and 3d axles being coupled by compensating beams. In the case of the trailing axle, however, a special arrangement is adopted. Thus, as will be seen on reference to the longitudinal section and plan (Figs. 1 and 2, first page), each trailing axle box receives its load through the horizontal arm of a strong bell-crank lever, the vertical arm of which extends downward and has its lower end coupled to the adjoining end of a strong transverse spring which is pivoted to a pair of transverse stays extending from frame to frame below the ash pan. This arrangement enables the spring for the trailing axle to be kept clear of the firebox, thus allowing the latter to extend the full width between the frames.
The trailing wheels are fitted with a brake as shown.
LOCOMOTIVES FOR ST. GOTHARD RAILWAY.
The valve motion is of the Gooch or stationary link type, the radius rods being cranked to clear the leading axle, while the eccentric rods are bent to clear the second axle. The piston rods are extended through the front cylinder covers and are enlarged where they enter the crossheads, the glands at the rear ends of cylinders being made in halves. The arrangement of the motion generally will be clearly understood on reference to Figs. 1 and 2 without further explanation.
The boiler, which is constructed for a working pressure of 147 lb. per square inch, is unusually large, the barrel being 60.4 in. in diameter inside the outside rings; it is composed of plates 0.65 in. thick. The firebox spreads considerably in width toward the top, as shown in the section, Fig. 5, and to enable it to be got in the back plate of the firebox casing is flanged outward, instead of inward as usual, so as to enable it to be riveted up after the firebox is in place. The inside firebox is of copper and its crown is stayed directly to the crown of the casing by vertical stays, as shown, strong transverse stays extending across the boiler just above the firebox crown to resist the spreading action caused by the arrangement of the crown stays. The firegrate is 6 ft. 11.6 in. long by 3 ft. 4 in. wide.
ST. GOTHARD LOCOMOTIVES.
The barrel contains 225 tubes 1.97 in. in diameter outside and 13 ft. 9½ in. long between tube plates. On the top of the barrel is a large dome containing the regulator, as shown in Fig. 1, from which view the arrangement of the gusset stays for the back plate of firebox casing and for the smokebox tube plate will be seen. A grid is placed across the smokebox just above the tubes, and provision is made, as shown in Figs. 1 and 4, for closing the top of the exhaust nozzle, and opening a communication between the exhaust pipes and the external air when the engine is run reversed. The chimney is 15¾ in. in diameter at its lower end and 18.9 in. at the top. The chief proportions of the boiler are as follows:
Heating surface: Tubes 1598.5 Firebox 102.5 ------ 1701.0
Firegrate area 23.3  Sectional area through tubes (disregarding ferrules) 3.5 Least sectional area of chimney. 1.35 Ratio of firegrate area to heating surface. 1:73 Ratio of flue area through tubes to firegrate area. 1:6.7 Ratio of least sectional area of chimney to firegrate area. 1:17.26
[Transcribers note 1: Best guess, 2nd digit illegible]
The proportion of chimney area to grate is much smaller than in ordinary locomotives, this proportion having no doubt been fixed upon to enable a strong draught to be obtained with the engine running at a slow speed. Of the general fittings of the engine we need give no description, as their arrangement will be readily understood from our engravings, and in conclusion we need only say that the locomotive under notice is altogether a very interesting example of an engine designed for specially heavy work.--Engineering.