. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . al foremens association withthe chairman of each committee are givenbelow. The subjects are not too numer-ous to prevent a careful and profitablediscussion being made on each: I—How can shop foremen best pro-inote efficiency? F. C. Pickard chair-man, master mechanic, C. H. & D. Ry.,Indianapolis, Indiana. 2—Why is it necessary to have wheellit, engine truck and driving wheels, lar-ger than diameter of journals? StephenA. Motta chairman, general foreman Mex. Ry., Aguascalientes, Mexico.
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . al foremens association withthe chairman of each committee are givenbelow. The subjects are not too numer-ous to prevent a careful and profitablediscussion being made on each: I—How can shop foremen best pro-inote efficiency? F. C. Pickard chair-man, master mechanic, C. H. & D. Ry.,Indianapolis, Indiana. 2—Why is it necessary to have wheellit, engine truck and driving wheels, lar-ger than diameter of journals? StephenA. Motta chairman, general foreman Mex. Ry., Aguascalientes, Mexico. 3.—Shop Kinks, H. D. Kelley chair-man, general foreman C. & Ry.,Chicago, 111. 4—Methods of Shop Organization. Barton, chairman, general foreman, lo-comotive department, A. T. & S. F., Ry.,Topeka, Kan. Crosshead-Pin Grease Plug. Editor: I am enclosing sketch showing thecrosshead-pin grease plug, with lock nut Illinois Central Railroad Company. Editor: Enclosed please lind photographs anda blue print of an air device for clamp-nig plain triple valves. It is too .simple. I>K\K1-: lt)K \.MP1.\G IRIPLE \L\ ^. lo require any explanation. This devicesaves considerable time, as it was for-merly necessary to pipe each triple inorder to test it. E. L. Bowen. McCoinb Citv. MiiDi. Fuel Economy. Regarding the coming convention of theTraveling Engineers Association an en-gineer writes us as follows: For a number of years I iiave con-tended that the waste of fuel, smoke, fire,and cinders were caused by an imperfect-ly constructed front end, creating imper-fect draft and imperfect combustion, andnot the fault of the firemen, which hasbeen the excuse since 1903. A referenceto Traveling Engineers conventions 1902and 1903 would be very advisable in thiscase, and ask the question Why? Twenty years ago I ran an 18 x , 45-ton engine with S/i doublenozzle. Blood diamond stack, evaporating2,000 gallons of water per ton of the engine was equipped
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