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Fig. 2. Wear and tear on scale pivot points are reduced, because of the smooth manner in which this 65-tonner eases cars off and on scales. [[left arrow pointing to two column photograph of a locomotive shifting a heavily loaded ingot buggie.]]

Fig. 3. This standard 45-ton industrial switcher handles slag and ladle cars at the Tonawanda Iron Corporation plant.
[[downward arrow pointing to a two column photograph of a locomotive pushing a car with a giant ladle pouring a molten stream, with a man standing nearby, dwarfed by the size of the ladle and stream.]]

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SUPPLY IS RESTRICTED
Because of WPB restrictions on manufacture since the inception of General Limitation Order L-97 in April 1942, the steel industry has received relatively few new units, but the fortunate operators who have had even one or two during this period have thanked their lucky stars for these efficient, tough, labor saving, round-the-clock operating transportation tools.

A favorite rule-of-the-thumb in the steel industry is to figure carefully what a design should be able to stand up successfully under the sledge-hammer conditions to be faced, and then multiply everything by two. Having taken this belt-and-suspenders precaution, the equipment may have a fighting chance of survival. This axiom was well known to the designers of small diesel-electrics when they were adapted to steel-mill work, and broadly speaking, operating experience was good. Here and there on some detail, the designer multiplied by one and one half, with consequent complaint, expense to himself, and extreme irritation to the customer - but few developments go along smoothly at the start. In light of the severe requirements of steel-mill work, perhaps the greatest tribute to the small diesel-electric is the fact, that in many cases, standard industrial models have been applied successfully to it. In other words, locomotive manufacturers have built
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such extreme sturdiness into some of their standard designs that they are, indeed, universally applicable locomotives for industrual service. Some of these standard units are shown in the accompanying illustrations of steel-mill applications.

The high axle weights and concentrated loads of steel-mill rolling stock result in most plants having heavy rail, adequately supported, be it by roadbed or bridge structure. Consequently such plants have been able to use heavy 2-axle locomotives successfully, instead of the 4-axle type; thereby getting an inherently simpler, stronger piece of motive power mechanically, and at a somewhat lower first cost. As this reduced price for the same weight and horsepower may strike a responsive chord with anyone, it is
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sometimes the locomotive manufacturer's duty to point out to a customer who has less rugged track and structures that unless he is prepared to have the locomotive on the ground periodically, he would do well to purchase the slightly more expensive 4-axle swivel-truck design. In most steel-mill work, however, the 2-axle locomotive has turned out well and is seldom off the iron.

The 2-axle, 50-ton locomotive is a good example of a design that is tailored closely to meet the requirements of a specific job, including the handling of charging cars and ingot buggies between the scrap yard, open hearth, and stripper and soaking pits, usually on narrow-gage track. While this design is a "special" in that it is not one which the average industrial customer should use, nevertheless, for steel-mill work it may be regarded as a standard unit with wide application. Figure 1 shows one of these tough little locomotives handling ingot buggies in a large eastern mill. The enormous strength of the box-type understructure is apparent in the illustration; side frame members are 5 inches thick, end plates, 5 inches, and deck plate, 3 7/8 inches; all welded together into an almost indestructible unit. End plates are dropped to within 3 inches of the rail, to act as plows. The two 7-inch axles are carried in 7-inch roller journals. The chassis rides on four nests of double coil springs resting on two sets of twin equalizers; there is no part in the entire spring rigging and equalization
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Fig. 4. The railroad 44-toner is doing yeoman service in many plants. Operators bought this standard design because they could get them quickly, practically "off the shelf." [[right arrow pointing to two column photograph of a  locomotive.]]