. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . estigationshould deu rmine the best place to inject the l>est lubri-cant by the besl lubricator. The above should be used together with the best formand material of valve and cylinder packing and bushingsmade to accurate dimensions and alignment. It is im-possible to lubricate a locomotive whose valve and cylin-der packing will not pack. The best form of drifting device should be determinedupon; one that is absolutely automatic that will not pro-pel the locomotive and contains the least nu
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . estigationshould deu rmine the best place to inject the l>est lubri-cant by the besl lubricator. The above should be used together with the best formand material of valve and cylinder packing and bushingsmade to accurate dimensions and alignment. It is im-possible to lubricate a locomotive whose valve and cylin-der packing will not pack. The best form of drifting device should be determinedupon; one that is absolutely automatic that will not pro-pel the locomotive and contains the least number of work-ing parts requiring attention. Such a device would makerelief or shifting valves unnecessary and even undesirableand would permit of the use of vacuum closing cylindercocks. Such a device should avoid drawing front endcinders and gases into the valves and cylinders whendrifting, which combined with excessive oil delivery, whennot required, is the cause of carbon incrustation. Difficulty in lubricating certain locomotives has beenexperienced until it was discovered that the gauge cocks. Illustrating Movement of Oil From Reservoir Into Steam Pipe ofLocomotive, Schlacks System Force Feed Lubrication and water glasses were located too high above the crownsheet thus causing working water on account of a toorestricted steam space. The greatest number of two feeds force feed lubri-cators in use are bolted to a one inch thick wrought ironbracket which is attached to the back head of either leftor right valve chamber by three long valve head studs. The lubricator lever is connected to a driving rod whichis actuated by a stud connection on an extension of thelocomotive valve gear combination lever. The oil is convex eel through One-quarter inch by three-eighths inch annealed copper tubes from the lubricator todiaphragm terminal check valves located as high as pos-sible in both the left and right outside steam pipes. Thecheck valves are set to maintain oil pipe pressure of th
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
