File:Railway master mechanic (microform) (1895) (14573959860).jpg

Identifier: railwaymastermec21newy (find matches)
Title: Railway master mechanic (microform)
Year: 1895 (1890s)
Authors:
Subjects: Railroads Railroads
Publisher: New York : (Simmons-Boardman Pub. Corp.)
Contributing Library: MIT Libraries
Digitizing Sponsor: Boston Library Consortium Member Libraries

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ul steamer and was economi-cal in the use of coal; furthermore its spark emissionwas not greater than is now seen in some insta:with modern extensions and straight, open stacks. Referring further to the illustrations, it should Mnoticed that the engine is not fitted with sight-feedlubricators. When new the engine had plain Dslide valves (non-balance), and with 120 to 130 lbs.of steam pressure, and the engine worked to ca-pacity, the valves required frequent oiling. Therunning boards were of a good width and affordedsafe passage for the oiler to deposit the requ>portions of tallow in the chests. In the dome was placed one pop valve (a. roadpattern and about the first) with its spring inside ofthe boiler, thus controlling from over-pressure andfrom outside interference. One of the safety va: -had a lever extending into the cab and was con-nected with a scale balance and an eccentric mo-tion at the boiler stand: this was used to ease upon the steam pressure when going into stations so
Text Appearing After Image:
THE FIRST PASSENGER LOCOMOTIVE BUILT BY THE CHICAGO & NORTH WESTERN R. R.Designed by Geo. W. Cushing, Master Mechanic. Chicago Shops. Wisconsin Division. 1804. prospect to the engineer of years ago. To Bessemerare we largely indebted for the present status ofengineering. Surely no one man did more in mod- jern times to advance railroad engineering or tomake this advance possible. The early master me-chanics were very active in pushing out new ideasin their designs: and in encouragement to others todo so the leading men promptly availed themselvesof every road improvement, and of the changes inviews of managing officials which favored advanceor the removal of objections to an increase in trac-tive power, and latterly certain chief engineers haveco-operated actively also. The Chicago & Northwestern system may be tak-en as a conservative example of the western roads,and reference to it in this article may cover the ex-perience of other roads as referring to the ma-chinery departm

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