Railway master mechanic (microform) (1895) (14758275124)

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



Text Appearing Before Image:
remarkablyslight, so that renewals of packing rings are veryseldom required. The clearance space is consider-ably reduced in this engine by the use of the pistonvalve, and this was in fact one of the objects forwhich this valve was used. The piston rod. it willbe noled. has an extension forward through thefront cylinder head, presumably for stiffness and toguide the piston, but the piston is seven inches thickand there are pistons equal in diameter to this oneand not so thick which are running without the ex-tended piston rod. This engine we may add made a notable perform-ance while being tested at St. Paul. The test wasmade on St. Paul hill which has a grade of 87 feetto the mile, combined with a four degree curve.Up this grade the engine hauled 32 loaded ears.weighing 1.070 tons, the mean effective pressure inthe cylinder while doing this work being 189.5 lbs.,or about 95 per cent of the maximum boiler pressureused during the tost, the pop valves being set at thetime at 200 pounds.
Text Appearing After Image:
VALVE, CYLINDER AND lISTON. PISTON VALVE PACKING RINGS CYLINDERS AND VALVES—GREAT NORTHERN MASTODON. 26 RAILWAY MASTER MECHANIC. February. 1898. PAINT TESTS. Our readers will remember that in our issue ofSeptember, 1897, page 135, we gave a paper onpaint tests, presented by Mr. Max Toltz* before theCivil Engineers Society of St. Paul. At a subse-quent meeting Mr. W. J. Wilgus presented a writ-ten discussion upon this paper and this discussionwe append: As the results of my own experiment* and observa-tions differ somewhat from those of Mr. Toltz, 1 deemthat the following remarks may be appropriate: Mr. Toltzs recommendations, briefly stated, are asfollows: 1st. Priming coat of linseed oil. 2d. Coat of asphaltic varnish. 3d. Coat of graphite paint. The use of a priming coat of linseed oil is discoun-tenanced by many engineers as tending to act as acatch-all for grit, dirt, e:c, which are tmbalmel iithe oil as it hardens, and are never perfectly removed.There is, however, the more ser