to handle the business easily this can not be done. When a boiler begins to fill with scale and leak, the flues especially grow worse rapidly. The water running over the sheet tends to destroy the life of the iron and cause the flue sheet to crack, and the banking of the mud inside the sheet and around the flues renders the work of a boilermaker in calking, almost futile. He may stop the flues from leaking for a short time, but when twenty or thirty miles out on the road the flues will commence to leak, and the boilermaker will be blamed by the engine crew for their leak

"After railroads commenced the use of the solid staybolt in preference to the staybolt which was hollow clear through, many shops became careless in their staybolt tests. There was nothing to indicate a broken bolt to an ordinary observer, and it was only after some disastrous experience, or the testing of some engine after a long period of neglect, when a great number of broken bolts were found, that drilling into the bolt for a sufficient distance from the outer end-so as to reach a little beyond the inner side of the sheet -was adopted, and as the bolts invariably

ing, and the engine crew will be blamed by the 'Old Man,' nine times out of ten, for an engine failure when, in fact, neither party is to blame. It's the mud behind the sheet, and nothing else, that's to blame.

"It's impossible to calk the flues so they will hold, because the mud, or scale, holding the water from the flues or sheet cause so unequal and so great an expansion. The same applies, of course, to side and crown sheets leaking. Of course, the more a flue is calked the easier it can be made to leak, as the bead is cut away by the calking tool. The same is true of all leaks.

break near the sheet they at once give warning of the breakage."

"Well," said Charley Smith, "if those holes are drilled on purpose to give warning that a bolt is broken, why is it that the hole is so often plugged by the boilermaker to stop an annoying leak, instead of being replaced, as it should be, at once?"

"For two reasons," replied Tom Bailey. "One is that the engine is wanted to go out in service immediately, and the other is that the man doing it does not realize the amount of strain that is thrown on the adjacent bolts by the breaking of one. If a bolt is sustaining a pressure of, say

400 pounds, this load distributed on its immediate neighbors would increase the strain on them one-fourth. This sudden increase in strain is liable to break other bolts, the same as a sudden decrease or increase of pressure in one part of the boiler may cause damage to another part. "Allowing the steam pressure to vary greatly on the road will cause a boiler to leak, and is a strong point against poor steaming engines. Faulty design is sometimes the prime cause of an engine leaking, or of a short-lived sheet."

"You will all remember," said Wesley Harris, "that a couple of months ago Will Wright was up on the carpet for burning the crown sheet of the 1054, and that he cleared himself of the charge. Ordinarily a man doesn't live to explain similar cases, or else the circumstances are such that no explanation is possible, but this case was different. If Tom will not object to my taking the floor I will explain the incident to you."

"You have my permission, for I am about exhausted," replied Tom Bailey.

We

"When the 1054 came out of the shop," said Wesley Harris, "Wright and I were called to limber her up for road service. The Old Man' is generally careful to have some old runner do this work, but Wright has been very successful as an engineer, so he was given the work. worked around the yard the first day and everything worked nicely. We were to take the engine out on the Eighth Division, from where she had come to the shop, and the next day we went over the First Division light. As the engine was running all right, we were to pull a train from there to where we were to leave her. The next morning early we started with a full train and, as there is a stiff hill to start on when going west on the Second Division, Wright had to work the engine to its full capacity.

"When we stopped at the first coal shed, instead of the steam pressure increasing and blowing off, the pointer commenced to drop back and, looking in the firebox, I found the crown sheet leaking freely in numerous places. I called Wright's attention to it, but neither of us considered the matter of serious moment, as the engine was just out of the shop and we had charge of it since it came out. We got the steam up and went on, but the leaks grew worse and we were finally compelled to set out our train and go in with only the caboose.

"Will reported the condition of the engine and we went up town to supper, and while at supper some enginemen came in

from the Third Division, and we heard them talking about the 1054 being burned. After supper we went back to the roundhouse and found the foreman there with his best boilermaker, and they had decided that the engine was burned and, as a natural consequence, the engineer was the man who was guilty, without trial. The foreman was going to discharge Wright, then and there, but Will demanded a chance to clear himself. The foreman consented, and told him to report to the 'Old Man' when he was ready with his defense.

"It was several days before he was ready. He went out on the Eighth Division and found out what was the condition of the crown sheet, and boiler generally, before the engine had went to the shop. At the shops he secured some mɔre evidence as to how the work had been done, before those who were responsible for the way the engine had been turned out of the shop were aware of what he was doing. When he went before the 'Old Man' he showed how the sheet had been pouched down, and how-after the removal of the scale and mud-the sheet had been heated and pounded back into place. This would have been all right had not the sheet already been dead or, as it is termed, 'mud burned,' and full of little cracks and flaws that would never improve with age or calking.

"Working the engine to the limit up Bucks Hill with a raging fire increased the expansion, and when the fire was lighter and the sheet cooled, contraction commenced, the cracks opened, and all the hidden weaknesses of the crown sheet came into view. Wright made these things so plain that the 'Old Man's' suspicions were aroused, and on investigation he found that the crown sheet should have been removed and a new one put in. No one was discharged on account of it, however. It was a case of poor judgment on the part of the boss boilermaker, which came to the surface more quickly and plainly than most of them do."

"I don't see how a man who is doing that kind of work every day could make an error like that," said Andy Johnson.

"It is easy enough done. He thought, because of the fact that the pouches in the sheet were hammered back without developing bad indications, that the life of the iron was not destroyed, and there is where he erred," replied Harris.

"I suppose the length of time a sheet has been in service influences their decision?" queried Johnson.

"Ordinarily, and also the condition and

appearance of a sheet or boiler shell on the inside of the boiler goes far in influencing the retention or removal of a sheet or section of a shell, but in these days of continuous service for a locomotive, the work done and not the estimated length of life of iron-will have to enter into consideration," replied Harris.

"There comes the caller," interrupted Charley Smith. "This meeting is adjourned until the next favorable opportunity occurs for its reconvening," W. L. FRENCH.

to the chamber urder piston 19, and it acts on the lower side of piston 19 to force this piston upward. As piston 19 moves

The Mason Pump Governor.

A number of air pump governors, known as the Mason Governor, or Regulator, are in use on several railroads, and it may, therefore, be of interest to many of the readers of the FIREMEN'S MAGAZINE to read a description of this type of pump governor.

The accompanying figure is a section showing all the parts that are enclosed in the body and casing. In the figure 1 is the cap for the adjusting screw; 2 is the adjusting screw; 3 is the lock nut for the adjusting screw 2; 4 is a button; 5 is the regulation spring; 6 is a cap for valve 8; 8 is the regulating valve; 9 is a screw; 10 is a small spring under valve 8; 11 is a diaphragm button; 12 is a large cap nut; 13 is the passage to air connection; 14 is an air pipe L; 15 is a union nut; 16 is a union swivel; 17 is a large steam union swivel; 18 is a union nut; 19 is a piston with dash pot extension; 20 is the cap for the piston 19; 21 is the main steam valve; 22 is a spring placed over steam valve 21; 23 is the steam connection to pump; 24 is an air diaphragm; 25 is a cap nut; 26 is the diaphragm cap.

Chamber O communicates with the train pipe or the main reservoir, depending upon which pressure is operating the governor; passage xx leads from the main steam passage from the boiler to the lower side of regulating valve 8; passage Z leads from the upper side of regulating valve 8 to the chamber below piston 19. The operation of the governor is as follows:

The regulating spring 5 being properly adjusted, and no steam turned on, regulating valve 8 is off its seat and spring 22 holds main steam valve 21 to its seat, with piston 19 in the position shown in the figure. When steam is turned on to start the pump, it finds its way through passage x to valve 8 and past valve 8 into passage Z, through which it is conducted

Mason Pump Governor.

upward it raises main steam valve 21, from its seat, and thus a passage is opened for steam to go to the pump.

When the pump has accumulated the maximum air pressure at which the governor is adjusted, this air pressure accumulating in chamber O acts upon the diaphragm 24 and diaphragm 11, forcing them upward against the extended legs of cap 6.

In this manner the pressure exerted on top of the regulating valve 8, by means of the regulating spring 5 and cap 6, is reduced sufficiently to allow the steam pressure in passage x to force regulating valve 8 to its seat, thus cutting off the supply of steam to piston 19, and hence removing the pressure from beneath this piston. This action of the regulating valve leaves the steam pressure above main valve 21 free to force this valve to its seat, which it will do, and so cut off

the supply of steam to the pump, and thus hold the pump stopped until the air pressure in chamber O falls below the maximum at which the governor is adjusted; or in other words, sufficiently to permit the regulating spring 5 to force the cap 6 downward again upon regulating valve 8, so as to force the latter from its seat, and permit steam at boiler pressure again to enter the chamber under piston 19, and force this piston together with main steam valve 21 upward, and open the steam passage to the pump.

This governor, like most other mechanical devices, is subject to defects in operation.

The defects in operations which are most likely to be met with are those which will prevent the pump from going to work after it has been stopped, and those which will prevent the governor from controlling the pump at all, permitting the latter to pump up to boiler pressure.

If trouble is experienced on account of the pump not going to work again due to lack of steam it will be known that main valve 21 is on its seat, and for some reason does not lift to allow steam to go to the pump.

inspection and repairs, first shut off the steam and then unscrew cap 20 when this piston may be taken out. To get at regulating valve 8 it is necessary to remove the screws 9, and after separating the spring case 7 and the diaphragm cap 26 from the governor body, unscrew cap nut 25, when regulating valve 8 may be easily removed for cleaning and repairs.

It is a good idea before removing the screws 9 to relieve the tension on regulating spring 5 by removing cap 1 and unscrewing adjusting screw 2.

When it is desired to inspect valve 21, proceed as for valve 8 except that the tension on regulating spring 5 need not be disturbed, and after the spring case 7 and diaphragm cap 26 are removed, unscrew nut 12, and the valve may be easily reached.

In cold weather the drip should be watched carefully to avoid freezing.

It will be seen that steam acts directly on the main steam valve to close it instead of air, as is the case with other types of air pump governors; and for this reason, all corrosion and sediment that is likely to collect around piston 19 and its dash pot, especially where the feed water is bad, should be frequently removed.

J. P. KELLY.

When the trouble is had on account of pump governor not stopping the pump when maximum pressure has been accumulated it is reasonable to assume that for some reason main valve 21 does not seat; and this can happen through failure of the regulating valve 8, to seat properly and to cut off the steam pressure from passage z and chamber x under piston 19. Regulating valve 8 being small is more likely to be affected by dirt that might prevent it from seating than would be main valve 21, although if the main valve should fail to seat properly, after regulating valve 8 had closed communication between passage x and z, the pump would continue to work until a pressure almost equal to boiler pressure had accumulated in the main reservoir.

If it is desired to remove piston 19 for

There is considerable adverse comment from the press on account of the general advance in freight rates over the country. The railroads are scored severely for this move, but this can hardly be called a fair critcism.

Prices are advancing on everything that goes to make up the list of railroad necessities, such as coal, iron, steel, wood, and other material, and equipment of all kinds is more costly. Labor is receiving more in many departments, and is asking more in all.

With a steady increase in operating expenses confronting them, the railroads are doing what other business men would do-increasing the cost of their products to the user.

While business is heavier and earnings are greater, the relative cost of transporting freight has increased, and this increase must be met by a proportionate increase in rates.

W. L. FRENCH.

Q

Rules and Good Judgment. UESTION 78 this month presents a situation in which, as the writer states, every one seems to have complied with the rules and yet a collision was narrowly averted. Of course there was "a screw loose somewhere," and we presume the questioner wanted to know where it was. Not being familiar with the rules on that road we are unable to judge exactly where the fault lay. Possibly they did not specifically state that, in a case like the one before us, both conductor and engineer of the train to be passed should understand the arrangement, but as they are equally responsible for the movement of the train such understanding is certainly necessary. At any rate, the incident serves to call our attention to the necessity, not only of a thorough understanding of all rules, but a careful examination of the whole situation, taking especial care to cover every point whereby error may creep in. The incident related in question 75 in the December MAGAZINE is another evidence that this care is necessary.

It frequently happens that good judgment is quite as necessary as an understanding of the rules. In fact there are some rules which can not be considered executed unless they are applied intelligently. The rule, for instance, governing a flagman in the protection of his train can not be explicit as to details, as conditions vary so much. The man must use his judgment in properly executing the rule.

The action to be taken in the case of a train taking down green signals at a nonregister station is another in which extreme care is necessary. This is especially true because it does not frequently happen. The rule provides that the conductor arrange with the operator or switchtender, or in the absence of both, with a flagman left there for the purpose, to notify opposing trains that the following section has not arrived. We may imagine that the conductor might be held partially responsible for making sure that the person who assumes this responsibility is a competent and reliable employe. It may be well, also, to think what trains are to be notified and to have such an understanding with the person to whom the duty is entrusted. The rule requires him "to notify all opposing trains of the same

or inferior class," and this might require some explanation to some persons. The rule is necessarily flexible as conditions differ so materially and the necessity of care in its application should always be borne in mind.

Education by Experience.

The writer wishes to make himself understood by the readers of the Magazine in expressing himself freely with regard to questions which come before him. He remembers an occasion on which he made certain criticisms relative to the work of dispatchers, and one of his hearers took exception to his remarks, probably thinking that he who spoke was not by any means perfect himself. We do not discuss the shortcomings of others because we have none of our own. To be frank with our readers, we have given them the benefit, in some cases, of our own mistakes. We look upon mistakes, oversights, lack of judgment, and all human imperfections, as experiences to help us to avoid the same mistakes in the future. We talk about "experienced railroad men," and of what does their "experience" consist? A portion of it, by no means inconsiderable, is mistakes; their own and others'. Herein, we believe, lies the value of associations, clubs, etc., for educational purposes. We tell our experiences to others. One man can not have all the experiences in the railroad world, but he can benefit largely by the experiences told by others. "No man liveth to himself alone," and this is very true in railroad work. We must help each other, and in no way can we better accomplish this help than by carefully examining such cases as are brought before us from time to time.

As we look back ten, fifteen, twenty years in railroad history, and compare the advantages of education which we now enjoy with the lack of them in former years, we should be thankful that we live in this progressive age. Books by the score are written, covering every department of the service. Brotherhood publications all realize the value of educational features. Railway clubs have been organized and continue to be organized all over the country and their published proceedings, if preserved, would form a library of most valuable literature. Associations are formed, comprising in their membership men of particular de