roundhouse and reported no repairs after a trip of 5,000 miles. Forty different kinds of coal were fed into her firebox and water of every known analysis run into her boilers, and yet the only attention needed by the big compound was the tightening of a nut here and there or the turning of a valve, done by the crew en route. This trip was made by the engine and her crew in pulling the Gould special with her party of officials from this State west to the Pacific coast, and then back to Little Rock, where they were taken toward the East over the affiliated eastern lines. Picking up the special at Big Springs, on the Rio Grande Division of the Texas and Pacific, this one engine pulled the 6-car special over the entire distance to Little Rock and in all the trip was laid up at no place for repairs. Starting on the run on February 25th, the engine, during its course, reflected the fever heat of the plains well up into the 90's and bucked snow in the Rockies; was 260 feet below sea level in the Salt River Valley and 10,000 feet above in crossing the Colorado divides; passed through the grinding dust of the deserts and between walls of snow. Gould, upon leaving at Little Rock for the trip east, personally complimented both the men and gave them a substantial token of his appreciation in the shape of a purse apiece, each containing a hundred dollars in gold. The train which made the trip was composed of the private cars of George Gould, President E. T. Jeffery, of the Denver and Rio Grande, and General Manager L. S. Thorne, of the Texas and Pacific, in addition to an observation car and two baggage cars.-Times-Herald, Waco, Texas.

A Rest House for Engineers and Firemen."The Chicago, Burlington and Quincy Railway," says Railway Master Mechanic, "has recently opened a new rest house for engineers and firemen in Chicago. The company owns the ground and building and will maintain it solely for the benefit of the men who do not live in the city and who are waiting for their return trips. The house is fitted out with large reading room, bath room, lockers, dormitory, etc. The company pays all expenses of the maintenance and the men make this house their home when in Chicago. This goes to show that the railroads are not only continually offering better service to the public, but are each year taking more thought for the comfort of their employes. Many of the rail

roads are contributing either wholly or in part toward expenses of various Y. M. C. A. buildings and reading rooms along their lines, and some of the roads have adopted the pension system, which is such a decided advantage to the employes who stay with them. The road which is giving the public the very best service possible for the money is certainly to be commended, but the railroad which spends its money in looking after the comfort of its employes is to be even more highly commended, and while it is often looked at as somewhat of a matter of charity, the fact is that it is fast becoming recognized that for the railroad to treat its employes in the best possible manner is good business policy, and the company who spends a few thousand dollars in looking after the comforts of its men is going to be repaid many times over by more efficient and better service."

The Red Skirt Again. The statement is going the rounds of the press that the Pennsylvania Railroad has forbidden women wearing red skirts from trespassing on the right of way. An official is quoted as saying: "Red skirts have stopped fast trains. Italian women gathering coal along the line, when the harvest was good, pulled off their red skirts and flagged both freights and flyers. All women wearing red skirts found on the line of the company will be summarily arrested, and the detectives have been instructed to try to keep the offenders off the line." This is evidently a covert blow at the red flag of anarchy. It reminds one of the old story of the goat which, having devoured its owner's washing on the line, was condemned to death and chained to the railroad track to be run over; but had the presence of mind to cough up a red flannel shirt and thus flag the train. Goats should be prohibited, as well as Italian women.-The Railway and Engineering Review.

Yellow Semaphore Blades on the Pennsylvania.-After the end of this month, the blades of all semaphore signals on the lines of the Pennsylvania Railroad east of Pittsburg and Erie will be changed in color to conform to the standards on the Pennsylvania Lines West of Pittsburg. All home and dwarf signal arms will have square ends and the fronts of these arms will be painted yellow with a black stripe 5 inches wide about a foot

from the end and parallel with it; the backs will be painted black with a white stripe similar to the black stripe on the front. Distant signal arms (with fish tail ends) will be painted yellow with black fish tail stripe about 31⁄2 inches wide and same distance from the end as the home signals; back, black with white stripe similar to the black stripe on the front.

A meeting of superintendents which was held at Pittsburg last week, with Robert Pitcairn presiding, is said to have taken action looking toward the unification of the train rules throughout the lines of the Pennsylvania. The standard code is used both east and west of Pittsburg, but there are details in which the code of the lines east differs from that of the lines west.-The Railroad Gazette.

Safeguards for Down-Grade Sidings. The Kansas coal train of 15 or 20 cars which took a wild run of a hundred miles without an engine one moonlight night a few years ago, when a west wind, an easy eastward grade and a road clear of trains furnished the right combination of conditions, has passed into history; so far in, that most of us had forgotten it. But-like the case of the freight car which becomes derailed and jumps down a bank, and does the job so neatly that the rear portion of the train couples itself to the forward portion and the conductor never knows that he is one car short until the car accountant tells him -the runaway train seems destined to be a permanent though infrequent "feature" of life on the plains-or those parts of the plains which gently slope eastward. It figures in the press dispatches of the present month in an item from Hugo, Colo., as follows: "A very high wind came up very suddenly from the northwest about 3 o'clock this afternoon, which for a few minutes was the worst ever known here; one could not see 20 feet for the dust. A box car was blown from the sidetrack onto the main line and ran to Aroya, 30 miles east of here, where it was stopped by the section men. The dispatcher was immediately notified and the track was cleared of trains so that no damage was done." As long as the dispatcher is able to clear the track, an item like this makes entertaining reading; but when such a runaway meets a passenger train there is another story. A derail at the lower end of every sidetrack that is on a grade is an in

expensive device. Even without being interlocked with the main line switch such a device is well worth having, if the discipline is good enough to insure its regular use. Not long ago one of the Government bulletins reported a collision costing $50,000 (Bulletin No. 5, item w) which would have been prevented by such a derail. Half that sum would provide safeguards at all the down-grade sidetracks on almost any railroad. A moderate expenditure yearly would soon bring our equipment up near enough to that of the railroads of England to enable us to compare the two countries in this respect without having to shut our eyes to the facts, for shame. Any station agent who is responsible for the security of cars on sidetracks ought to be glad to use a derail, for the added peace of mind that would be his on windy nights. A reasonable consideration of the interest of such agents is much better than to try to prove that our railroads are safer than those of England.-The Railroad Gazette.

Have Your Pass Handy.-While Congressman Gardner, of New Jersey, was traveling from Trenton to Atlantic City the other day he could not find the pass which Congressmen are never supposed to accept. The conductor, who knew him very well, waited quietly by the seat until the Congressman had gone through his pock ets and produced it.

"I had a lesson in that sort of thing once," the conductor said to a man on the train. "When George Roberts was president of the Pennsylvania Road, I found him in the smoker one morning on a run to New York, and just gave him a nod as I passed by.

"Here, my man,' he said sharply, 'you have not looked at my pass.'

"But I know who you are well enough,' I explained.

""That makes no difference. Duty is duty. If a passenger shows you neither a ticket nor a pass you should put him off the train. You may go.'

"But I haven't seen your pass yet,' I said.

"The old man began to feel in his pockets, and I waited. 'Stop this way when you come again,' he said. In a few minutes I came back, and he handed me a five dollar bill without a word. I took out a single fare and gave him the change. He had left his pass in the Broad street station."-Railway and Locomotive En

gineering.

The Injector.

Probably very few of the younger enginemen of to-day ever had any experience with force pumps for feeding the boilers of locomotives, and, therefore, will never be able to realize what an improve ment was made in the method of boiler feeding when the injector was adopted for this work.

The injector was invented by a French mechanical engineer, who was interested in the science of aeronautics, and who, in his efforts to produce a boiler feeder of small and compact form that could

Same Boiler," which appeared in the October, 1903, number of the Locomotive Firemen's Magazine, have learned that there is a large difference in the rate of velocity at which the steam and the water flows from the same boiler under the same initial pressure, and that the steam rushes out with a velocity about 22 times greater than that of the water.

The injector consists essentially of three tubes, or nozzles, as shown in the accompanying figure, namely, the steam tube A, the combining tube B, and the delivery tube C, and of the casing, or body, D, for enclosing these tubes.

be used in a flying machine, conceived the idea of utilizing a jet of steam for forcing a jet of water into the same boiler from which the jet of steam was obtained. His name was Giffard; and in the illustrated pages in the back of nearly any old dictionary may be seen a drawing of the injector he made.

When his invention was first brought out, his contemporaries said that he had probably discovered perpetual motion; and we of to-day can scarcely blame them for thinking as they did, so nearly does the action of the injector, at first sight, seem to accord with the general idea of pereptual motion.

The action of the injector, however, conforms to the same fundamental principles of mechanics that does the action of all other machines, and in all its operations conforms to these principles.

Those of us who have read the article on the "Velocity of a Jet of Steam and of a Jet of Water, Flowing from the

The casing of the injector is provided with steam and water connections for attaching it to the boiler, and to the water tank or reservoir.

The tubes are arranged with respect to each other as shown in the figure; that is, they are in exact line with one another, and in the order named above. It should be observed that the smaller end of the delivery tube points in the opposite direction to the smaller ends of

the others.

The first thing necessary in order to comprehend properly the action of the injector is to get a clear idea of the momentum which results from the impact of two bodies moving in the same direc

tion at different velocities.

Suppose, for instance, a body weighing 5 pounds moves in a certain direction with a velocity of 1,000 feet per second, and it strikes another body weighing 50 pounds, moving in the same direction at

the rate of 500 feet per second, what will be the resulting momentum?

We first find the momentum of the bodies before they strike each other, by multiplying the weight of each by its velocity in feet per second.

The first, weighing 5 pounds, multiplied by its velocity, 1,000 feet per second, gives a momentum of 5,000; the second, weighing 50 pounds, multiplied by its velocity, 500 feet per second, gives a momentum of 25,000; and, as both are moving in the same direction, the resultant momentum after they strike is the sum of the momenta of the two bodies before they strike, which is 30,000. The combined weight of both bodies is 55 pounds, so that the resulting velocity after impact is equal to the sum of their momenta, 30,000, divided by 55, and this is in round numbers 545 feet per second.

Applying this knowledge to the case of steam flowing through the steam nozzle 4 (see figure), the boiler pressure being 180 pounds absolute, the velocity of the steam will be, assuming that it is flowing into a vacuum, which is always the case with an injector at work, about 3,850 feet per second; and 1 pound weight of this steam will have a momentum of 1×3,850, equal to 3,850. If a stream of water is allowed to enter the injector at the connection marked "Water," and into the combining tube B say at the rate of 25 feet per second, which is usually the case in the lifting injector, 1 pound weight of this water will have a momentum of 1x25, equal to 25, and the momentum of the steam and water after coming together will be 3,850 plus 25, equal to 3,875.

In almost any modern injector the mixture of water and steam which takes place in the combining tube under ordinary conditions of working is generally in the ratio of 15 pounds of water to 1 pound of steam, so that in the case under consideration the momentum due to the water would be 15×25, equal to 375; and the momentum of the mixture in the combining tube would be 3,850 plus 375, equal to 4,225; and the velocity of the combined jet of steam and water will equal 4,225÷16, or, in round numbers, 264 feet. This means that the combined jet, emerging from the contracted orifice at the end of the combining tube B will have a velocity, in round numbers, of 264 feet per second, and will enter the delivery tube C at this rate.

We are now ready to understand the

An

definition of an injector. It is this: injector is an instrument in which a jet of steam, flowing at high velocity, is directed so as to strike a slower moving body of entering water, is condensed by this water entirely, with a resultant momentum and velocity of the combined jet greater than that which a similar jet of water would have flowing in the opposite direction, through the injector, from the same boiler.

Of course, one of the conditions necessary for an injector to work is that the water entering will condense all of the steam issuing from the steam nozzle; another is that all the tubes must be in perfect alignment; and still another that all steam and water connections be perfectly air-tight.

While the velocity and momentum of the jet of water leaving the combining tube is greater than that of a similar jet of water flowing from the boiler through the delivery tube, in the opposite, direction, it must not be supposed that this water would enter the boiler because of this fact alone; that is, under the usual conditions of piping, size of boiler checks, etc.

By referring to the figure it will be observed that the small or contracted end of the delivery tube C is turned toward the combined jet of steam and water, issuing from the combining tube B; that the jet passes into the contracted end of the delivery tube first, and then on into the larger end, thence passing into the discharge pipe, where the water forms a pressure sufficient to raise the boiler check and enter the boiler.

The reason for making the injector tubes in the form and shape that we find them is to enable the entering water at tube B to envelope the steam jet issuing from tube A, condense the steam and cause as little loss as possible in momentum after impact, so that the combined jet will flow through the combining tube at as high a rate of velocity as possible. The delivery tube receives this swift moving jet through its small end, reduces its velocity and at the same time increases its pressure, on account of the tube gradually widening out at the end toward the boiler, until it is sufficient to raise the boiler check, and the water to enter.

It will be observed that the steam tube A is conical in shape down to a certain point, and from there the tube expands for a short distance, the opening, or exit, for the steam being somewhat larger than the contracted portion of the tube.

The reason for having the steam nozzle this shape is, after the steam valve is open, steam flowing into the tube expands; because of this expansion its pressure falls and its velocity increases. After passing the contracted portion of the tube, the slightly enlarged end of the tube allows the steam to expand still further, and that in the direction of the flow of the steam.

It can easily be seen how important the gains are due to the fact that the expansion of the steam is in the direction of its flow; its velocity and momentum increasing because of this fact, it will produce a greater moving effect, or force, upon the entering jet of water, and thus increase the efficiency of the instru

ment.

The combining tube B, in which the jet of water and of steam combine, is also conical in shape. The jet of water enters the large end of this tube, around the steam tube, the jet of steam entering centrally at about the middle part; as the water and steam combine, the jet of steam contracts, and continues to contract as it flows on through the combining tube, so that when the combined jet emerges it can easily enter the smaller end of the delivery tube.

The shape of the delivery tube C is such that the momentum of the entering jet is concentrated upon a very small area at the time when the velocity of the jet is the highest; hence it will be sufficient to overcome a considerably greater pressure than the boiler contains.

To facilitate starting the injector to work there is provided an overflow. This overflow consists of a chamber F, a valve G, and usually a pipe called the overflow pipe. In starting the injector steam is turned on lightly at first, and this steam passing through the combining tube passes on into chamber F through the holes E, drilled in the combining tube, until sufficient pressure accumulates in the overflow chamber F to lift the valve G, when the steam can escape to the atmosphere.

This flow of steam through the combining tube into chamber F, through valve G to the atmosphere, causes a vacuum to be formed above the surface of the water in the feed pipe, and in this way the water is first brought to the injector, unless, of course, the injector is placed below the bottom level of the cistern or tank from which the water is taken, in which case the lifting feature of the injector is not necessary.

There are several types of injectors, known as single-tube, double-tube, lifting, nonlifting, and also what is termed restarting injectors. The fundamental principles upon which these injectors operate are the same as those already described for the single tube injector. J. P. KELLY.

The Slide-Valve Feed-Valve.

The feed valve is a device for reducing the main reservoir pressure to the amount desired to be carried in the train pipe and auxiliary reservoirs. With the regular automatic brake as used on most freight and many passenger trains, this pressure is 70 pounds, but it is 110 pounds with the high-speed brake. It automatically and regularly feeds sufficient air into the train pipe to prevent any existing leakage from reducing its pressure below the amount for which the feed valve is adjusted.

The air-pump governor is adjusted at a higher pressure than is the feed valve and, when full train-pipe and main-reservoir pressures are had, the difference between the two is the amount of excess pressure carried, which means while the brake valve is in running position.

While the feed valve is bolted to the side of the automatic brake valve, it is a complete device in itself and as such is used with the combined automatic and straight-air apparatus for the purpose of reducing the main reservoir pressure to 45 pounds, the amount used with straight-air. On the automatic brake valve it operates only in running position, as any other position of the brake valve handle cuts off the main reservoir pressure from the feed valve. It should be remembered, though, that the feed valve is connected with the train-pipe pressure in all positions of the brake valve.

The feed valve has two distinct sets of operating parts. One opens and closes the port leading to the train pipe and the other regulates or governs the parts that perform this opening and closing.

Construction.-Fig. 1 is a side view of a section through the brake valve and the feed valve. Fig. 2 is a top or plan view with the rotary valve and a section level with its seat removed. Fig. 3 is a larger view of the feed valve alone. It shows a section across the slide valve bush, the slide or supply valve being removed, and one lengthwise through the