A CATECHISM OF THE LOCOMOTIVE

Founded on the German work of PROF. GEORGE KOSAK, Government Commission-
er for the examination of Locomotive Engineers in Austria, and adapted to American Lo-
comotives and practiced by M. N. FORNEY, Mechanical Engineer, ASSISTED BY PRAC-
TICAL LOCOMOTIVE ENGINEERS, designed for the use of

LOCOMOTIVE ENGINEERS, FIREMEN!

And all who wish to qualify themselves for these positions, and for all who wish to under-
stand the construction, operation and management of the Locomotive Engine, with NU-
MEROUS ILLUSTRATIONS. BEGINNING WITH THE YEAR 1874,

THE RAILROAD GAZETTE!

WILL COMMENCE THE PUBLICATION OF

A Catechism of the Locomotive,

A PART OF WHICH WILL APPEAR EACH WEEK, WHILE THE PUBLICATION
WILL BE COMPLETED WITHIN SIX MONTHS.

This Catechism gives just the knowledge which every, Locomotive Engineer, Fireman
and other Railroad Man needs in order to enable them to understand thoroughly the
nature of the machine which they use, and their duties in regard to it. It is not an ab-
struse Scientific work, but a plain, practical treatise, intended to

Help Men to become Good, Practical Engineers

And written on purpose for the use of Locomotive Engineers, and those who wish to be-
come Engineers. It is in the form of questions and answers, and there are about 125 ques-
tions, and some of the answers are very full and made plain by the use of engravings, so
that every one can understand them by a little study, and apply them directly to the
Locomotive which he sees.

The following is a general description of the

CONTENTS OF CATECHISM:

I-General ideas on the Nature of Steam and the Manner of employing it for Operating
Machinery.

II-Description of the Locomotive and its Different Parts.

III-Management of the Locomotive.

IV-Dangers and Rules for Precaution in the Management of Locomotives.
V-Demands and obligations which every Locomotive Engineer must fulfill.

EVERY LOCOMOTIVE ENGINEER SHOULD STUDY THIS CATECHISM.'

It will be published. with a great deal more matter interesting to Railroad Men, in THE
RAILROAD GAZETTE, 73 BROADWAY, NEW YORK, the price of which is $4 a year,
and $2 for six months. Clubs of ten pay $35 for one year. Those who subscribe now for
the whole year of 1874, will have the numbers from now until the first of January sent
without charge.

PITTSBURGH, PA.

Compression Buffers & Automatic Couplers

FOR RAILROAD CARS.

Patented March 31st 1863, January 31st 1865, and July 24th, 1866.

Office 231 Broadway, Rooms 4 & 5 opp. City Hall Park, N. Y.

The advantages gained by the use of these improvements may be briefly stated as follows:

1st. The platforms are held in a plane with the sills on the car.

2d. The platforms cannot be broken by any ordinary accident.

3d. Telescoping is impossible.

4th. Any required compression may be attained, to prevent accidents by oscillation. 5th. No links and pins are required, and no one is required to go between cars to couple them.

6th. The platforms may be held as close together as desired.

7th. By close coupling the train is shortened.

8th. They will not accidentally uncouple. 9th. They may be uncoupled "without shutting off," to make a flying switch.

|

12th. They will work well at great variation of height.

13th. They will couple with all kinds of "draw heads " and couplers.

14th. They are cheap and durable.

15th. Injury to men when coupling cars is entirely prevented.

16th. Injury to persons by falling between cars is entirely prevented.

17th. Injury to persons and to cars by "telescoping" is entirely prevented

18th. Injury to persons and to cars by "oscillations" is entirely prevented.

19th. The great steadiness of the cars, produced by compression, render sleeping cars much more desirable.

20th. "Train Brakes" are rendered more 10th. They are strong; the train will not valuable by the non-existence of "slack" "break in two," at starting or while running. in the train. 11th. They cause the train to move stead

ily and not jerk in starting or stopping.

No Railroad Manager who comprehends the case, fails to give these improvements a "trial." And all those who have tried them have adopted them.

Patterns in Full Sets, or Single Pieces, for all castings used in the Improvements, and Templets for Wrought Irons AT COST. Drawings, Tracings and Superintendence of work are not charged for.

These articles will be promptly furnished and shipped to any part of the country on short notice. Orders must state what route the goods are to go, and whether by express or ordinary freight.

E. MILLER.

The above shows a longitudinal section (Fig. 1,) and end view, (Fig. 2,) of the Weston Locomotive Boiler.
The line D shown in the end view of the Fire Box and Combustion Chamber indicates the Circulating Plate, held to its place by the ordinary stay bolts.
This Circulating Plate extends the whole length of the Fire Box and Combustion Chamber on each side; also into the leg of the Boiler; also into the drop Water
Bridge in the Combustion Chamber, where it is designated by the letter F. It surrounds the Combustion Chamber from the top of the Crown Sheet to near the bottom of
the Chamber, where it is severed by a space of eight inches, extending along the entire lower length of the Chamber.

The following claims are made for the Circulating plates:-1st-It assists a rapid and economical generation of steam. By its use the column of water in the leg of
the boiler is divided: the heavier column outside the Circulating Plate is forced down by its own weight, and by the pressure of steam above, and finds rapid circulation
under the lower edge of the plate and up through the one-inch space between the plate and Fire box. (This is a complete and most beneficial improvement upon the
ordinary boiler, in which the column of water in the water-leg, being from 3 to 31 inches in breadth, is rendered sluggish by its own weight and the pressure of steam
above, and gradually deposits a sedimentary incrustation against the Fre Box Sheet, and in the bottom of the leg of the boiler, which interferes with steam generation.)
The rapid circulation afforded by the Circulating Plate, not only in the water-leg but around the Fire Box and the Combustion Chamber, and also through the water-
bridge, insures the generation of an amount of steam afforded by no other boiler, and is a sure protection to the boiler plates.

August 26, 1872.-The Weston Boiler Engine "Choctow," run from Cleveland to Erie, 95 miles, with 50 loaded cars and one caboose. Left Cleveland 11:47 a. m., arrived 1Erie 9:30 p.m. Coal consumed, 6,731 lbs. August 31, 1872.-Roger Engine" Euchee," ordinary Boiler, run from Cleveland to Erie, 95 miles, with 50 loaded cars and one caboose. Left Cleveland 12:05 a. m., arrived at Erie 9:10 p. m. Coal consumed, 7,468 lbs. Heat in the front end of the engine “Choctaw," 360 to 450 degrees. Heat in front end of the engine" Euchee," 6250 to 750 degrees. The saving as shown by the Dynamometer and fuel reports, in favor of the “Choctaw,"--44 per cent. By a secon i trial of the above engines the saving in favor of the "Choctaw" was 35 per cent. Both engines were built by the Rogers L. & M. Co. By a similar trial made by Passenger Trains the Saving by the Weston Boiler Engine was 70 per cent.

Master Mechanic's Office, Bushwick, April, 1, 1872.

Onice, April, 1872.}