CHAPTER XXVIII.

_EXAMINATION FOR LOCOMOTIVE ENGINEERS._

The following is the form of questions put to firemen on one of the most prominent railroads in this country before they are admitted as competent for promotion, and the kind of answers expected from those who are considered eligible for the higher position. The form questions are not adhered to strictly, and care is taken that a candidate for promotion does not commit the answers to memory without properly understanding the subject. No fireman is promoted who does not satisfy the examiner that he understands the practical questions asked.

_Q._--What are the principal duties of an engineer before attaching his engine to train?

_A._--To examine the engine carefully, to see that all set-screws are in place, and rod-keys secure; that the engine is equipped with all necessary signals, firing, and hand-tools; the necessary supply of water, fuel, and stores. Also, to take a look at the flues and crown-sheet.

_Q._--What is important, in carrying water in the boiler, as to height and regularity?

_A._--To carry water and steam in the top gauge-cocks when working steam, and as uniformly as possible.

_Q._--What is important in carrying water on grades, and approaching a summit?

_A._--To carry the water sufficiently high to be sure that the front ends of the tubes are not exposed, and, in pitching over a summit, to have sufficient water to cover and protect the crown-sheet, after finding its level from the front or low end of the boiler.

_Q._--Should it be necessary, after pitching over a summit, to pump up a gauge or more of water, what should be the condition of the fire?

_A._--The fire should be kept bright, and burning freely.

_Q._--Why is this important?

_A._--To prevent chilling the flues, causing them to leak.

_Q._--Should you have ample water after pitching over, what should be the condition of the fire?

_A._--It should be leveled and settled down, and covered over sufficiently to prevent unnecessary waste of steam or fuel.

_Q._--Should the pump or injectors fail on the road, what would you do?

_A._--First, smother down the fire, stop promptly, take off the hose, and raise the tank-valves to ascertain that they are connected; also see that the strainers are clear. If all is found clear, then try the injectors again; and, if the engine has a pump, take it down, and see that the valves are free, and would also run water through the feed-pipes. When all is open and free, put them up, and try them again.

_Q._--Should the water in the boiler get too low to allow you time for the examination, what would you do?

_A._--Draw the fire, and send a messenger to the nearest telegraph office for assistance.

_Q._--Should the water in the boiler become disturbed, and foam, what would you do? And how would you ascertain whether it was foaming, or being over pumped?

_A._--As soon as the water is discovered discharging from the stack, would at once shut off, and ascertain the height of the water solid. Should the water drop below the second or third gauge, would conclude there was foaming, and would again gently open the throttle. Should the water again rise, and discharge from the stack, would put on both injectors, open the surface blow, and run carefully; allowing the bad water to be worked off through the surface blow, being very careful not to work the water in sufficient quantities through the cylinders as to endanger knocking out the heads; and would occasionally shut off, to see that the water was not being thrown off faster than the pumps or injectors were supplying it. By this means, the bad water would, in most cases, be worked out, and, with gentle usage, would again settle.

_Q._--Should the blow-off cock be blown out, or be broken off, or a hole be broken in the boiler in any way, what would you do?

_A._--Draw the fire promptly, and send a messenger to the nearest telegraph office for assistance. Would then disconnect, and get the engine ready to be towed in when assistance arrived.

_Q._--What portions of the engine would you disconnect in such a case?

_A._--Take off main rods and valve-rods.

_Q._--What is important to observe in setting up or adjusting wedges?

_A._--To have them so neatly adjusted that there will be no thump of the boxes, and, at the same time, not so tight as to cramp, and not allow them full and free play in the pedestals.

_Q._--How would you go about setting them up?

_A._--Would place the engine at half stroke on the right side, block the left wheels, admit a little steam, and thump the boxes hard away from the wedges. Would then get under, and put the wedges up solid with a short wrench, and make a side mark on the pedestals at top of wedge, then draw them down equally a scant one-eighth of an inch. Go over the left side in the same manner.

_Q._--How would you key up, or adjust, the side rods of a ten-wheel engine?

_A._--Would place the engine on a level and straight track, and on a dead center; then slack off all keys on that line of rods; would then key the knuckle on center brass first, leaving it sufficiently free on the pin to be moved laterally by hand. Then adjust the front and back ends in the same manner.

_Q._--Why should you place the engine on exact dead center, and begin by keying the center brass first?

_A._--In order to insure keying the rods of proper length, to allow them to pass the dead, or rigid, points without strain.

_Q._--Can the side rods be keyed too long or too short when not standing on dead center?

_A._--They can.

_Q._--If too long or too short, at what point of the stroke will the strain be?

_A._--While passing the dead, or rigid, points.

_Q._--Should you slip the right back motion eccentric on the road, how would you reset it?

_A._--Would place the engine on exact dead center on right side, place the reverse-lever in full forward gear, and make a mark on the valve-rod at the stuffing-box gland; then place the reverse-lever in full back gear, and turn the slipped eccentric until the mark on valve-rod came to its original position, being careful to see that the full or throw of the eccentric was in position nearly opposite the forward eccentric; then secure it there.

_Q._--In what way does the mark you made on the valve-rod, while in forward gear, aid you in setting the slipped eccentric?

_A._--The forward motion eccentric being in proper position by placing the reverse-lever in full forward gear, the valve is brought into proper position on the ports; and the mark gives the position of the valve when the back motion eccentric is in its proper position, thus setting the slipped eccentric by the good one.

_Q._--Should a valve-yoke break, how would you test in order to determine which side was disabled?

_A._--Would first place the engine at half stroke on right side, and admit a little steam to the cylinders; then move the reverse-lever from back to forward motion, and, if the steam could be shifted from the back to the forward cylinder-cock, would conclude that the right yoke was good, and would test the left side in the same way.

_Q._--Why would you place your engine at half stroke on the side you wished to test?

_A._--In order to get the full movement of the valve over the ports on that side.

_Q._--After locating the broken yoke, how would you disconnect?

_A._--Would take off the steam-chest lid, place the valve over the ports, and block it there securely; replace the lid, take off the valve-rod, take off the main rod, block the cross-head, and proceed with half train, if freight; if passenger, would take the full train to the next telegraph office, report, and give judgment as to whether the engine would take entire train to its destination.

_Q._--Should you blow or break out a cylinder-head, how would you disconnect?

_A._--First, take off the valve-rod, and close the ports with the valve, and secure it by cramping with the stuffing-box gland; take off main rod, and block the cross-head.

_Q._--Should the cylinder packing drop and blow badly on the road, how would you determine which side was down?

_A._--In starting from a station, would notice the right cross-head, and, if the blow occurred when it was leaving each extreme end of the stroke, would locate the blow in the right cylinder.

_Q._--Should it blow so badly as to make it necessary to set it out on the road, what would be important for you to observe in setting it out?

_A._--Would be careful to set the piston central in the cylinder, using calipers if at hand, and, if not, would use a stick of proper length, and be careful only to set the packing to fill the cylinder neatly, using as little power on the bolts as practicable; lock the nuts securely, and replace the follower, being careful to screw the follower bolts home solid.

_Q._--Should you be running an engine which had but one pump, it being on the right side, and that side became disabled, so that it would be necessary to disconnect it, the injector be too small or fail to supply the boiler, what would you do to avoid drawing the fire, and being hauled home?

_A._--Would disconnect the piston from the cross-head on the disabled side, and take it out, put up the main rod, and work the cross-head, which would give the use of the pump.

_Q._--Should you break the top rocker-arm, how would you disconnect?

_A._--Take off the valve-rod and broken arm, close the ports, and secure the valve with the stuffing-box gland, and disconnect, as in case of broken cylinder-head.

_Q._--Should the bottom rocker-arm break, how would you disconnect?

_A._--As a rule, would not take off eccentric-straps; but with an engine badly worn, and loose in link-hanger, so that the link could play about freely when running, would take off the eccentric-straps, and disconnect, as in case of broken cylinder-head.

_Q._--Should you break a link-hanger, how would you disconnect?

_A._--If but a short distance to run, and no stopping or shifting to do, would run in without disconnecting, after cautioning the crew to keep the train under good control, and stop promptly when signaled to do so. But, if a long distance to run, would disconnect, as in case of broken cylinder-head.

_Q._--In what way would you have lost control of your engine with broken link-hanger?

_A._--Would only be able to reverse one side of the engine.

_Q._--Should you break an eccentric-strap, how would you disconnect?

_A._--Take off both eccentric-straps on that side, and disconnect as in case of broken cylinder-head.

_Q._--Should you break the back section of a side rod on a six-wheel connected engine, what would you do?

_A._--Would take off both back sections, and run in with main and forward wheels connected, with about two-thirds of train.

_Q._--Should you break a forward section, how would you disconnect?

_A._--Would take off all side rods, and run in without train.

_Q._--Should you break a main crank-pin close up to the wheel, how would you disconnect?

_A._--Would take off all side rods and the main rod on disabled side, and run in without train.

_Q._--Should you be running an engine which had a slide throttle-valve, and it would strip or disconnect inside the boiler partly open, how would you manage?

_A._--Would reduce the steam-pressure within easy control, and state the trouble to the crew, and caution them to act promptly when called upon to do so. Would work the train, if freight, to the nearest siding, and back it off; if passenger, would keep the pressure within easy handling, and work the train to the nearest telegraph office, report, and ask for orders.

_Q._--Should one of the forward tires on a ten-wheel engine break, how would you manage?

_A._--Would jack the wheel up the thickness of the tire, take out the oil-cellar, and cut a block to fit the bottom of the box and journal sufficiently thick to hold the axle up in its place when resting on the pedestal-brace; would then run in without disconnecting, provided the rod had not been bent or damaged by the broken tire. Would take in full train.

_Q._--Should you break a main tire, how would you manage?

_A._--Would first send messenger to nearest telegraph office, and ask for assistance. Would then block up the axle and wheel the thickness of the tire, slack off the side-rod keys, and run in carefully without train.

_Q._--Should the back tire break, how would you manage?

_A._--Would take off the back section of rods, block up the axle, run very carefully, especially around curves, to nearest telegraph office, report, and ask for orders.

INDEX.

Accidents to cylinders and steam connections, 162–171.

---- ---- eccentric-strap, 383.

---- ---- link-hanger, 383.

---- ---- running-gear, 172–181.

---- ---- valve-motion, 143–161.

Adhesion of locomotives, 346.

Air-pump disorders, 322.

Angularity of connecting-rod, 219.

Angularity of connecting-rod, effect of, in valve-motion, 220.

Appliances for testing water, 363.

Ash-pan, neglecting, 42.

Axles, broken, 179.

Baldwin locomotives, 284.

Boiler, blowing off, 139.

---- careful feeding preserves, 70.

---- care of, 136–138.

---- explosions, 137.

---- feeding, 65, 86, 103.

---- incrustation, 101, 362.

---- injudicious feeding of, 69.

---- inspection of, 36.

---- over-pressure on, 140.

---- precautions against scorching, 40.

---- preservation of, 138.

---- temperature of, 67.

---- water for locomotive, 359–375.

Boilers and fire-boxes, 136–142.

Books, prejudice against, 8.

---- mechanical, recommended, 9.

Brakes, advantage of good, 310.

---- atmospheric, 312.

---- Eames vacuum, 340–345.

---- to apply and release, 336.

---- to prevent creeping on of, 335.

---- Westinghouse air, 309–339.

Brooks locomotives, 284.

Chemicals for testing water, 363.

---- ---- purifying boiler water, 374.

Collisions, 173.

Connecting-rods, side rods, and wedges, 182–198.

---- ---- angularity of, 219.

---- ---- functions of, 182.

Crank, attempts to abolish, 217.

Cross-head, methods of securing, 157.

---- pin broken, 164, 383.

Curves, resistance of, 353.

Cut-off, ascertaining point of, 253.

---- adjustment of, 255.

Cylinders, accidents to, 162, 381.

---- action of steam, in reverse-motion, 224.

---- back pressure in, 211.

---- compression in, 213.

---- operation of steam in, 210.

Dampers, operating, 71.

---- loss of heat from, 73.

Dead center, 251.

Diagram, indicator, 306.

Diaphragm-plate, 99.

---- vacuum brake, 341.

Disconnecting engine, 379.

Draught appliances, 98.

---- obstructions to, 97, 98.

Driving-axles, broken, 179.

Driving-box, 179, 190, 196.

Driving-trusses, 193.

Driving-springs, broken, 177.

Dry pipe, broken, 166.

Dynagraph car, 355.

Eames vacuum brake, 340–345.

Eccentric, angular advance of, 218.

---- slipped, 234, 380.

---- description of, 214.

---- early application of, 215.

---- throw, influence of, 238.

---- position of, 152, 218.

---- rods, position of, 243.

---- rods slipped, 154.

---- strap broken, 155, 383.

Educating engineers, 25.

Ejector, Eames brake, 342.

Emergencies, dealing with sudden, 172.

Engineers, attributes that make good, 1, 89.

---- causes of anxiety to, 78.

---- education for, 25.

---- examination for, 376–384.

---- first duties of, 43, 376.

---- duties, growing importance of, 3.

---- how made, 11, 29.

---- illiterate men not wanted for, 3.

Engineers, individuality of, 3.

---- interest in valve-motion among, 149.

---- learning duties of, 20.

---- public interest in, 2.

---- their duties, 1–10.

Engines, hard-steaming, 92–108.

---- high-speed, 83.

---- essentials of good-steaming, 92.

---- slippery, 62.

---- power of different kinds of, 357.

---- rough-riding, 197.

Equalizer lever broken, 178.

Examination for engineers, 376–384.

---- ---- firemen, 24.

Exhaust, detecting cause of lame, 155.

---- locating the four sounds of, 144.

---- note, neglecting warning of false, 148.

---- watching sound of, 144.

Finishing the trip, 74–81.

Fire, attending to, 79.

---- effect of excessive air on, 72.

---- management of, 54.

---- making up, 84.

---- starting the, 40.

Fire-boxes and boilers, 136–142.

Firemen, bad, 59.

---- first duties of, 41.

---- first trips as, 18.

---- highest types of, 57.

---- learning duties of, 19.

---- make best engineers, 14.

---- medium, 58.

---- men chosen for, 16.

---- method of promoting, 23.

---- method of selecting, 17.

Firemen, misconception of duties of, 19.

---- qualifications for, 27.

Firing, conditions that demand good, 56.

---- good, 55.

---- effect of heavy, 72.

---- engine of fast train, 90.

---- scientific methods of, 57, 107.

---- whom to blame for bad, 59.

Flues, bursted, 141.

---- leaky, 102.

Frames, broken, 179.

Freight train, running a, 48–60.

Gauge, water-glass, 43.

Getting ready for the road, 39–47.

Getting up the hill, 61–73.

Grade, getting train up a, 61.

Grant locomotives, 285.

Grates, saving the, 42.

---- defects of, 100.

Giffard injector, 119.

Hancock inspirator, 134, 135.

Hard-steaming engines, 92–108.

How engineers are made, 11–29.

Ignorance, where disaster came of, 7.

Indicator, 303–308.

---- advantage of using, 308.

---- description of, 303.

---- diagram, 306.

---- operation of, 304.

---- Tabor, 304.

Injectors, chapter on, 119–135.

---- care of, 124–128.

---- choice of, for feeding, 66, 109.

---- disorders of, 125–127.

---- forms of, 123.

---- Hancock, 135.

Injectors, invention of, 109.

---- Korting, 133.

---- Monitor, 132.

---- principle of action of, 121.

---- repairing, 123.

---- Sellers, 129.

---- trying to learn philosophy of, 120.

Inspection of locomotives, 30–38.

Inspection of locomotives, neglecting, 31.

Inspirator, Hancock, 135.

Joy valve-gear, 292–302.

---- valve, action of, 296.

---- ---- advantage claimed for, 295.

---- ---- construction directions, 294.

---- ---- how applied, 292.

---- ---- rules for laying out, 298.

Knowledge and skill in engineering, 1.

---- _versus_ ignorance, 2.

---- practical, needed, 15.

---- of train-rights, 75.

Korting injector, 133.

Laying out link-motion, 257–286.

Lime, effects of its presence in water, 101, 359.

---- tests for salts of, 364.

Link-hanger, broken, 383.

Link-motion, adjustment of, 239.

---- conditions of laying out, 259.

---- hanger-stud, 241.

---- increase of lead, 243.

---- invention of, 230.

---- laying out, 257–286.

---- position of rocker, 264.

Link-motion, position of crank-pin and eccentrics, 265.

---- problems of laying out, 260.

---- radius, 242.

---- slip, 240.

---- weak points of, 235–258.

Links, hooking up, 50.

Locomotives, adhesion of, 346.

---- difficulty of running at night, 14–21.

---- dimensions of, 284–286.

---- hard-steaming, 92.

---- high-speed, 83.

---- horse-power of, 350.

---- importance of, steaming freely, 92.

---- inspection of, 30–38.

---- learning to keep, in order, 22.

---- power of different kinds, 357.

---- running worn-out, 143.

---- slippery, 64.

---- traction of, 347.

Mason locomotives, 286.

Monitor injector, 132.

Mud-drums, 102.

Mud in boilers, 101, 139, 373.

Nathan injector, 132.

Netting choked with oil, 98.

Night, difficulty of running at, 14.

Nozzles, exhaust, 105.

Off the track, 172–181.

Oil-cups, inspection of, 34, 84.

Oil, quality of, needed for machinery, 45.

Passenger train, running fast, 82–91.

Petticoat-pipe, influence on steam-making of, 93.

---- ---- size and position of, 94.

Piston, clearance, 104, 184.

---- events of stroke, 222.

---- irregular speed of, 215.

---- setting out packing, 382.

Pittsburg locomotives, 285.

Point of suspension of link, 241.

Pounding of working-parts, 168–170.

---- in driving-boxes and wedges, 190.

Power of locomotives, 357.

Pumps, care of air, 326.

---- ---- ---- water, 113.

---- causes that induce pounding in air, 331.

---- choice of, for feeding water, 66.

---- disorders of air, 322.

---- disorders of water, 109–118.

---- gradual degeneration of air, 329.

---- lift of valves for water, 115.

---- sand in chambers, 116.

---- testing water, 113.

---- Westinghouse air, 318.

Raising steam, 39.

Radius of link, 242.

Relief-valve on dry pipe, 227.

Reversing motions, early, 229.

Road, acquaintance with the, 79.

---- getting ready for the, 39–47.

Rocker-arm, broken, 158.

---- position of, 264.

Rocker-shaft, broken, 158.

Rods, eccentric, 154, 243, 248, 268.

---- keying up, 186, 189, 379, 380.

---- main, 164, 182, 183.

Rods, side, 182, 187, 188.

---- watching, on road, 185.

---- valve, 250.

Rough-riding, cause of, 197.

Running-gear, inspection of, 35, 197.

---- understanding the, 176.

Running fast freight train, 48–60.

---- ---- passenger train, 82–91.

Saddle-pin, center of, 271.

Sand, use of, 63.

---- in pump-chamber, 116.

Scale agencies that make lime, 362.

---- effects on steam-making, 101.

Schenectady locomotives, 286.

Self-improvement, methods of, 5.

Sellers injector, 129–131.

Setting the valves, 246–256.

Shop, observing work in, 6.

Soap-test for hard water, 369–372.

Short of water, 109–118.

Smoke-box, extended, 99.

---- temperature of, 106.

Shifting-link, 229–245.

---- action of, 233.

---- construction of, 232.

---- slip, 240.

Side-rods, 182, 187, 188.

---- adjustment of, 187, 189, 379, 380.

Slide-valves, clearance, 208.

---- described, 200.

---- detecting leakage of, 145.

---- effect of changing travel, 236.

---- increase of lead, 243.

---- invention of, 199.

---- lap, 202–205, 212.

---- lead, 209.

---- primitive form of, 201.

Slide-valves, movement of, 217.

---- setting of, 246–256.

---- testing for leaks, 161.

Speed, average of fast train, 82, 86–88.

---- requisites of high, 83.

Springs, broken driving, 177.

Smoke-stack, badly proportioned, 105.

---- functions of, 97.

Steam-engine indicator, 303–308.

Steam, action of, in reverse-motion, 244.

---- back pressure, 211.

---- causes detrimental to making, 93.

---- chest-cover broken, 159.

---- compression of, 213.

---- operation in cylinders, 210.

---- pipes broken, 160.

---- pipes leaking, 100.

---- pressure best for economy, 52.

---- raising, 39.

---- running with low pressure of, 54.

---- working expansively, 51.

Stephenson link, 231.

Stevens valve-gear, 287–291.

Stevens valve-gear, control of exhaust-lead, 290.

Stevens valve-gear, description of, 287.

---- ---- valve-movement, 289.

Strainers, 113.

Supplies, 42.

Tests of feed-water, 363–372.

---- ---- valves, 161.

Throttle, accidents to, 167.

---- disconnected, 165, 166, 383.

Throttle, position of lever, 54.

Tires, broken, 179–384.

Track, engine off the, 172.

---- operating single, 77.

---- replacing engine on, 174.

Traction of locomotives, 346.

Train, conditions that increase resistance of, 352.

Train, fast passenger, 82.

---- knowledge of rights of, 75.

---- resistance formula, 351.

---- resistances, 346–358.

---- running freight, 48.

Travel of slide-valve, 236.

Triple valve, 332.

Trucks, accidents to, 178.

Tumbling-shaft, broken, 157.

---- length of arms, 277.

Valve, Allen, 206.

Valve-motion, accidents to, 143, 150, 158.

---- aids to study of, 221.

---- chapter on, 199–228.

---- compression, 213.

---- effect of excessive inside lap, 212.

---- effect of main-rod angularity on, 220.

---- interest in, 149.

---- Joy’s, 292–303.

---- locating defects of, 151.

---- of fast passenger engine, 235.

---- Stevens, 287–291.

Valve-setting, 246–286.

---- best way to learn, 247.

---- cut-off, 253.

Valve-setting, lead-opening, 252.

---- men who learn, 246.

---- preliminary operations, 247.

Valve-stem, broken, 158.

---- marking, 249.

Valve-travel, effect of changing, 235.

Valve-yoke, broken, 158, 380.

Water, expense of using bad, 360.

---- for locomotive boilers, 359–375.

---- how carried, 89, 376.

---- how to avoid getting short of, 111.

---- loss of faith in purifying methods, 361.

---- master-mechanics’ attempts to purify, 361.

---- soap-test for hardness, 369–372.

---- short of, 110, 112, 377, 378.

---- tests of quality, 363–372.

Watching the exhaust, 144.

Wedges, 182, 190, 192, 194–196.

Wheels, broken, 179.

---- slipping, 63.

Westinghouse brake, 309–339.

---- air-pump, 318.

---- air-pump disorders, 322.

---- air-brake, essential parts, 317.

---- air-brake, first trials of, 311.

---- air-brake, invention of, 309.

Working-parts, harmony of, 239.

---- pounding of, 168.

WM. SELLERS & CO. (INCORPORATED),

SOLE PATENTEES AND MAKERS OF

THE SELF-ACTING INJECTOR OF 1887.

Range of capacity over 60 per cent., and can therefore be regulated to work continuously for the lightest or heaviest trains. Never fails to lift promptly hot or cold water. No service on a locomotive is sufficiently severe to permanently stop its working. Should the jet break from any interruption of the steam or water supply, the Injector will RESTART ITSELF as soon as the supply is resumed. ADJUSTS ITSELF to varying steam pressures without waste of water. Increases quantity of water with increase of steam, and _vice versa_. Very simple to operate. Started by pulling out the lever. Stopped by pushing in the lever.

Descriptive Circular Price List sent on application to office and works,

PHILADELPHIA, PA.

Established, 1831. Annual Capacity, 600.

Baldwin Locomotive Works

BURNHAM, PARRY, WILLIAMS & CO., PROPRIETORS, PHILADELPHIA, PA.

Broad and Narrow Gauge Locomotives. Mine Locomotives. Plantation Locomotives. Compressed Air Locomotives. Logging Locomotives. Noiseless Motors and Steam Street Cars.

All important parts made to Standard Gauges and Templates. Like parts of different engines of same class perfectly interchangeable.

GEO. WESTINGHOUSE, JR., President. JOHN CALDWELL, Treasurer. T. W. WELSH, Superintendent. W. W. CARD, Secretary. H. H. WESTINGHOUSE, General Agent.

THE WESTINGHOUSE AIR BRAKE COMPANY, Pittsburgh, Pa., U.S.A.,

MANUFACTURERS OF THE

WESTINGHOUSE AUTOMATIC BRAKE, WESTINGHOUSE LOCOMOTIVE DRIVER BRAKE, VACUUM BRAKES (Westinghouse & Smith Patents), WESTINGHOUSE AIR BRAKE.

The Automatic Freight Brake is essentially the same apparatus as the Automatic Brake for passenger cars, except that the various parts are one piece of mechanism, and is sold at a very low price. The saving in accidents, flat wheels, brakemen’s wages, and the increased speed possible with perfect safety, will repay the cost of its application within a very short time.

The “AUTOMATIC” has proved itself to be the most efficient train and safety brake known. Its application is instantaneous; it can be operated from any car in the train, if desired, and should the train separate, or a hose or pipe fail, it applies automatically. A GUARANTEE is given customers against LOSS from PATENT SUITS on the apparatus sold them.

FULL INFORMATION FURNISHED ON APPLICATION.

PITTSBURGH LOCOMOTIVE AND CAR WORKS, PITTSBURGH, PA.

MANUFACTURERS OF LOCOMOTIVE ENGINES FOR BROAD OR NARROW GAUGE ROADS

From standard designs, or according to specifications, to suit purchasers.

TANKS, LOCOMOTIVE OR STATIONARY BOILERS Furnished at Short Notice.

D. A. STEWART, Pres’t. D. A. WIGHTMAN, Sup’t. WILSON MILLER, Sec. and Treas.

BROOKS LOCOMOTIVE WORKS

DUNKIRK, N. Y.

H. G. BROOKS, President and Superintendent. M. L. HINMAN, Secretary and Treasurer. R. J. GROSS, Traveling Agent.

Builders of all classes of LOCOMOTIVE ENGINES. All work constructed accurately to Standard Gauges and Steel-Bushed Templates. We guarantee the interchangeability of like parts of different Engines of the same class.

STEEL CASTINGS From 1-4 to 15,000 lbs. weight,

True to pattern, sound and solid, of unequalled strength, toughness, and durability. An invaluable substitute for forgings, or for cast- iron requiring three-fold strength. Gearing of all kinds, Shoes, Dies, Hammer-Heads, Cross-Heads for Locomotives, etc. 40,000 Crank Shafts, and 30,000 Gear Wheels of this Steel now running, prove its superiority over other Steel Castings.

SPECIALTIES:

CRANK SHAFTS, CROSS-HEADS, AND GEARINGS, Steel Castings of Every Description.

_Please send for Circulars. Address_

CHESTER STEEL CASTINGS CO., _Works, CHESTER, PENN._

Office, No. 407 LIBRARY STREET, PHILADELPHIA.

Transcriber’s Notes

Punctuation and spelling were made consistent when a predominant preference was found in the original book; otherwise they were not changed. Inconsistent hyphenation was not changed.

Simple typographical errors were corrected; unbalanced quotation marks were remedied when the change was obvious, and otherwise left unbalanced.

Illustrations in this eBook have been positioned between paragraphs, outside quotations, and usually close to their first reference in the text.

The index was not checked for proper alphabetization or correct page references.

Text uses both “employés” and “employes”.

Some tables have been rearranged to make them narrower.