US2177590A

US2177590A - Streamline locomotive

Info

Publication number: US2177590A
Application number: US72042A
Authority: US
Inventors: James G Blunt
Original assignee: American Locomotive Co
Current assignee: American Locomotive Co
Priority date: 1936-04-01
Filing date: 1936-04-01
Publication date: 1939-10-24
Anticipated expiration: 1956-10-24

Description

Oct. 24, 1939. J. G. BLUNT 2,177,590

STREAMLINE LOCOMOTIVE Filed April 1. 1936 5 Sheets-Sheet l I.waal

ATI'

5 Sheets-Sheet 2 J. G. BLUNT STREAMLINE LOCOMOTIVE Filed April 1, 1936 INVENTOR JZ/nes G, B/un BY Oct. 24, 1939.

Oct. 24, 1939. J. G. BLUNT STREAMLINE LOGOMOTIVE .5 Sheets-Sheet 3 Filed April 1, 1936 n? mv INVENTOR .7a/nes G15/m7L Oct. 24, 1939. J. G. BLUNT STREAMLINE LocoMoTIvE Filed April 1, 1936 5 Sheets-Sheet 4` INVENTOR was G15/ BY TIIIIIIITHIIJIIII ...l

'Oct 24, 1939. J. G. BLUNT Y -STREMLINE LOCOMOTIVE Filed April l, 1936 5 Sheets-Sheet 5 @NGC l EN @Sw Patented Oct. 24, 1939 PATENT OFFICE STREAIWLINE LOCOMOTIVE James G. Blunt, Schenectady, N. Y., assignor to American Locomotive Company, New York, N. Y., a, corporation of New York Application April 1, 1936, Serial No. 72,042

clanes.

rThis invention relates to streamline locomotives.

An object of this invention is to provide, in a locomotive, a streamline shroud structure com- 5 prising a frame work and a shroud composed of separate plates supported by the frame work and held in place by engaged bands without the aid of other fastening means whereby, by removing or loosening appropriate bands, any desired part 19,; of the shroud may be removed or replaced as desired without disturb-ing the remaining parts oi the shroud.

A further object is to provide a frame work for the shroud which is secured with suitable parts 11,5, of the locomotive by bolts and made in separate partsv bolted together so that any frame work part or parts can be removed or replaced by the mere removal' or replacement of the appropriate securing bolts.

A further object is to provide a streamline shroudstructure connected with the boiler of a steam locomotive to rigidly secure the structure against movement transversely relative to the boiler, but permitting the boiler to move longitudinally independently .of the shroud structure when expanding or contracting under temperature changes.

Afurther object is to provide a steam locomotive with running boards secured With the locomotive frame independent of the boiler and a shroud structure secured rigidly to the running boards.

Y Aiurtherv object isto provide a smoke lifter for a steam locomotive, comprising novel characteristics including an air passage for conveying air which, on leaving the passage, operates to aid in lifting the 'smoke coming from the smoke stack away from the locomotive. This matter, however, is made thesubject of a divisional application,

40 and only such reference will be made thereto herein' as is desirable for a `clear understanding of the merits` of the invention covered herein.

A further object is to provide, in a steam locomotive having a boiler secured to the locomotive frame-vwith the capacity for. independent movement due to expansion and contraction produced by temperature changes, a cab rigidly secured with the locomotive frame and flexibly secured with the boiler, thereby permitting free movement due to expansion and contraction of the boiler independently of the cab.

A further object is to provide, in a locomotive, a streamline shroud, running boards adjacent the shroud, and a cab havingI a front wall with lateral 551; extensions adjacent the shroud and running (Cl. 10S-2) boards, each of saidlateral extensions inclining upwardly from the bottom and outwardly from the inner edge in a rearward direction to most eiectively receive the streams of air travelling along the shroud and running board thereto and to most eiectively direct said streams of air upwardly and outwardly in a rearward direction Where they leave the locomotive with any smoke entrained therewith in a most eiiicient manner.

Further objects are to provide, in a locomotive, a shroud in combination with a sandbox and steps, both of novel characteristics.

Other objects of and advantages achieved by this invention will be apparent from the following description when considered in connection with the accompanying drawings which illustrate a preferred embodiment of the invention.

The invention is illustrated in the accompanying drawings in which only sufficient of the parts are shown to afford a clear understanding of the invention and wherein Fig. 1 is a side elevation oi' the front portion of a locomotive involving the present invention, the wheels thereof being shown in dot and dash lines; Fig. 2 is a plan of a longitudinal half of the portion of the locomotive shown in Fig. 1; Fig. 3 is a View similar to Fig. 1, of the rear portion'of the locomotive; Fig. 4 is a view, similar to Fig. 2, of the portion of the locomotive shown in Fig. 3;'Fig. 5, at the right, is a front view of the left half of the locomotive, and, at the left, is a section of the right half of the locomotive, on the line V-V of Fig. 1; Fig. 6, at the right, is a section of the left half of the locomotive, yon thev line VI-VI of Fig. l, and at the left, is a section of the right half of the locomotive, on the irregular line VI-VI of Fig. 3; Fig. 7 is a iragmental section oi the right half of the locomotive, on the line VII-VII of Fig. 3. The subsequent views are enlarged. Figs. 8-13 are views of the various types of lateral braces or supports employed for securing the shroud frame with the llocomotive boiler, Fig. 8 being a fragmental section, on the line VIII-VIII of Fig. 9, of one of the lateral braces or supports connecting the opposite sides of the shroud frame to the boiler, a sectional portion of the boiler and a portion oi a shroud frame work angle iron rib being shown at the connections thereof, Fig. 9 a plan of the support shown in Fig. 8, the angle iron rib being shown in section,` Fig. l0 a fragmental elevation of one of the braces or supports of the type employed for connectingl the shroud frame to the steam' dome of the-locomotive, Fig. ll a plan of the support shown in Fig. 10, a fragmental horizontal section of the steam dome being shown at the connection thereof, Fig. 12 a fragmental elevation of a support of the type employed for connecting a side of the shroud frame to the boiler at the firebox end, showing a portion of the boiler in section, and Fig 13 a plan of the support shown in Fig. 12; Fig. 14 is a fragmental section, on the line XIV-XIV of Fig. 1, of shroud side upper and lower plate sections and a portion of the shroud frame work, including one of the hand rail columns, and also showing a portion of one of the shroud fastening bands; Fig. 15 is a side view of a fragment of the upper margin of a lower plate section of the shroud, showing the slot which engages the hand rail column shown inl Fig. 14; Fig. 16 is a View, similar to Fig. 15, of the lower correspondingly slotted margin of a corresponding upper plate section of the shroud; Fig. 17 is a fragmental section, on the line XVII-XVII of Fig. l, showing the lower portion` of a lower shroud plate section, the running board fragmentally, the angleiron for supporting therunning board, a shroud frame work ribfragmentally, and a fastening band fragmentally with its associated parts; Fig. 18 is a front view of the parts shown in Fig. 1'7, the running board being shown in section and the rib and band being disposed at the vertical margins of adjacent shroud plate sections; Fig. 19 is a section on the line XIX-XIX of Fig. 18; Fig. 20 is a fragmentalsection of the locomotive, including the sandbox, on the line XX-XX of Fig. 3; Fig. 21 is a section of the sandbox on the line XXI--XXI of Fig. 20; Fig. 22 is a fragmental section of the locomotive, on the line XXII- XXII of Fig. 4, showing the connection of the top of the cab with the top of 'the shroud; Fig. 23 is a similar section, on the line XXIII-XXIII of Fig. 3, showing the connection of the cab near the bottom with the shroud; Fig. 24 is a fragmental side view of the shroud, showing one of the door openings therein and the door therefor; Fig. 25 is an end view of the parts shown in Fig. 24, the shroud being shown in section; Fig. 26 is a fragmental side View of the shroud, showing a step of one of the four pairs of steps employed, the right half showing the right half of the step in open position, and the left half showing the left half of the step in closed locked position; Fig. 2'7 is a section on the line XXIX-XXIX of Fig. 26, showing the step in closed locked position, and in dot and dash lines, showing the step in open position; Fig. 28 is a section, on the line XXX- XXX of Fig. 26, the step being removed; and Fig. 29 is a fragmental rear view of the left half of the step, as viewed in Fig. 26.

Referring in detail to the drawings, the locomotive can be conveniently divided, from an aspect of the locomotive covering or shroud, into three main portions, namely, a forward portion, denoted generally by the reference letter A, which extends from the front of the locomotive rearwardly for a comparatively short distance along the locomotive smokebox; an intermediate portion B, which includes the major part of the locomotive, and which extends from the rear end of the portion A rearwardly to the front end of the cab of the locomotive; and a rear portion C, which includes the cab of the locomotive, and which extends from the rear end of the intermediate portion B rearwardly to the rear end of the locomotive.

The locomotive proper, which is a steam locomotive, indicated generally by the reference letter D, may be, in the main, of anysuitable construction, and in the present instance is of a conventonal 4-4-2 type. It is shown more or less schematic and, as to its principal features re-` quiring special mentio-n, comprises at its forward portion I a smoke box, at its portion 2 to the rear of the portion I a fire tube boiler, and at its portion 3 to the rear of the portion 2 a rebox, the rear end part l of the firebox extending into theforward portion of the cab, denoted generally by the reference numeral 5, a main frame 6 terminating at the front ina bumper bracket 1, a forward truck 8, driving wheels 9, rear truck IB, cylinders and valve chests II, cylinder saddle I2 to which the smokebox is rigidly secured in the usual manner, the rear portion of the boiler being supported on the main frame 3, as indicated, by supports I3 in the usual manner to permit the usual free movement of the boiler relative to the main frame longitudinally thereof as the boiler,`in service, expands and contracts, a smoke stack I4, a steam dome I5, a blow-off muffler (not shown but disposed at the location'indicated by the reference numeral i6), safety valves (not shown but disposed at the location indicated by the reference numeral I'I), and a running board I8 disposed at each side of the locomotive. Other parts of the locomotive will be later referred to as occasion arises.

Locomotive intermediate portion A shroud portion, indicated generally by the reference numeral I9, which comprises the covering for the major part of the locomotive intermediate portion, substantially covers the boiler (including the major portion of the sinokebox) about thesides and top thereof for substantially its entire length, and extends downwardly at each side to slightly below the top ofy the driving wheels, a relatively small portion of the smokebox at the forward end being covered by another shroud portion and the smoke lifter, later to be described, and the comparatively small rear end part l being within the cab 5. The locomotive is left exposed at the botto-m, that is to say there is no shroud portion under the locomotive.

A relatively large angle iron 2i), running longitudinally of the locomotive from approximately the point a at the front end of the locomotive rearwardly to the cab 5, is disposed at each side of the locomotive. The side running boards I8 are superposed upon and bolted to lthe horizontal outwardly projecting legs of the angle irons 2l), and are further secured by brackets 2l, which it is not necessary here to further describe, except to say that they are each rigidly connected with the running boards by means of bolts, and with the locomotive main frame, thereby firmly securing the running boards, which may be in one or more sections, and the angle irons 2B with the locomotive main frame.

A relatively light frame work, denoted generalu ly by the reference numeral 22, is provided for the shoud portion I9. This frame work comprises a solid bar rib 23 disposed at the fro-nt end of the shroud portion I9 and

angle iron ribs

24, 25, 26, 21,28, 29, 30, 3|, 32 and 33. The ribs are equally spaced or substantially so with the exception of the

ribs

32 and 33, which are more closely spaced than the others. The ribs, at their ends, are offset inwardly and secured to the two angle irons 20 by means of brackets 34 (one being shown enlarged in Figs. 17 and 18), the ,legs of which are bolted one to the rib and the other to the adjacent angle iron 2D, the angle irons 20 being cut away, including a portion of the running boards, and arched angle iron sections 35 inserted in the cut-away parts to provide openlspaces 35for'a purpose later to be mentioned, the riby 26 `being shortened and connected to these anglefiron sections'35. Y Y A f With the exceptionof the

ribs

24 and 29, the ribs extend from they angle irons 20 entirely around the shroud portion i9 on the inner side thereof. The rib 24 is not continuedaround the upper part of 'the shroudiportion I9 onaccount of the smoke stack and smoke lifter (later to be referred to) being located in its path. This rib25 is made in two parts', the upper lends of the partsv being bolted to the outer ends of shroudsupports 3'! which supports are secured at their inner ends to the smoke stack. Likewise the rib 29 is 'made in two parts, the'upper ends of the parts being' bolted to cross ribs 38 which extend between 'the

ribs

28 and 35, to which thecross ribs are bolted, thereby providing a space at the top between the ribs 2,8 and 3i) for the insertion and removal of a sandbox (later to be referred to). l

The ribs 23fto 33 are partially curved although they obviously can begiven any shape depending upon the shape of the shroud. They are Vprefer-- ably disposed respectively in vertical transverse planes, and, for convenience of descriptionwill be termed vertical ribs. fThey are connected one with the other by short channel iron ribs 39 running horizontally and interposed between ad-v jacent vertical ribs and bolted thereto by means of angle iron brackets til, a pair of Such brackets being shown in Fig. 14. A horizontal row of these channel iron ribs 39 is provided at each side of ythe Vlocomotive at the innerside vof the shroudfportion I9 in the same horizontal plane. A third horizontal row of ysimilar' channel iron ribs 4I, similarlyy secured, is disposed at the top and inner side of the shroud portion i5 along the longitudinal center line thereof. The rearmost ribs 39 and il are'bolted at their rear ends to the front Vwall of the `cab 5 and at this end of the cab is secured an angle iron t2, best shown in Figs. 22 and 23. This angle iron takes the irregular shape of the front of the cab, as shown in Fig. 3. The angle iron 42 has a relatively narrowspacer plate i3 welded thereupon, upon which is welded a wider plate fifi 4extending beyond the plate i3 to provide a space between the plate i4 and the adjacent leg of the angle iron 42 for receiving the rear edge margins of the rear plates (later to bereferred to) of the shroud portion I9. Similarly the webs of thehorizontal row of channel iron ribs 4I have welded thereto a relatively narrow spacer plate (i5 upon which is welded a wider plate 45 extending beyond the plate 45 at each side thereof to provide spaces between the plate 46 and the webs of the channel iron ribs @il for receiving marginal edges of the shroud portion i9 (later to be described).r

The channel iron rib il between the

vertical ribs

23 and 24 extends only from the rib 23 to the smoke stack I5 to which it is secured, and the There is no channel iron ribsimilar to the ribs 3 4I between thevertical ribsl; andf28, .but instead thereof there is a metal ring i8 which is connected at diametrically opposed transverse sides tothe respective adjacent ribs 2l and 28, short sections of channel iron ribs being disposed, if found necessary, between the ring and the ribs 21 and' 28. The ring 48 is directly above the steam dome I5 and is not covered by the shroud portion I9 which is cut away at the circumference of the ring, but is covered by a removable cover plate, indicated at t9. A similar, but relatively small, metal ring 50 is provided between the vertical ribs 3i] and 3|, and another but larger metal ring 5I is provided between the vertical ribs 3l and 32, each connected to its adjacent vertical ribs by short pieces of channel iron ribs, that is to say the adjacent ribs di are cut away to provide space for the rings 55 and 5I.

Both these rings 50 and 5I are left open, that is to say the shroud portion I9 is cut away at these rings. yThe rings are each provided with a collar 52 which extends downwardly from the ring to the top-of the boiler. Within the collar 52 Aof the smaller ring is the blow-off mufer of the locomotive, and within the collar 52 of the larger ring are the safety valves of the locomotive, neither of'these parts of the locomotive being shown in the drawings.

The frame work 22, comprised of the horizontal and vertical ribs, as above described, is sup- ,l `ported by the boiler in the following manner:

The ribsk 25 and 3G are supported by the boiler by brace or support devices, one of which is shown in Figs. 8 and 9. The device comprises a bracket 53 at each side of the adjacent rib. The brackets are welded to the rib, one being fragmentally shown in Figs. 8 and 9, but better shown in Fig. 5, and is of angular formation. The verticallegs of the brackets 53 are oriced to receive rods 54 which are secured to the brackets by pairs of nuts 55 which provide for adjustment of the device. Each of `the rods 54, at its inner end, is provided with the plate 55 which is welded to the rod. The plates are welded one to the bottom of its rod, and the other to the top of its rod sothat their inner ends may overlap, as shown. The plates 55 are secured on a post 5l which is bolted to the top of the boiler. To this end the plates at their adjacent ends are provided with elongated orifices 58, and the post 57 has an enlarged base 59 and an elongated head 55. In assembling the parts the elongated head is passed through the elongated slots, an end of the head overlapping the end of the upper plate to hold the plates upon the post when the device is nally secured in place. This construction, while hold ing the shroud portion rigid against movement transversely relative to the boiler, provides a flexible connection with the boiler so that any expansion or contraction of the boiler that may occur, due to changes in temperature, will not injuriously affect the frame work or shroud por tion lIiLrthe connections bending slightly during such boiler expansion or contraction.

' The ribs 2l and 28 are supported by the boiler in somewhat a similar manner as that just described. Here two devices (best shown in Figs. lo and 1l) are employed at the opposite sides of the steam dome, and for each of the devices a post 6I, similar in function to the post 5l, is secured by welding to a bracket G2, which is rigidly secured Vto the adjacent side of the steam dome, the .lower plate 56 resting upon the horizontal leg of the bracket B2.

The

rib

3,3 is supported by the boiler in a somewhat similar manner .as that justl described except here each of theplates 56 has its own post 63, and its own bracket 64, the two brackets being rigidly secured to the top of the boiler in spaced relation in order to leave the space above the central portion of the boiler free for boiler fixtures (not shown).

The frame work for the shroud portion 19, as will be noted from the foregoing description, is rigidly supported by the locomotive frame through the angle lirons 20 andthe running boards I8 which are rigidly connected with the locomotive frame. The frame work is further supported by the boiler at'various points of connection but here the connections are exible, permitting the slight expansion and contraction of the boiler, that may occur due to temperature changes, independently of the frame work, that is to say without harmfully disturbing the frame work.

Hand rails (not shown) are secured one on each side of the locomotive tothe two rows of channel iron ribs 39 by columns 65, one being shown of a conventional type in Fig. 14, although any suitable type desired may be employed. In the present instance each side of the locomotive is provided with eight: of these columns, substantially equally spaced. Each column is provided with a reduced throat which seats upon the adjacent channel iron rib 39 to provide a space around the throat between the channel iron rib and the enlarged base ofthe column, the column being bolted to the web of the rib and the space being of sufcient width to admit overlapping edges of plate sections of the shroud portion 19, as will presently appear. The hand rail on each side thus described extends from the cab to the rib 23.

The shroud portion I9, which is made of relatively thin sheet metal, engages the frame work 22 at the outside thereof and extends around the top and down the sides of the boiler to the angle irons 29, where the lower marginal edges are turned outwardly as shown in Figs. 17 and 18. The shroud partakes of the curvature of the frame work, comprising accordingly outwardly slightly curved sides and top with sweeping curves at the upper corners connecting the sides with the top, the sides converging somewhat to meet the sweeping curves. The frame work and shroud portion I9 are spaced from the boiler to provide ample space at the sides and top between the frame work and boiler for the various attachments usually employed in locomotives.

The shroud portion 19 is divided longitudinally to provide transverse strips 66. Each of the strips is divided into four separate sheets or plates. The lower plates on the side of the locomotive shown in Figs. 1 and 3, denoted respectively by .reference numerals B1, 68, 69, 10, 1I, 12, 13, 14,

15, 16 and 11, extend from the angle iron 20 on this side of the locomotive (where their lower edges are turned outwardly) upwardly to substantially the top of the row of channel iron ribs 39 on this side of the locomotive, and their upper margins are slightly attened wedge-shape. Those plates disposed at the various locations of the columns 65 are cut out, in their upper marv gins, to form open slots 1B, one being shown in Fig. 15, to permit the margins about the slots to be slipped into the space between the adjacent channel iron rib and the enlarged base of the adjacent column 65.

Plates similar to the plates 61 to 11 and similarly disposed, are providedI on the opposite side of the locomotive. v l

The upper platesshown in Figs. 1 and 3, denoted respectively by the reference numerals, 19, 80, 8|, 82, 83, 84, 85, 86, 81, 88 and 89, have their upper edges disposed at the row of channel iron ribs 4I, these edges being tucked in the adjacent space at the side of the longitudinal center line of the ribs 4l provided between the webs of the channel iron ribs 4| and the plate 45. The plates extend from these edges downwardly about the adjacent top andside portions of the frame work 22 to approximately the lower edge of the row of ribs 39 with their lower margins, which are slightly offset outwardly, overlapping the upper Wedge-shaped margins of the lower plates so that each upper plate and its adjacent lower plate will make a substantially ush joint at the outer faces thereof. The lower margins of the upper plates, which are located where there is a column 65, are provided with a downwardlyv open slot 90, one of which is shown in Fig. 16, for engaging the adjacent column within the space there provided, in a manner similar to the engagement by the adjacent lower plate already referred to.

Plates similar to the plates 19 to 89, and similarly disposed, are provided on the opposite side of the locomotive. y

The plate 61 overlaps the rib 23 and extends rearwardly to substantially the middle of the rib 24. Each of the successive plates 68 to 16, extends from approximately the center line of its forward adjacent vertical rib rearwardly tosubstantially the center line of its rear adjacent vertical rib. The plate 11 extends from substantially the center line of its forward vertical rib rearwardly to the cab, its rear edge being shaped to conform to the configuration of the front wall of the cab, and is tucked in the space between the angle iron 42 and the plate lll already referred to.

The plates of the corresponding row of plates on the opposite side of the locomotive are similarly disposed.

The upper plate 19 extends from substantially the middle of the rib 23 rearwardly to substantially the middle of the rib 24. Each of the successive plates 80 to 88 extends from approximately the center line of its forward adjacent vertical rib rearwardly to substantially the center line of its rear adjacent vertical rib. The plate 89 extends from substantially the center line o-f its forward vertical rib rearwardly to the cab, its edge being shaped to conform to the configuration of the front wall of the cab, and is tucked in the space between the angle iron 42 and the plate 44 already referred to.

The plate 19 extends over the smoke lifter to form top and side outer walls about a part thereof, and rests upon the adjacent support 31. It is cut away to meet the rear edge of the support 31 and the adjacent portion o-f the smoke stack which portion extends from the rear edge of the support 31 to substantially the middle of.

the front of the smoke stack. The corresponding upper plate at the opposite side of the locomotive is similarly cut away.

The plate 68 is provided with a door 9| which opens to expose the valve gear of the locomotive and any other locomotive part located opposite the door, and is provided at its top with hinges,

l "of the locomotive for a similar purpose.

The plate 3B isprovided with a door 92, hinged at the top and provided with a latch at the bottom, as shown, which opens to expose the throttle rod connection of the locomotive. This plate 8E is cut away at itsupper forward portion to iit about the rear wall of the smoke lifter and the corresponding plate at the Aopposite side of the locomotive is similarly cut away. f-

a The plates 68 and 'Ill are cut away at their adjacent lower portions to lit upon the arched angle iron section 35, and a door 93, hinged at the bottom and provided with latches at the top, as shown, is provided to enclose the space 36 and for exposing, when-open, the valve gear link of the locomotive. A similar door is provided in the shroud portion at the opposite side of the locomotive for a similar purpose.

The plate 3l is provided with a door Sil, hinged at the top and provided with a latch at the bottom, as shown, for exposing, when open, rwash-out'p'lugs of the locomotive. A similar, but preferably smaller door, is provided in the shroud portion at kthe opposite'side of the locomotive for a similar purpose.

The plate 82 is provided with a door 95, hinged Aat the top and provided with latches at the bottom, as shown, for exposing, when open, one of the check valesr of the locomotive. A similar door is provided in the shroud portion at the opposite side of the locomotive for a similar purpose. f

There is also a door at the opposite side of the locomotive in the plate opposite the plate 83, corresponding .to the door SI2 in the shroud portion, for exposing, when open, one of the wash-out plugsmof the locomotive. I

The

plates

54 and 85 are each provided with a door SG, hinged at the top and provided with latches at the bottom, as shown, for exposing, when open, the sand traps of the locomotive. Similar doors are provided in the shroud portion at theopposite side of the locomotive for a similar purpose.

The plates M, l5, 86, 88 and 89 are each providedwith a door ill, the door in the Aplate B9 being somewhat larger 4than the other doors of this group, each of the doors being hinged at the top and provided with a latch at thefbottom, as

shown, for exposing, `when open, wash-out plugs of the locomotive. Doors similar to those in the plates "M, l5, i8 and 89 are provided in the shroud portion Von the opposite side of the locomotive for a similar purpose.

There is also a door at the opposite side of the locomotive in the plate opposite the plate 3l similar to the smaller of the doors ill, and for a similar purpose.

The plate 85 is provided with a door 98 disposed near the longitudinal center line at the top of the shroud portion, hinged at the top and provided with a rlatch at the bottom, as shown, for exposing, when open, a sand iilling hole of the sandbox of the locomotive (later to be described) A similar door is provided inthe shroud portion at the opposite side 'of the longitudinal center line for asimilar purpose, and a similar door is provided on said opposite side of the longitudinal center line in the plate opposite 4the plate Bil, for exposing, when open, la steam valve of the locomotive disposed at this location.

`It will be understood that the doors on one side only are shown in the drawings, and the parts of the locomotive exposed by the doors, when open, in the various instances, are not shown, but are parts of a conventional locomotive, and such parts form no part of the present invention.

In the

plates

84, 36 and 89 near the longitudinal center line at the top of the shroud portion are provided louvers 29, and other louvers are provided opposite these louvers on the opposite side of the longitudinal center line, the louvers serving as exits for the emission of the streams of air passing rearwardly between the locomotive and shroud portion I9, thereby preventing the air between the boiler and shroud from becoming too hot.

Folding steps, preferably arranged in pairs, are disposed at various parts of the shroud portion I9 for enabling the attendant to conveniently reach various parts of the locomotive located at the top thereof. These pairs of steps may be on either side of the locomotive,` as requirement will indicate. In the present instance the steps, indicated generally`A by the reference numeral I, are arranged in pairs, one of the pairs being in the plate 13, and another pair in the plate l5. The pair of steps in the plate 'I3 is arranged with the upper step of the pair disposed somewhat to the rear of the lower step, and the pair of steps in the plate 'I5 is arranged with the steps in the opposite order. The pair of steps in the plate 'i3 enables the attendant to reach the sandbox (later V to be described) for the purpose of filling same,

and the pair of vsteps in the plate 'I5 enables the attendant to reach the safety valves and blowolf muffler (not shown) exposed through the open collars 52, l

Beneath each step the frame work is reinforced by a horizontal angle iron rib IUI bolted to the Vertical ribs at the` sides of the respective plates 'i3 and l5. The step is best seen in Figs. 26 to 29. The shroud portion i9 is provided with a rectangular opening IGZ, having an upper edge ID3, a lower edge Ill, and side edges I05 into which the step fits when closed, forming, at its outer face, a iiush joint with the outer face of the shroud portion I9.

A latch IE6 is provided for securing the step in closed position and comprises a latch pin IU'I extending through an orifice in the shroud portion I9 centrally located beneath the lower edge |04, to the inner end of which'pin is secured a latch member Illil, and at the outer end of which pin is formed a handle |09 for turning the latch from a horizontal inactive position to a vertical upstanding active position. The shroud portion I9 is reinforced about the opening Il2 at the top thereof by a top horizontal angle iron I Iii having its vertical leg welded to the inner face of the shroud portion I9 and its horizontal leg directed inwardly from the vupper edge H13 of the opening, at the sides thereof by vertical side angle irons III, each having one leg thereof welded to the inner face of the shroud portion I9 and the other leg thereof directed inwardly from the adjacent side edge I|l5of the opening, the side angle irons extending from the top of the top angle iron, to which they are welded, to the top of the cross rib IUI, and at the bottom thereof by a bottom horizontal angle iron II2, having its vertical leg welded to the inner face of the shroud portion I9, and its horizontal leg disposed on the lower edge of the vertical leg and directed inwardly, the angle iron II2 being disposed between the lower portions of the angle irons III and welded thereto, and the vertical leg of the angle iron II2 being cut away at its central portion to permit the latch member |08 to turn to latching and unlatching positions. The shroud is made of thin sheet material and, except for bands, (later to be described), is unsecured. Therefore it is not well adapted to support the weight that will be carried on the steps. For this reason, while the step frame is secured directly to the shroud, it is nevertheless largely supported by the frame work through the rib support which is part of this frame Work and upon which the step frame rests.

Describing the step, for convenience, when in its open position, as shown at the right in Fig. 26, and in dot and dash lines in Fig. 27, it comprises a plate I3, the upper surface of which serves as a tread surface. This plate is of the same size as the opening |02 so that in its closed position it will completely close the opening and make a flush joint with the shroud portion I9. The plate has a reinforcing flange ||4 upon the tread surface at the outer edge of ythe plate and similar side flanges I 5, similarly disposed along the side edges of the plate, extending from the ange |||l to substantially the plane of the shroud portion I9 where the anges are increased in height and thickened inwardly from there on to the inner edge of the plate .where they, at their inner ends, slant upwardly inwardly to provide an upper face IIB of increased length. The parts of the side flanges ||5 of said increased height and thickness are provided with orices which receive a shaft I |1 which also passes through aligned oriiices in the inwardly directed legs of the angle irons The plate ||3 is thus pivotally connected for swinging to operative position, as shown at the right in Fig. 26, and in dot and dash lines in Fig. 27, and for swinging to closed position, as shown at the left in Fig. 26, and in section in Fig. 27.

A plate I I8 is disposed within each of the angles of the angle irons and is welded to the inwardly directed legs of the respective angle irons the plate ||8 being provided with orifices to permit the shaft ||1 to extend therethrough. The plates H3 extend inwardly from the angle irons and on these extended portions are welded stop lugs ||9 directed toward the opening |02 and disposed so that their bottom faces will be engaged by the upper faces ||6 when the step is swung to open position.

The operation of the step is. simple. Usually when unlatched it will drop to open position of its own weight, but it can be assisted to scl drop, if found necessary, by pressing the portion of the plate 3 below thershaft inwardly. When not in use, vthe latch being in horizontal position, the step is swung upwardly to closed position, the handle |09 being then yturned to bring the latch member |08 to vertical position in engagement with the then inner face of the plate||3 at the lower edge thereof. The latch member has a slightly inclined engaging face, as shown at |20, Fig. 28, to produce the requiredpressure to hold the step rmly closed, a plate |2| being welded to the angle iron I I0 within the opening |02 to serve as a stop for the. then upper flange H4.

A sandboxl |22 of novel construction, shown best in Figs. 6 and 20, forms a part of thev present invention. It is interposed between the top of the boiler and the top of the shroud portion. 'It comprises a cylindrically curved bottom wall |23 having the curvature of the top of the boiler, a top wall |2|fshapedto conform to the shape of the top of the shroud portion I9, side walls |25, and end walls |26. The box is secured above the boiler lby brackets l|21 vwhich are secured to the boiler and to the end walls |26. The box is provided with sand feed pipes |28, one being shown in Fig. 20, which lead to the sand traps and are provided with the usual control valves (not shown), the sand trap control valves being disposed opposite the doors 96, as already mentioned.

AThe box is provided with two filling openings opposite the doors 0S, having collars |29, and the shroud portions around these doors are provided with collars |30 which extend into the collars |29, the collars |30 being smaller than the collarsl|29 to provide a substantial space between a collar |23 and its adjacent collar |30 in order that the sandbox may move with theboiler when the latter expands or contracts, without disturbing the shroud portion. The collars |30 extend for a short distance above the face of the shroud, and

the doors 9B extend at all edges beyond the collars |30, and the edges of the doors are turned downwardly, as shown in Fig. 21, to provide leakproof doors over the filling openings.

The adjacent margins of the transverse strips 06 into which the shroud portion I9 is divided are covered on their exteriors by thin straps or bands |3| which hold the strips 66 firmly in place against the vertical ribs which are disposed immediately opposite the respective bands and which neatly cover the joints between the strips. The bands are provided at their ends with reinforcing plates |32 which are weldedthereto, and upon which are welded bolts |33 which extend through orifices in the running boards and the horizontal legs of the angle irons 20, with the exception of the bolts of the band at the angle iron sections 35 which bolts extend through oriiices in these angle iron sections 35. The bolts have draw nuts |34 at their threaded lower ends and lock nuts |35. By this means the bands are drawn tightly to hold the plates comprising the strips 66 securely in place. The various bands, with the exception of the secondhand from the forward end of the locomotive, extend entirely around lthe shroud portion |9, the plate 40 being 145 cut out to permit the bands to pass. The second band from the forward end is made in two parts and the upper end of each part is provided with a bolting structure comprising the plate |32 and securing bolt` |33. from the shroud supports 31, the shroud portion I9 being cut away to permit the lugs to extend therethrough, and these lugs are oriced to receive the bolts |33, nuts similar to the nuts |34 and |35 being applied to the threaded ends of the bolts |33 to anchor the said two parts of this strip at'their respective upper ends.

y The shroud (streamline covering) of the locomotive comprises another portion, denoted generally bythe reference numeral i 31. This portion extends from the outer edge of the adjacent running board I8 downwardly to about the top of the driving axles of the locomotive, and for substantially the length ofthe shroud portion |9. It is bolted to supports |38 which are in line with, or continuations of. the supports or brackets 2|, which support the running board. It ,is not deemed necessary to describe the various sup ports or brackets which vary in detail, as their specific structures form no part of the present Lugs |36 project upwardly cent plates or strips are disposed at a support and bolted thereto. A shroud portion, similar to the shroud portion |31, and similarly secured, is provided on the opposite side of the locomotive.

It will be further understood that the shroud y portions I9 and |31 may be further reinforced by strips,v angle irons or the like welded to their inner surfaces, at various desired locations, to provide additional stiffening means where such means are desired, it being borne in mind that the shroud portions are made of relatively thin sheet material, and are unsupported over relatively large areas. Without further reference it will also be understood that, when desired, similar reinforcements will in practice be made at other portions of the shroud of the locomotive laterl to be described. It will further be understood ythat the shroud portions i9 and |31, and the entire frame work 22, are made of separate parts, so secured, as has been previously described, that any or all parts of the shroud portions'and frame work parts may be easily removed and replaced. In other words, no welding, rivets or like permanent fastenings are employed that would prevent the disassembling of any or all of the parts comprising the shroud portions and :trame work thus far described.

Locomotive rear portion The cab 5, which constitutes the main part of the locomotive rear portion, is in the main of conventional design, but has the novel feature of being rigidly secured to the frame of the locomotive and iiexibly secured to the locomotive boiler in lorder that the boiler may expand and contract longitudinally independently ofthe cab. Only those parts ci the cab necessary for a clear understanding of the present invention will be described.

The ton wall |39 of the cab is in the same plane with the top of the shroud portion I9. The top wall of the cab, at the sides along the lines b (see Figs. to '7), is laterally extended and curved until the side extensions meet the adiacent side walls is!! oi' the cab. thereby providing a cab of greater width than the part of the locomotive forward thereof. with front walls IM at @ma sie? nf uw, shroud i9. The cab is of a width equal to the distance between the shroud portions 431.. and the side walls |40 extend downwardly so that the hott-om edges thereof are in line with the vbottom edges oi the shroud portions |31. thereby making, in effect. a continuation of these shroud portions. l cab maintains the streamline efim* of Jhe locomotive shroud or. covering.

The locomotive frame is provided with side brackets |42 on which the cab is supported. the cab being rigidly secured to the locomotive frame in any desired manner. as by bolts. welding or the f like. Theyside walls |411 at their lower front edges abut the rear edges of the shroud portions |31 and have welded upon their inner taces olaf-ps M3 which overlap the inner faces of the shroud portions |31 to which they are bolted. thereby rmlvsecuring the cab at the front end with the locomotive frame structure.

The front walls |4| of the cab have their inner edges |55. adjacent the rear edges of the shroud portion i9. they being shaped to conform to the shape of the shroud portion at these adjacent edges. The walls MI recede from these edges rearwardly and outwardly where they meet the walls MB. They likewise recede from their lower edges rearwardly and upwardly where they meet the extensions of the top wall |39, the bottom portions being somewhat curved forwardly to meet with and merge into their adjacent running boards |8. This double inclination of the front walls |4| enables the streams of air that move rearwardly relative to the advancing locomotive adjacent to the sides of the shroud portion I9 and running boards I8 and any smoke that may be moving therewith to emerge from the sides of the shroud portion I9 and running boards |8 to the walls |li| in a smooth iiow on each side oi the locomotive. When these streams reach the walls |4|, they are directed in outward and upward paths thereby, with the least air resistance, moving outwardly from and above the cab to most effectively and expeditiously cause the air and any smoke present to leave the cab and also the cars to the rear.

The front walls |4| are provided with doors |45 which partake of the same shape as the walls MI, that is to say they recede from their inner edges rearwardlyand outwardly, and from their lower edges rearwardly and upwardly, or in other words they are substantially in the same plane with their respective walls IM. The doors are hinged at their outer edges, as shown in Figs. 3 and 7 (Figs. 5 and 6, for convenience, not showing the doors), and the doors are secured, when closed, by a latch or otherwise in any usual manner (not shown).

The boiler projects into thecab through the front wall thereof but is left free from this wall in a manner to permit the boiler to expand and contract in a longitudinal direction independently of the cab. As before remarked, the cab, which is rigidly secured to the frame work of the locomotive, is exibly secured to the boiler to permit the said expansion and contraction but securing the cab rigidly against transverse movement relative to the boiler. This is accomplished in the present instance by a pair of flexible connections |46. The connections are disposed at the iront of the cab, one at each side of the longitudinal center line but spaced at some distance therefrom and within the space between the top of the cab and the rear portion 4 of the rebox of the boiler. These connections are secured to the front wall ofthe cab and to the top of the boiler as best seen in Fig. 7 For a detailed description of these connections reference is made to Patent No. 2,155,926, granted to applicant April 25, 1939, which patent is a continuation in part oi the present application.

Locomotive forward portion The locomotive forward portion comprises a front end shroud portion and a smoke lifter.

The front end shroud portion, indicated generally by the reference numeral |56, encloses the front end of the locomotive, and extends from the rib 23 which is disposed at a short distance to the rear of the front of the smoke box forwardly to a point c at the bottom of this shroud portion suiliciently forward of the forward end |55 of the locomotive to provide suicient space for the coupling of the locomotive (not shown). This shroud portion |54, at its extreme front (forward center' line d) is inclined upwardly and rearwardly from its foremost point c at the extreme bottom to the point e at its extreme top, the angle of inclination of this center line being sufficient to permit the shroud portion |54, on each side thereof, to be curved from the center line d rearwardly by suitable horizontally disposed lines of curvature to permit the upper and lower parts, into A which this shroud portion |54l canbe Vconvenientportions |31.

ly divided, to meet, at their rear ends, the forward ends adjacent thereto of the shroud portions IS and |31 respectively making ush joints therewith, to provide maximum efficiencyl in streamlining of 'this portion |54 with the portions I9 and |31.

The upper part of the shroud portion |54 comprises a pair of doors |56 which doors are hinged to the respective sides of the rib 23 by hinges |5'l,-and which meet at their front edges at the center line d where theyare provided with aligned orioecl lugs |58 which engage bolts for holding the doors in closed position. The doors can be opened when necessary, by first removing the bolts, thereby exposing the front door of the smokebox, which may be opened, as in ordinary practice, when occasion requires. Each door |56 in practice will preferably comprise a hand rail section (not shown) which will, in effect, be a continuation of the hand rails on the sides of the shroud portion I9 already referred to.

The lower part of the shroud portion |l54, that is to say the part below the doors |56, is secured to the front end of the locomotive frame by brackets or framing of any desired construction (not shown). This lower part of the shroud portion |54 comprises a running board |59, which is, in effect, a continuation of the running boards i8. It extends from the forward ends of these boards I8 to the front of the locomotive but gradually decreases in width from the rear ends to the front, as shown in Fig. 2. It is adjacent the bottom edges of the doors |56. This lower part of the shroud portion |54, at its rear edges, is adjacent the forward edges of the shroud portio-ns |31, making flush joints therewith, and extends at these edges from the running board |59 downwardly to the lower edges of the shroud This lower portion extends forwardly and is curved inwardly from these edges on each side to the center line d, providingv effective .streamlining in conjunction with the shroud portions |31. Its upper edge follows the running board |59, but gradually recedes from the outer edge of the running board inwardly, to a point indicated at f, Fig. 1. The front of this lower part of the shroud portion |54 follows the line d from the point f tothe point c. The bottom edge extends from the point c rearwardly in horizontally curved lines to oppositely disposed points g about in line with the front of the bumper support or bracket and the edges between the points g and the bottom of the reary edges of this lower part are formed as sweeping curves disposed in advance of the forward wheels of the locomotive forward truck, as shown in Fig. 1. i

This lower part of the shroud portion |54 is provided with four doors, namely the door |66 disposed at the front and near the top of this lower part and forward of a bell |6| of the locomotive, the door having an opening provided With slats |62 (see Fig. 5) to better transmit the sound of the bell to the exterior; the door |63 disposed below and considerably larger than the door |66; and two side doors |64 on opposite sides of this lower part. The doors are hinged and suitably bolted, and, when open, afford access to the various parts of the locomotive located in their vicinity. In Fig. 2 one of the doors |56 and one of the doors |64 are shown in dot and dash lines, partly open.

The various doors in the shroud or covering of the locomotive generally speaking are flush at their respective outer faces with the outer face of the shroud or covering and shaped similarly thereto at places where located to maintain the streamline effect.

The smoke lifter, denoted generally by the reference numeral |65, is preferably constructed as a separate feature, and then assembled with the locomotive. It extends from a point h somewhat to the rear of the smoke stack i4 forwardly to the rib 23, this portion of the lifter being within the shroud portion |9, and forwardly therefrom to the point e. The shroud portion constituting the top, front and sides of the smoke lifter, forward of the rib 23, is shaped to somewhat resemble a section of a dome, the rear edge being secured to' the rib 23 and curved to form a flush joint with the adjacent part of the shroud portion I9 to maintain the streamline eifect therebetween, and the bottom edge being curved to form a flush joint with the doors |56 to maintain the streamline effect therebetween. The shroud forming the exterior of the smoke lifter is provided with front and rear slatted openings |73 for the passage of air into-the lifter at the front, vand out of the lifter at the rear. Between the front slatted openings provision is made for a horn and a headlamp. Further description of the smoke lifter is not deemed necessary in the present application as this forms the subject matter of a divisional application.

While the invention has been illustrated in the foregoing description in a streamline locomotive of preferred construction, it will be understood that many and various changes and modifications in form, arrangement of parts and details of construction thereof may be made, and that all such changes and modifications as fall within theV scope of the appended claims are contemplated as apart of this invention.

The invention claimed and 'desired to be secured by Letters Patent is:

l. Ina locomotive having a main frame, a streamline'shroud forming an outer covering for the sides and top thereof comprised of separate plates having adjacent edges disposed in planes transverse of said locomotive; a framework, en-

gaging said shroud upon its inner face, having ribs disposed in said transverse planes and supporting said'plates at said'adjacent edges; bands disposed insaid transverse' planes and engaging the outer faces of said plates at said adjacent edges; and adjustable means for drawing said bands tightly upon said plates whereby said plates will be securely held in position upon said framework, said "framework and bands, with their adjustable means, being supported by said main 'franiej 'ribs extending longitudinally'of said locomotive connecting saidcurved ribs and supporting said plates vat said adjacent longitudinally extending edges; bands engaging the outer faces of said plates at said adjacent edges in said transverse planes; and adjustable means for drawing said bands tightly upon said plates whereby said plates will be securely heldin position upon said framework, said framework and bands, with their adjustable means, being supported by said main frame'. f

' 3. In a locomotive having a main frame and a boiler rigidly secured at one of its ends to said main frame and slidably supported by said main frame beyond said secured end to permit said boiler to expand and contract in a longitudinal vdirection independently of said'main frame,-a

shroud` structure forming an cuter covering for the sides and top of said` boiler; means rigidly securing said shroud structure at its opposite lower edges to said main frame; `and supporting means connected to transversely opposite parts of said shroud structure-and to the top of said boiler, thereby preventing either side of said shroud structure from moving laterally outward relative to said boiler.

f 4."In a locomotive having a main frame and a boiler rigidly secured at its forward end'to said main frame and slidably supported by said main frame rearwardly of said end to permit said boiler f to expand and contract in` a longitudinal direction independently of said main frame, a shroud structure forming an outer covering for the sides and top of said boiler; means rigidly securing `saidy shroud structure at its opposite lower edges to said main frame and to said forward end of said boiler; and supporting means, disposed to the rear of said forward end, connected to transversely opposite parts of said shroud structure and to the top of said boiler, thereby preventingr f either side of said shroud structure from vmoving laterally outward relative to said boiler.r

f 5. In a locomotive, a main frame; a running board rigidly securedto said main frame at each side thereof; and a boiler disposed between said running boards rigidly secured at one ofY itsfends to'said mainframe and slidablyvsupported by said main frame'beyond said secured end to per-y mit said boiler to expand and contract ina longitudinal direction independently of said main frame and said running boards; and a streamline shroud structure forming an outer covering for rthe sides and top of said boiler rigidly secured at its lower side edges to saidA running boards.

6. In alocomotive having a main frame, a streamline shroud forming an `outer covering for the sides and top thereof having an opening formed therein; a framework engaging said shroud upon its inner face supported by said main frame; a frame secured to said shroud about ythe edges of said opening; and a foldable step pivotally mounted in the sides of said frame, said frameworkincluding a member disposed beneath and adjacent to the bottom of said frame for supporting said frame.

7. In a" locomotive having a main frame, a

streamline shroud forming an outer covering for adjustable means, being supported by said main frame; a frame secured to said shroudabout the edges of said opening; and a foldable step pivotally mounted in the sides of said frame, said framework having a longitudinally directed rib secured to said ribs disposed in transverse planes adjacent thereto and disposed beneath and in supporting engagement with said frame whereby said shroud is substantially relieved of the weight imposed upon said step.

8. In a locomotive having a main frame and a boiler rigidly secured at one of its ends to said main frame and slidably supported by said main frame beyond said secured end to permit said boiler to expand and contract in a longitudinal direction independently of said main frame, a streamline shroud structure forming an outer covering for the sides and top of said boiler having an opening formed therein and rigidly secured at its lower side edges to said main frame; a sandbox rigidly secured to said boiler opposite said opening having a filling opening formed therein; and a collar secured to said shroud structure about said opening formed therein and extending into, and spaced at its forward and rear ends from the adjacent margins of, said opening `formed in said sandbox whereby said sandbox may move with said boiler longitudinally oi said locomotive independently of said collar and shroud structure.

9. In a locomotive having a boiler, a main frame and a'running board at each side thereof, a streamline shroud structure forming an outer covering for the sides and top of said boiler and extending at its lower side edges to said running board adjacent thereto, said running boards and shroud structure being supported by said main frame; and a cab having its front wall adjacent the rear edge of said shroud structure and comprising a laterally extending portion at each side of said shroud structure having its inner edge engaging the side of said shroud structure adjacent thereto and its bottom edge engaging the rear edge of the adjacent running board, each of said cab front wall portions being inclined from its bottom edge upwardly and from its inner edge outwardly in rearward directions. l

10. In a locomotive having a main frame and a boiler rigidly secured at one of its ends to said main frame and slidably supported by said main frame beyond said secured end to permit said boiler to expand and contract in a longitudinal direction independently of said main frame, a shroud structure forming an outer covering for the sides and top of said boiler; means rigidly securing said shroud structure at its opposite lower edges to said main frame; and supporting means at each side of said shroud structure having its outer end secured to the adjacent side of said shroud structure and its inner end pivotally connected with said boiler, the two said supporting means holding said shroud structure against lateral outward movement relative tc said boiler.

1l. In a locomotive having a main frame and a boiler rigidly secured at one of its ends to said main frame and slidably supported by said main frame beyond said secured end to permit said boiler to expand and contract in a longitudinal direction independently of said main frame, a shroud structure forming an outer covering for the sides and top of said boiler having an opening formed therein and rigidly secured at its lower side edges to said main frame; a sandbox rigidly secured to said boiler opposite said opening having a filling opening formed therein; an open collar secured to said shroud structure about said opening formed therein and extending into, and spaced at its forward and rear ends from the adjacent margins of, said opening formed in said sandbox whereby said sandbox may move with said boiler longitudinally of said locomotive independently of said collar andshroud structure, said collar extending above said shroud structure; and a cover closing said collar and having a turned down marginal flange extending below the top of said collar exteriorly thereof when in closed position substantially preventing rain and other foreign matter from entering said sandbox.

12. In a locomotive, a main frame structure; a cab rigidly secured to said framestructure at the rear end portion thereof; a boiler rigidly secured to said frame structure at the front end portion thereof and slidably mounted thereon at the rear of said front end portion to provide for d free longitudinal movement of said boiler independently of said frame structure due to expansion and contraction of said boiler; a shroud structure covering said boiler forward of said cab about its top and sides; means rigidly securing said shroud structure to said frame structure; means rigidly securing said cab to said shroud structure; and means for flexibly connecting said cab at the front top portion thereof with said boiler, supporting said cab from said boiler to prevent lateral movement of said cab and said shroud structure adjacent thereto relative to said boiler and to permit said free longitudinal movement of said boiler independently of said cab.

13. In a locomotive, a main frame having a boiler and a running board at each side thereof; a streamline shroud structure forming an outer covering for the sides and top of said boiler and extending at each side to the running board adjacent thereto, said running boards and shroud structure being supported by said main frame; and a cab having its front wall adjacent the rear edge of said shroud structure and comprising av boiler to expand and contract in a longitudinal y direction independently of said main frame, a streamline shroud structure forming an outer covering for the sides and top of said boiler having an opening formed therein and rigidly se-v cured at its lower side edges to said main frame; a sandbox rigidly secured to said boiler opposite said opening having a lling opening formed therein in vertical alignment with vsaid shroud opening; and a collar secured to said shroud structure aboutvsaid opening formed therein and cooperating with said filling opening in horizontal spaced apart and vertically overlapped relation whereby said sandbox may move with the said boiler longitudinally of said locomotive independently of said collar and shroud structure. 15. The combination with a locomotive, of a shroud structure comprisingy a streamline shroud forming an outer covering f or the sides and top of said locomotive, formed of separate plates having adjacent edges disposed in planes transverse of said locomotive, a framework disposed interiorly of said shroud upon which said shroud rests, plate-retaining bands engaging the outer faces of said plates and extending over said adjacent edges, and adjustable means for drawing said bands tightly upon saidplates whereby said plates will be securely held in position upon said framework, said framework and bands, with their adjustable means, beingfsupported by said locomotive, said separate plates beingA entirely free from attachment to each other, to said framework and to said locomotive, leaving each of said plates entirely free for independent removal upon the releasingof its retaining bands. f l

JAMES G. BLUNT.