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WESTINGHOUSE AIR BRAKE SERIES

PLATE V-NINE AND ONE-HALF INCH PUMP (Valve Action) Copyright 1903, by W. S. Carter

Entered December 4, 1902, at Indianapolis, Ind., as Second-class Matter, under act of Congress of Ma ch 3, 101 0.

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Plate V-Nine-and-One-Half-Inch boiler, is always present in chamber A, Pump (Valve Action).

LATE V of the Westinghouse

inside the bushing 75, and between the pistons 77 and 79 of the differential valve. The plan view (Fig. 3) shows this space.

PSeries of the Locomotive Fire. The steam enters chamber 4 through a

men's Magazine Educational Charts shows sectional and perspective views of the valve action of the steam cylinder, with piston making the downward stroke.

The unique feature of these drawings is the manner in which the parts are cut in section. In both Figs. 1 and 2, the reversing valve 72 and connecting parts are cut in the same plane, Fig. 1 being viewed from the intake side of

the pump and Fig. 2 from the discharge side. The differential valve and its bushing are shown in perspective as viewed from both sides. In Fig. 3, which appears on this page, the lines wr and az show how Fig. 1 is cut sectionally, and the lines ya and az show how Fig. 2 is cut. It will be noted that the differential valve and the bushing 75 are not cut through in section, as is reversing valve 72 and its bushing 73, bu is shown in perspective. the purpose being to show in detail the grooves f1, h, g' in the differential valve bushing 75, and the ports f, h', and g in the reversing valve bushing 73.

As has been explained in preceding plates, "live" steam, or steam from

and a2 and is confined between the two pistons 77 and 79, being prevented by these pistons from passing into chambers D and E.

Through the port e and passage there is always communication between chambers A and C, which maintains live steam pressure also throughout chamber C, above and below reversing valve 72.

In Plate V the piston 65 (see former

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Fig. 3. 92-Inch Air Pump (Valve Action)

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plates) is making the downward stroke, but at the termination of the preceding upward stroke the reversing valve 72 was moved to its upper position, where it remained, which uncovered port g and permitted live steam to pass through the groove g1 into chamber D (Fig. 2).

In order that we may thoroughly understand the action of the differential valve we will repeat what has been said concerning other Plates:

It will be noted by referring to Figs. 1, 2 and 3, that piston 77 is of greater diameter than piston 79. When steam pressure is admitted into chamber A the natural result is that a greater pressure will be exerted upon the larger piston, which just as naturally causes the two pistons and their connecting rod (and the slide valve 83, which slide valve is hidden from view in Fig. 2, but is partially shown in Fig. 1 inside of bushing 75) to move to the right, or toward the head 84, but, as has been explained, when steam piston 65 reached the upper end of its stroke, the reversing valve rod moved the reversing valve 72 upward so as to uncover port g, and to admit steam into chamber D through groove g1 (Fig. 2). It is evident that if there is the same pressure in chamber D as in chamber A, the pressures on both sides of piston 77 will balance each other. The pressure on piston 79 will then cause the two pistons and the connecting rod (and valve 83) to move to the left, or toward the head 85.

The cavity H in reversing valve 72 is always in connection with exhaust port f in bushing 73 and groove f1 in the bushing 75, and through this groove with the exhaust port d and passage d' (Fig. 1).

It will be noted that exhaust steam is shown in chamber E, on the outside of piston 79. This chamber is always in connection with exhaust groove f1 through the small hole or passage t, which is drilled through the bushing 75. As part of the head 85 is removed in Plate V, the entire passage t is not shown, but it has direct connection with chamber E as indicated by the arrows. The purpose of this connection is to relieve chamber E of any live steam that might leak past piston 79, and also to supply the slight pressure of exhaust steam, which acts as a cushion for piston 79 of the differential valve when it is driven to the left.

In chamber J, above the top end of the reversing valve rod, live steam is also shown, and it will be interesting to learn why this steam is there and how it gets there. This chamber J is in constant communication with the upper end of the

steam cylinder, through passage K, into the passage L, which is connected by groove M in the reversing valve chamber bushing 73 with space N on the outside of bushing 73. A small hole or passage O is drilled through the steam cylinder head, connecting the upper end of the cylinder with space N. The entire connection between L and N can not be shown in detail because parts of the reversing valve chamber bushing 73 have been removed in Fig. 2. This connection M is indicated by dotted lines in Fig. 1. It will be observed that during the downward stroke of the pump, while live steam is in the upper end of the cylinder live steam is also above the reversing valve rod in chamber J, steam from the cylinder passing upward through passage O into the space N, thence upward through groove M into passage L, thence through passage K and into chamber J. By the same connections, during the upward stroke of the pump, while exhaust steam is in the upper end of the cylinder the current of steam will be reversed and exhaust steam will be above the reversing valve rod in chamber J. The purpose of this variable pressure in chamber J is to balance the pressure on the lower end of the reversing valve rod, and also to lubricate the rod in its bearing.

Fig. 1 shows the steam exhausting from the lower end of the cylinder, upward through passage b1 and port b to cavity B under slide valve 83 (which cavity is shown on other plates), and thence downward through port d and passage d' out through the exhaust.

Fig. 2 shows the manner in which live steam is passing downward through port c1 and passage c into the upper end of the cylinder. While a portion of passage c has been removed, the dotted lines indicate how c and c are connected.

In the next issue of the Locomotive Firemen's Magazine these same figures will be shown in Plate VI, except that the reversing valve 72 and the differential valve will be shown in the positions they occupy during the upward stroke of the pump.

Railway Wages and Prosperity.

Some employers of labor, and some publications that pose as representatives of employers of labor, take the position that regardless of the prosperous condition of the country, with the consequent increased price of everything a workingman must buy, working people should be will

ing that all of the profits of prosperity should go to the employers of labor.

As never before railway companies are prospering. Just as a merchant sees his "corner grocery" blossom into a "department store," so are railway stockholders witnessing their railways develop into greater institutions. The prosperity of railways is so great that they can not find means of expending their money in making improvements. Although the locomotive building establishments are running night and day in an effort to earn the money offered for new and more modern machinery, some roads find that their money is not accepted, and Canadian roads are sending abroad for their locomotives. The steel mills can not make heavy steel rails nearly as fast as railways would buy them. Car builders can not supply the demand upon them. At the present rate of additions and betterments the actual value of railway properties will be doubled within a few years; that is, the present prosperity will leave the railways twice as valuable as it found them. Wall Street, not to neglect opportunities presented, is busy manufacturing "securities" that more than equal every dollar of additions from profit earned by the operation of the roads.

And because railway employes find that it now takes $10 to buy as much as $8 did before this prosperity began, and be cause they insist that a portion of this prosperity be shared with them, certain selfish employers and their journals make dire threats against railway men's labor unions and accuse them of wrong. It is true that because of these labor unions wages have been advanced on many miles of railway, but because other railway employes think that they are entitled to some consideration, and are now asking for their share, an alarm is sounded that is nothing short of a threat to crush these organizations as soon as another commercial depression casts its shadow over the land.

If one-half of the railway employes

have secured 10 or 15 per cent, increases in wages is that any reason that the other half should be satisfied with panic wages? Because one hears of many demands for increased wages by railway employes it must not be surmised that the same employes are making these demands. If every railway employe in the land had been granted a considerable increase in wages just as soon as prosperity came to the railways and to all other employers of labor, there would be some reason

to caution railway employes against pressing the matter farther now. But such was not the case. Here, years after we have enjoyed prosperous conditions, we find many railway employes vainly pleading for at least a small share of increased earnings. They ask increases in wages that will recompense them for the increased expense of living. Of course, those men who are employed on the "piece work" plan, that is, by the mile, have an opportunity to make more miles now than before the country was so prosperous, but a prosperity that only makes men work longer with no increase in recompense for the same amount of labor is poorly distributed.

The following article is from the Railway Age for April 3, 1903, and may be taken by those railway employes who have not yet received any benefit from the present prosperity as a warning to take what they have got and be satisfied-or suffer the consequence:

"The dissolution by Judge Adams of his injunction in the Wabash case brings about a situation calling for the most careful and level-headed conduct on the part of the leaders of the railway brotherhoods. It is gratifying to note from the St. Louis dispatches that there is every probability that a strike will not occur. Such a happy termination of the dispute will be cause around, but especially so on the part of for congratulation all the Brotherhoods.

"The labor situation the country over is serious. It is probably less acute in the railway field than in some others, but we believe that if a strike of any magnitude among railway employes should take place at the present time it would be a most bitter one and the result, however costly and burdensome to the railways, would be immensely disastrous to railway labor. Railway employes, generally speaking, always have been comparatively well paid and the wage adjustments that have taken place during the last year or two have for the most part been decidedly one-sided. The employes have usually got the big end of the bargain, with the inevitable consequence of a feel ing of elation and a sense of power which has not contributed to good discipline. political nature have contributed to this More than that, several incidents of a feeling. When President Roosevelt was made a member of the Brotherhood of Locomotive Firemen at the Chattanooga meeting the firemen as well as members of other unions in the railway service felt justly proud. When Mr. F. P. Sargent, the Chief of the Firemen's BrotherFood, was appointed by President Roosevelt to the responsible position of commisisoner of immigration, the railway men again had cause for pride in the sigpal promotion of one of their number. The recent announcement that Mr. Edgar E. Clark, the head of the Conductors'

Brotherhood, would be appointed to the position of assistant secretary of commerce and labor tended to still further enhance this feeling. Now, we have no criticism to make of President Roosevelt either for joining the firemen or for appointing Messrs. Sargent and Clark. They are both excellent men and their appointments, considered either from the standpoint of political expediency or of good public service, are immensely better than many purely political appointments made for the benefit of incompetent or brokendown politicians. But the more or less critical situation that exists in all lines of labor serves to increase the gravity of the responsibility which rests upon not only Mr. Sargent and Mr. Clark, but upon the heads of all the railway orders. If railway employes flushed with recent victories are carried to extremes; if, by reason of their unquestioned soli

but purely through considerations of expediency. But advances on such a basis are not likely to be permanent and there is surely a limit beyond which they can not go. The labor leaders are doubtless claiming credit for the entire advance. For so much as they have been able to procure over and above that which would arise from natural causes they are entitled to a certain kind of credit, but if they push the limit too far they will merely create conditions, the reaction from which will be harmful to their own interests. Up to the present time the railroads have yielded on the score of expediency. The rising tide of costs is reducing net returns. From large increases in gross earnings the companies are getting constantly less net profit. It is now time for the railway labor unions to consider the matter from the standpoint of expediency. A scale of wages so high

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BALDWIN PASSENGER ENGINE FOR THE C. & A. Cylinders, 22 x 28 inches; heating surface, 4,078 square feet; drivers, 73 inches; weight on drivers, 141,700 pounds; total weight of engine, 219,550 pounds

darity in wage matters, they believe that they can enforce any demands they choose to advance; if, misconstruing the import of the political incidents to which we have alluded, they think that whatever happens they have powerful friends at court to protect them in a crisis, they are playing with fire.

"Doubtless some of the increases in pay lately obtained were due to natural causes the working of the law of supply and demand. The demand for labor has been unprecedented. Any man of intelligence and experience in railway work has been able to get employment. Competition among employers for the services of wage earners has been very active. Under such conditions increased wages is inevitable. But there is no doubt that some of the increases within the last year have been obtained practically under duress, for the reason that financial interests have been timid, dreading the consequences of a strike. Managers have yielded many points, not on their merits

that the railroads will not be able to meet it will be less beneficial in the long run to employes than a reasonable scale which will be more or less permanent. The abnormally high scale will be reduced through sheer force of necessity and the reduction will go much lower than would the reduction from a more reasonable basis. It is well for the employe to get all that he can, but when he demands more than the employer can pay he is placing himself in a position from which he will have a fall. These are pre-eminently times for the labor leaders to be cautious, careful and conservative."

What makes the foregoing indictment of railway employes and their unions more unjust is the great increase of the labor exacted of them for the same pay. Railway companies, by the introduction of large locomotives, are securing much greater service, and consequent greater earnings, from train employes without

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