. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ne 2x2 ins. The pedestals, or jaws, were of castiron, with tennons at the top. Thecylinders were cast with flanges onboth sides. The flanges on the innersides to hold them together by meansof a casting which formed the centerpin for the truck. 62 RAILWAY AND LOCOMOTIVE ENGINEERING February, 1904. The flanges on the outside of thecylinders were bolted to casting whictiwas riveted into the frame. The tender was mounted on threepairs of wheels and had no swivelingtruck. This style of tender was
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ne 2x2 ins. The pedestals, or jaws, were of castiron, with tennons at the top. Thecylinders were cast with flanges onboth sides. The flanges on the innersides to hold them together by meansof a casting which formed the centerpin for the truck. 62 RAILWAY AND LOCOMOTIVE ENGINEERING February, 1904. The flanges on the outside of thecylinders were bolted to casting whictiwas riveted into the frame. The tender was mounted on threepairs of wheels and had no swivelingtruck. This style of tender was usedmany years, and there was less flangewear on the wheels than with theswiveling truck. With extra long ten-der, the case would be dififerent. Tires, weighing six or eight hundredpounds were heated and shrunk onwithout the aid of crane, derrick, orfalls. Car wheels were keyed andpressed on by devices worked by hand. In 1856 the wood block linings wereapplied to driving wheels with success,and were used on several railways. The frogs on the early railways wereof cast iron, and wore very fast. a coarser netting, which was soon fol-lowed by the diamond chimney, an in-vention of Mr. Griggs. The grateswere made to rock and dump. The first cars were on four wheelswith doors at the sides. Later, frameswere made, two of the short bodiesplaced on the frames, a four-wheeltruck put under each end, making aneight-wheel car. This was soon fol-lowed by the modern car. (To be Continued.) EARI,Y RAII^WAY TIMES. When the Taunton LocomotiveCo. commenced business they followedclose after the B. & P. pattern of lo-comotive for several years; Hinkley &Drury did about the same thing. Mr. Griggs built locomotives at B. &P. shops as long as he lived and whenmore were needed than he could fur-nish, locomotive builders built took up all real improvements asfast as they appeared, increased thecapacity to meet the want of more pow-er, and was never behind the times. In1852 he built locomoti
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