The Locomotive Catechism: Containing Nearly 1,300 Questions and Answers Concerning Designing and Constructing, Repairing and Running Various Kinds of Locomotive Engines; Intended as Examination Questions and to Post and Remind the Engine Runner, Fireman, Or Learner
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advantage arrangement attached axle bars block boiler bolted bottom brakes broken causes centre closed coal compound connected coupled covered crank crank-pin cross crosshead cut-off cylinder desired diameter direction disadvantage drivers driving-axle eccentric effect enable engine equal exhaust fastened fire fire-box force forward four frames front front end gear give given greater guides head high-pressure cylinder inches inside iron keep latter lead length less locomotive low-pressure cylinder lower main rod motion moved objection ordinary pair pass pipe piston placed plate port position pounds pressure prevent pump rail raised reason receiver reservoir seat sheet shown in figure side sometimes spring stack starting steam steam-chest stroke Suppose taken tank track train truck tubes turn upper usually valve weight wheels
Page 350 - Complete directions for making handkerchief perfumes, smelling-salts, sachets, fumigating pastils; preparations for the care of the skin, the mouth, the hair, cosmetics...
Page 151 - Its center then is found on a line at right angles to the crank arm. The angular advance becomes equal to zero, and hence, so far as the link will be concerned, the valve can have neither lap nor lead. The link oscillates freely about a fixed axis, and its arc has a radius equal to the length of the radius rod. This rod is moved from one mil gear to the other, in the usual manner, by means of a reversing shaft with arms.
Page 349 - Steam Engine Catechism A series of direct practical answers to direct practical questions, mainly intended for young engineers and for examination questions. Nearly 1,000 questions with their answers.
Page 234 - This is readily accomplished on ordinary gradients, where the pressure-retaining valve is not necessary, by running the pump at a good speed, so that a comparatively high pressure will have been accumulated in the main reservoir while the brakes are on, and which when released enables the auxiliary reservoirs to be speedily, recharged before the speed has increased to any considerable extent. It should be sought to control the train on any grade by the use of the smallest quantity of air possible...
Page 350 - LOCOMOTIVE ENGINEERING. Grimshaw. Locomotive Catechism. Containing nearly 1,300 Questions and Answers Concerning Designing and Constructing, Repairing and Running Various Kinds of Locomotive Engines. Intended as Examination Questions and to Post and Remind the Engine Runner, Fireman, or Learner. 176 illustrations.
Page 220 - VALVE, which regulates the flow of air from the main reservoir into the brake-pipe for releasing the brakes, and from the main train or brake pipe to the atmosphere for applying the brakes.
Page 258 - Fig. 89, when a predetermined pressure in the receiver E has been reached by exhausts from the high-pressure cylinder. The engine thus starts with steam in both cylinders, and automatically changes to compound at a desired receiver-pressure.
Page 287 - ... when the fire does not burn well and the inside of the fire-door gets black? A. Either the flues should be cleaned or the apron raised. Q. What is one of the signs that an engine has proper draft? A. The inside of the fire-door getting quite hot when running. Q. What should be done if the fire burns more at the back than at the front of the fire-box? A. The draft-pipe should be raised. Q. How may the draft-pipe be raised or lowered? A. Usually by a sleeve provided for this purpose. Q. What should...
Page 227 - ... bringing into conjunction port p (a groove in the under side of rotary valve 43) and ports e and h (the latter also a groove) in its seat, causing air to any desired extent to be discharged to the atmosphere from the chamber D above piston 47 and the equalizing-reservoir, through the large direct-application and exhaust port k, thus reducing the pressure above piston 47 and causing that in the train-pipe below to force it...