. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . triple valve through the re-stricted cut-out cock, and in a few sec-onds time the brake will release throughthe triple valve exhaust port. (To be continued^) 56 RAILWAY AND LOCOMOTIVE ENGINEERING February, 1918 New Design of Locomotive Valve Gear Vs we have stated before, perfectioneludes and ever will elude the seekerafter the ideal. No better proof of thisfact can be found than in the ever-recurring appearance of a new valve mo-tion. The present century has seen quitea crop blossom into bei
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . triple valve through the re-stricted cut-out cock, and in a few sec-onds time the brake will release throughthe triple valve exhaust port. (To be continued^) 56 RAILWAY AND LOCOMOTIVE ENGINEERING February, 1918 New Design of Locomotive Valve Gear Vs we have stated before, perfectioneludes and ever will elude the seekerafter the ideal. No better proof of thisfact can be found than in the ever-recurring appearance of a new valve mo-tion. The present century has seen quitea crop blossom into being on the Ameri-can locomotive. The adoption of theWakehaerts gear was followed by theBaker-Pilliod, the Southern, the Young, connected to an arm of the tumblingshaft at a point spaced from the ends ofthe tumbling shaft, and at its other endis connected with the usual reversinglever in the cab of the locomotive. Anauxiliary reach rod is connected at itsends with the end of an arm of thetumbling shaft, and an apertured exten-sion that is formed on the end of atumbling shaft reverse yoke. This yoke. SIDE VIEW OF THE SMITH VALVE GEAR. and others, all stamped by some peculiar-ity, and all meeting with more or lessapproval as compared with the old shift-ing link or Stephenson valve gear as itis generally called. Last month anothercontrivance appeared before us. It isthe invention of W. L. Smith, Tuscum-bia, Ala. The design is marked by sim-plicity. The absence of the sliding oroscillating link, so common in radialgears, gives promise of durability, as thewearing parts are few and may readilybe made substantial, the appliance maybe attached to different types of loco-motives and reversing engines, withoutnecessitating any material change in theconstruction of the engine to which itis to be attached. Our illustrations show a side elevationand fragmentary top plan. It will benoted that an auxiliary crank is attachedto the main driving pin, the auxiliarycrank being coupled to an eccentr
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