. Railway mechanical engineer . uel detracts from its heat value, the loss isusually more than compensated by prevention of dust inhandling and. especially where there is a strong or forceddraft, wetting down will generally lie of advantage to pre-vent fine fuel partii It•-> from being caught up by the draftand deposited on the heating surfaces of the boiler or sweptcut of the clvmnev unburned coal or ashes.—Power. UNIVERSAL NON-PACKING VALVE According to the report of the chief inspector of locomotive boilers for the Interstate Commerce Commission 1,770locomotives wen- found defective duri
. Railway mechanical engineer . uel detracts from its heat value, the loss isusually more than compensated by prevention of dust inhandling and. especially where there is a strong or forceddraft, wetting down will generally lie of advantage to pre-vent fine fuel partii It•-> from being caught up by the draftand deposited on the heating surfaces of the boiler or sweptcut of the clvmnev unburned coal or ashes.—Power. UNIVERSAL NON-PACKING VALVE According to the report of the chief inspector of locomotive boilers for the Interstate Commerce Commission 1,770locomotives wen- found defective during the past fiscal yearon account of leaking valves. This defect is principall)due ti> improperly applied or worn packing in the stem ofthe valve. To eliminate trouble and defects of this son,valves which require no fibrous packing have been developedby the Universal Valve Company, Karpen Bldg., construction of these valves is shown in the are made up of a handle .1 which has a free lit on a. Universal Non-Packing Valve square shank of an auxiliary valve stem I). The handle isheld in position by the collar B which is screwed onto thebody of the bonnet. The auxiliary valve stem P is pro-vided with a square socket to receive a square shank on theend of the main valve stem C. This member is threadedinto the bonnet as indicated in the illustration and is raisedor lowered as the handle is turned, a square socket in theauxiliary valve stem being sufficiently deep to always en-gage the shank of the main valve stem. The shoulder E on the auxiliary stem is grooved on itsupper surface and bears directly on the babbit ring F amiis held in permanent contact with that ring by the cast-ironspring G. This forms a sufficiently tight joint with butlittle spring tension. It is guaranteed by the maker to lastthe life of the valve under high and low pressures and attemperatures ordinarily met with in the use of saturatedand super-heated steam. The spring is mad
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
