Railway and Locomotive Engineering . e, so thatthe more it tends to turn, the tighter itbecomes. Even though the engine were tobe reversed and the brass slipped from itstightened position, it instantly becomestightened again by the reversal of themovement of the filler. The arrangement has been used on anumber of locomotives on the VirginianRailroad with great success. PIPE BENDING MACHINE A very simple pipe bending machine, sosimple, in fact, as to be hardly worthy ofthe name of a machine, is in use in theshops of the Norfolk & Western Ry., atRoanoke, Va. It is shown in the accom-panying engr
Railway and Locomotive Engineering . e, so thatthe more it tends to turn, the tighter itbecomes. Even though the engine were tobe reversed and the brass slipped from itstightened position, it instantly becomestightened again by the reversal of themovement of the filler. The arrangement has been used on anumber of locomotives on the VirginianRailroad with great success. PIPE BENDING MACHINE A very simple pipe bending machine, sosimple, in fact, as to be hardly worthy ofthe name of a machine, is in use in theshops of the Norfolk & Western Ry., atRoanoke, Va. It is shown in the accom-panying engraving and consists of a cast- 140 RAILWAY AND LOCOMOTIVE ENGINEERING May, 1921 ing made up of a series of cylinders ofdifferent diameters arranged above oneanother in the form of a stack, and eachhaving a loop cast on one side of it totake the various diameters of pipe that itis desired to bend. These holes or loopsvary from about 1 in. to IVz in. in diam-eter. The method of using is simply topush the end of the pipe which it is. PTPE BENDING MACHINE—NORFOLK &WESTERN RAILROAD desired to bend, through the proper holeand carry the other end around the ma-chine thus effectively and quickly makingthe bend to any desired angle. Railway Statistics of Canada Recent reports show that the follow-ing statistics for 1920 have been derivedin regard to Government-owned railwaysin Canada: In 1920 there was a total def-icit of $70,331,734, as compared with atotal deficit of $48,242,536 in 1919. Theforegoing figures do not take into con-sideration interest or fixed charges ontranscontinental or intercolonial increased loss is attributed to in-creased expenditures in pay rolls and was pointed out that the cost of manymaterials and supplies had increased verymuch over 1919. Prices of equipmentalso advanced. It was stated that out ofevery dollar earned the railways had topay 75 cents for operating wages and 20cents for fuel, leaving 5 cents for allother requirements, which
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