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center line, x y, of the link, and the latter it seems that a locomotive has its periods of could obviously be raised and lowered good humor and irritability the same as an without moving the rocker pin at all; but individual, and appears to work much the straps being attached to the eccentrics, smoother at certain times than at others as shown by the dotted lines, when the rods without any apparent reason. are raised or lowered they describe arcs, But I believe the following four good ce and g h, from the centers s and t of the points in an engine are of paramount eccentrics, and not from the center of the importance, and that when they are all axle. When the link is raised, then, the present this constitutes a first-class mathe upper rod obviously moves in the arc chine, from the viewpoint of a locomotive ce, and the top of the link is moved from engineer: First, steaming freely; second, the axle, as shown in Fig. 2, a distance running coolly; third, riding smoothly, equal to the interval between the arc, a b, and, fourth, capable of great speed. drawn from the center of the axle, and the If the machine is properly designed and arc e f, which the rod describes from the moderately good fuel used, with proper center of its eccentric.

care and intelligent manipulation there is When the link is lowered from back to never any lack of steam. mid-gear, a similar action takes place, as There is nothing that annoys an engineer the end d, Fig. 2, of the lower rod describes so much, or is more liable to cause serious an arc, f g, so that the whole link is delays than a locomotive running hot. thrown from the axle a distance equal to Supposing that the fitting of the different the space between the arcs described from parts of the machine is perfect and the the center of the axle and the centres of quality of the lubricant good, yet the fact the eccentrics, shown by arc m n.

remains that if too much economy is emWhen the position of the eccentrics is ployed in the use of oil and the renewing reversed, as shown in Fig. 3, the link is of packing under the journals at frequent moved toward the axle, thus causing an intervals, there will be trouble. There is increase of lead on the opposite side of the no doubt that if it were possible to get a valve.

certain amount of lubricant to the exact I have employed for these illustrations spot and at just the right time, one-fourth very short eccentric rods, in order to make of the oil now used would answer all purthis action apparent by exaggerating it. poses; but this is not practicable. Oiling It is obvious from the illustrations that the a locomotive, especially on a fast run, must difference in lead increases as the eccen- be subject to the same principle that civil tric rods are shortened, and also as the engineers employ in constructing a bridgedistance between the point of connection there must be a large margin allowed for of iods with the link is increased. It is contingencies; and the structure is usually also plain that increasing the throw of the built to stand many times the strain it will eccentrics; that is, increasing the distance be called upon to sustain. And to insure of the centers s t of the eccentrics from the a locomotive running cool, a great deal center s of the axle, will also increase the more oil than is actually necessary must of variation in the lead in full and mid-gear. necessity be used. Fraternally yours,

There is nothing save worry that tires an J. A. CRAIG, Div. 43. engineer more than a hard-riding engine;

and there are so many things that are The Locomotive.

capable of making a hard rider that I will

try to enumerate some of them—at least, EDITOR JOURNAI: A perfect locomotive, those that have come under my observation. like a perfect human character, is some. First of all, for a locomotive to run thing to be desired but seldom seen. In the smoothly she must have a proper steam former, as in the latter, there is always some distribution, her nozzles must not be too imperfection to be found; and, while it may small so as to cause excessive compression, be a freak of the imagination to say so, yet

and then she must be properly equalized in her springs and the latter not too heavy. to the liners in the guides: “ But the en. Next in order are the jars in the machinery gines I have been running never had over and boxes—in technical railroad parlance 14-inch liners in guides.” Probably the called pounds—the most important of engines the Brother runs have liners inwhich, when they exist, are to be found in stead of guide-lugs. I have been about the main dummy boxes. Now there are engines for twenty years, and have never several causes which produce pounds in seen one on which liners could be changed the dummy boxes: First, a loose brass; so as to close guide 14 inches. second, a broken driving box; third, a

“SAND LEVER.brass that is larger than the journal and, fourth and most important of all, and

Broken Crosshead Gib. which becomes more perceptible as the speed increases, is when the wedges are out

BEAUMONT, Tex., Jan. 6, 1903. of taper; or, in other words, when the EDITOR JOURNAL: “Bro. Sand Lever," wedge and shoe are not parallel with the

in the October JOURNAL, says, regarding bearing in the box.

broken crosshead gibs: “Put in a piece of My experience has been that three- hard wood which will answer all purposes." fourths of the dummy box pounds can be But the Brother does not say how to fasten attributed to this source, and can be reme- it so that it will not fall out. Please died without dropping the wheels by taking answer this, Bro. Sand Lever. down the wedges and fitting them to the In the December JOURNAL, “ Bro. box; though, of course, it can not be done J. L. A.” says: “ Take out liners from so well this way as by dropping the wheels, under the bottom guide, and bring in full though it is cheaper and quicker.

train.”

I will say for the information of As to speed, I would like to see some

the Brother that on this class of engine thing in the JOURNAL from some of the they do not use more than one or two very valve-motion experts as to what constitutes

thin liners on the guide blocks. The crossthe basic principles of a locomotive valve heads are lined up to fit the guides. motion that is capable of an excessively In the January JOURNAL Brother Patchen, high speed.

ROBERT HERIOT, of Div. 449, says that under a similar case
Div. 182. he stopped at the village blacksmith's and

had one made out of a piece of hard wood Broken Gib.

which ran for some little time just as it was

put in. But I will say, for the information BLUEFIELD, W. VA., Jan. 8, 1903.

of all concerned, that I was twenty-five EDITOR JOURNAL: In the September

miles from the village blacksmith shop. JOURNAL Crosshead” asked about a The question was asked, Will it do the broken gib, stating that there were 14 engine any damage to be worked hard in inches between crosshead and guide. I

back motion, with 14 inches between the inquired why the Brother did not make a guide and bottom edge of the crosshead? wooden gib, and do any kind of switching? The question was not asked how to repair I stated that this could be done in about it, and so far no one has answered it ten minutes, but should have said twenty through the JOURNAL. I contend that it or twenty-five minutes. I have helped to was not safe to work this engine hard in fix engines with broken gibs, and it can be

the back motion. Yours fraternally, done in that time. In the December

W. BARKWELL, Div. 366. JOURNAL, Bro. “J. L. A.” wants to know where a piece of hard wood could be found, Do Not Consult Standard Rules. and tools to make it? All the tools needed are a sharp chisel and a hammer, which I

ESCANABA, Mich., January, 1, 1903. always have on the engine; and as we are EDITOR JOURNAL: In regard to the in a hard-wood country, the wood is always train order questions presented in October handy. The Brother called my attention and following JOURNALS, and answers to

same: I regret that you seem to have dis- ard Rules: Stay on the siding five miles missed Bro. Pettus' question by quoting from D. until further orders are received. the predominating opinion in answers re- Your right to use the main line has exceived, thereby appearing to leave the im- pired. pression that there is room for two opin- Answer to member Div. 380. Yes, by ions, of which the predominating one is getting an oriler to meet down Extra 221 probably correct, when in fact it is evident- at C, instead of B, otherwise no. ly wrong.

I have answered these questions in acAssuming orders to be correct in form cordance with my understanding of the and without error I believe only one course Standard Rules as printed in the C. & N. W. can be followed where the Standard Rules Ry. Book of Rules. If I have erred would are in force. It seems to me there can be like to be corrected, no real difficulty in Bro. Pettus' question,

Yours fraternally, and it also seems the Brothers who are of

ROBERT E. HODSON, Div. 116. the predominating opinion are trying to answer the question without consulting

The Editor in his comment did not disthe rules.

miss Bro. Pettus' question but said: The Rule 220. "Train orders once in effect opinion predominates in the foregoing corcontinue so until fulfilled, superseded or respondence that order No. 2 superseded annulled. Any part of an order specifying all of order No. 1; but we think there a particular movement, may be either should be no divergence of opinion in the superseded or annulled.” Order No. 2 understanding of train orders, and so long supersedes part of No. 1, the other part as there is any it would seem a good field was neither superseded nor annulled, con

for discussion.-EDITOR. sequently it remained in effect until fulfilled.

Answer to Several Questions. The train dispatcher's intentions may

BOSTON, Mass. have been anything. We are not required EDITOR JOURNAI: In answer to question to divine his intention, we are required to of F. W. P., Div. 46, I should say, that it fulfill his orders, in the way prescribed by

was a rather peculiar order, or something the rules.

unavoidable or unforeseen had happened.

If the register system is in vogue, and a Under orders No. I and No. 2, No. 74

place at D, where No. 4 could find that takes siding and meets No. 73 at Blacks- "Extra” had been there and started back, burg

or not for A, then No. 4 could proceed. Keep your Book of Rules handy, Broth

If no such system of registering is used,

then I should say that No. 4 would proceed ers, and consult it promptly, when in as if "Extra" had never been heard of. doubt.

You do not state whether No. 4 is supplied Answer to Bro. Rich's question. What

with any copy of the order or not. was the right thing to do? Extra 52 pro

In reply to member Div. 308, page 48, I

should say, that order No. 2 should be conceeds to Colquitt, takes siding and remains sidered as a side issue in this case as stated, there until No. 35 arrives or orders to do and for No. 560 to take siding at B for No. otherwise are received. No. 2 passes Ex

221, and respect the second order after the

east-bound train bad arrived at B, and not tra 52 at Colquitt, proceeds to next open

before. I am just a littleseedy and out of date telegraph office, reports to train dispatcher in train order technicalities, but I should and requests that that part of order reading consider that as "going east" is on a down "Will run ahead of No. 2. Eng 6," be an- grade, and possibly no time restriction, if nulled.

I was the engineer of No 221 in this case,

if No. 560 used any part of order No. 2 beAuswer to Bro. Fesmier's question, p. fore I arrived at B as a fulfillment of order 810. Yes. The engineer should have no No. 1—if there was anything left of me at doubt with this order in his possession.

all—there would be music at my house in Answer to Bro. Parsons, January, p. 47.

a couple of days and I would not be able to

hear it, and some newly shoveled earth in If an order embodying the points given

the cemetery—if the frost was not too deep, was issued in proper form under the Stand- and the next month's JOURNAL might chronicle the fact among the "Obituaries.” tra's orders ran out at 6 P. M., Extra could

In reply to “What Will Engineer of No. only proceed under flag. She could not 55 Do?" I should say, that if I was engineer return to A, as she has not reached D. of No. 55, and at South Lyons, and re- To member Div. 308 in my opinion the ceived the order giving right to track to next order would still be in effect, as it is Anopere over No. 56, I would be ready to neither fulfilled, superseded or annulled, start when the conductor gave the motion and Extra 560 would have to stay at B, or (as far as the right of track over 56 was proceed only under flag. concerned), and after arrival at Annpere, To Bro. Fesmier's order. Engineer on and receiving the second order over No. 56, 'No. 55 should get meeting point annulled. I would be just as ready to go to Lansing. Here is an order I would like the BrothAs far as No. 56 is concerned I should con- ers to figure out. I will try to make it as sider that train the dispatchers business, plain as I can. A is one terminal, B is the and not mine between South Lyons and other, C is a station half way between A Lansing.

and B. Dis first station south of C. E is In the above orders no code or system is first station north of C. Order No. 1. Eng. mentioned, and I answer from the stand- 207 will run Extra A to C, Extra reaches point of experience that I have been D and heads into clear No. 78, a southbrought up under, and I have signed for a bound train. While in the siding engineer few orders in my day.

goes to telegraph office and finds this order: Yours fraternally,

Order No. 2. Engine 207_will run extra WILTON F. BUCKNAM,

C to B, and meet No. 78 at E, what would Cor. Sec. Div. 61. be the proper thing to do. Remember,

you have not reached C, and the order you Train Orders an Interesting Subject.

receive is not in effect until you do.

Here is another. A is one terminal, B SEDALIA, Mo., Jan. 5, 1903.

the other. Ca station midway between D, EDITOR JOURNAL: I like to see so

first siding north. Order No. 1. Engine much interest taken by the Brothers in

207 will run as No. 65, A to B. When you these train order questions. There is

reach C you get order No. 2.

Order No. 2. nothing that will start an argument any

No. 65 is annulled bequicker than a complicated train order,

tween C and D, work extra between C and

D until 6 P. M. When 6 P. M. comes you nor upon which you will find so many different opinions among railroad men.

are at D, there is no telegraph office at D. These discussions are very interesting

No. 65 is due to leave D at 4:30 P. M. I and instructive, as there is nothing in train

agree with Bro. Fesmier that this order service which is more important than a

discussion is all right, so keep the good thorough knowledge of train orders, and

work going. J. H. BECKWITH, Div. 493. more especially on single line roads. I will endeavor to answer some of the

What Will Engineer on No. 99 Do? questions in the January JOURNAL. In answer to Bro, F. W. Parsons of Div.

NEWARK, QHio, Jan. 2, 1903. 46, I would say that extra would have to

EDITOR JOURNAL: On leaving our termiAag to the nearest telegraph station, as the nal the other day, I received the following running orders expired at 6 P. M.

orders and would like to have you publish As to Brother Fesmier's question, What them in the February JOURNAL, and have would the engineer of No. 55 do? I would some of the Brothers tell what I should meet No. 56 at Annpere, as the right of have done: track order did not give No. 55 any right “All even numbers have right over odd to pass Anopere until the meet order with

numbers of the same class; these trains over No. 56 had been fulfilled or annulled.

all of the same class.” Order No. I read: In answer to question of “Member of

“No. 99, engine 1921, will meet No. 22, Div. 308," I would say that work extra 560

engine 1922, at Bethesda; and No. 34, encould go west of B without meeting down

gine 1917, at Elden, and hold main track extra 221, as order number 2 made engine

at Bethesda." 560 a work extra between B and C inde

At Glencoe I received order No. 2, which pendent of up extra 560. Therefore order

read: “No. 99, engine 1921, will meet No. No. I had nothing to do with work extra

22, engine 1922, at Barnesville instead of 560. Fraternally yours,

Bethesda, and hold main track.''
G. W. MCKELVEY, Div. 178.

Arriving at Louis's Mills, I received

order No. 3, stating that order No. 2 was More Train Order Problems.

void.

What order did I hold that was good, TOLEDO, O., Jan. 2, 1903. and what had I against No. 22? EDITOR JOURNAL: In answer to Bro.

Yours fraternally, Parsons' order in January would say: Ex

H. B. EVANS, Div. 36.

Question Not Answered in January

Journal.

IONIA, Mich., Jan. 6, 1903. EDITOR JOURNAL: After waiting patiently for the January issue of the JOURNAL to see the different answers to my Train Order, which you so kindly conseuted to publish in the December JOURNAL, headed, **Was It A Proper Order," I am more than disappointed to see but one reply, and according to my views it is not correct.

Therefore to bring this order again before the Bro. Engineers, so as to get a more extended reply from some of them, I wish to give my idea of the order, and why it is not a proper one and what kind of an order was necessary to remove all doubts from the engineer, that he had absolute right to use the track over all trains, including second No. 12.

Any engineer running under the Standard Rules knows the rules say: All sections of a train are included in that train, and must be respected as such train. Therefore I contend that after first No. 12 had passed Britton the engineer blowing signals to engineer on engine 276, and he answering them, notifying engineer on first No. 12 that he would respect second section of No. 12, that the Dispatcher could not give an order giving the right over all trains without mentioning second No. 12 in particular. Therefore the kind of order that would be according to rules was this order: Engine 276 will run extra Britton to Morgan using the east-bound track, and has rights over second No. 12 and all other trains.

Yours fraternally,
HOWARD S. FESMIER, Div. 503.

Answers to Train Order Questions.

BLUEFIELD. W. VA., Jan. 5, 1903. EDITOR JOURNAL: In answer to Brother Parsons' question in the January JOURNAL, I would say that this order is not in conformity with any form of order that I have found iu standard rules. But if the extra was five miles from D at 6 P. M., the only way it could move would be under protection of a flag.

Brother Fesmier's question does not conform to standard rules. An order making a positive meet is good until fulfilled, superseded, or annulled; hence he could not go beyond Annpere. The right-of-track order he got at Annpere should not have been put out unless the meet order had been annulled or superseded.

A right-of-track order is to be given only to advance an inferior train until a definite meet could be arranged. I would not sign for a right-of-track order after having a meet order, unless the latter were annulled or superseded. T. F. WEAVER,

Div. 448.

Could Not Leave Anopere.

What Will No. 55 Do ?

PROVIDENCE, R. I., Jan. 3, 1903. EDITOR JOURNAL: In regard to Bro. Howard T. Fesmier's train order question, “What will No. 55 do?” I will say that No. 55 will do as the order reads and go to Lansing, as it has right of track.

No. 56 arrives at Lansing and, as I understand it, gets a copy of the order given No. 55 at Annpere. And if No. 56 has time to go to any siding between Lansing and Annpere and clear the schedule time of No. 55 five minutes, it may do so; but if it does not have time, No. 56 will remain at Lansing until the arrival of No. 55, unless it receives other orders. This is my understanding of the question.

I think this is a good line of questions to have in the JOURNAL and one that we can not know too much about.

Very truly,
D. C. HORTON, Div. 57.

INDIANAPOLIS, IND., Dec. 30, 1902. EDITOR JOURNAL: Answer to Bro. Howard S. Fesmier's question, Div. 503.

He cannot proceed from Annpere until his meeting order is fulfilled or annulled, as he first gets a positive meeting order, which is good until fulfilled or annulled. If the first order is not annulled, the second order he gets at Annpere giving right of track from Annpere to Lansing would be of no use to him.

Yours truly,

W. C. SHAFFER, Div. II.

SPOKANE, WASH., Jan. 8, 1903. EDITOR JOURNAL: In answer to question by Bro. H. S. Fesmier, Div. 503. As the same occurrence happened to me on the same No. of train 55 and 56, same order and a positive meet I would state that giving No. 55 right over 56, Annpere to Lansing, did not annull the positive meet order nor supersede it, and No. 55 should have taken siding unless meet order was an. nulled, in which case No. 55 could proceed against 56, holding main track until arrival at Lansing.

Yours fraternally,

E. S. J., Div. 147.

COLUMBUS, O., Jan. 6, 1903. EDITOR JOURNAL: In answer to member Div. 308 would say, I do not think Extra 560 could go west of B, until Extra 221 arrived at B, or order No. I was annulled.

Fraternally yours,

Joe W. WARREN, Div. 124.

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