$- A I~~~~~~~~~~~~ DUNK, LONGACRE & CO., f HILADELPHIA, )PA. ilkr INCORO RPO RATED 186 ~9. PAID UP CAPITAL, $600 9000.0 o OO 6 -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ or~~~~~~~~~b an t~ r) Vo tut car GEORGE WESTINGHOUSE, Jr., PRESIDENT. ROBERT PITCAIRN TREASURER. RALPH BAGALEY SECRETARY. THOMAS W. WELSH SUPERINTENDENT. THOMAS` WV. HAYSI ASS ST.- SU PO RI E 1 8 6 9.NT. PAIDRRIV UP C T SC4 A6 000 00 JOHN O-FFINGE CORNER IBRT hMENUGER O RA R AND TWETYFITHST }.l};ollt(4S~~~~~~JU'Z Ist lki1bg8,rW~~t91~i2.eftt$ 4g''<~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ii i0. 3ti..... -..............A!i:; --.e _...- _- a:ze! < ~~~~~~~~6X N lkl this PRICE LIST, it is our desire to lay before railroad men and others all ~< f the information concerning the WESTINGHOUSE AIR BnRAKE which they may have occasion to ask for, and, at the same time, give most complete illustrations of itin whole and in part, that orders may be given without the possibility of misunderstanding. In addition to general views of its mode of application to engine, tender and cars, smaller cuts show its mechanism in detail, with full and commplete explanations of the same. t ~~The numbered illustrations present facsimiles of every piece used in the g construction of the Brake, either separately or conjointly with other necessary t parts. In giving orders the out of any desired part can be found through the Index, and orders thus sent, with reference to name and number of the cut, will be sure toretoe filled accurately and promptly. Many of thesee parts are small, and it might seem, at first sight, hardly necessary to order them from the Company; but either reflection or experience B full and complete explanations o or experienc will show it to be to the advantage of those using the Brake to do so Buying all supplies in large lots, using the best machinery, and manufacturing its goods in enormous quantities and as a specialty, the Company ean sell them cheaper than they can be made or bought elsewhere. In addition it always keeps on its cus tomers tomake the article themselves. There are no charges for boxing or drayage.' In contracting with any Railroad Comp Cany, this Company binds itself by a signed agreement to protect the Railroad Compayginany against any patent suits brought on account of the Brake. T. Under the head of "Miscellaneous",will be found cuts illustrative of a Reversing Valve Movement, which may be used (if thought desirable) in place of the Standard' Movement, and which will be furnished at the annexed prices. The cost of many of the articles in this List being influenced by the changes of the market,' the Company reserves the right to hold them, or Repair Goods, subject to such changes without further notice. A. 7 0' D ESCR I PTI O N. THE FOLLOWING DESCRIPTION APPEARED IN THE CHICAGO RAILROAD GAZETTE, OF SEPTEMBER 9th, 1871. THE ~EPTI QHOU~E PaTAOSPHERIC 3F4KE. HE necessity of having some effective means of stopping railroad trains was felt as soon as it was found possible to run them at any considerable speed. The problem of how to stop a train was therefore presented simultaneously with the introduction of locomotives. As the speed and length of trains increased, the importance of placing them under the control of the locomotive runner became, with each new accident and tale of horror, more evident. For years, therefore, inventors have been exercising their ingenuity in endeavoring to i devise some leans which would enable the man who runs the engine to apply the brakes instantly on the whole train behind him. Every master mechanic and railroad engineer has had his time wasted and his patience tried by being obliged to examine models and plans of every conceivable variety intended to solve the problem. The importance of some really good means of accomplishing the end sought, has only made the importunity and impracticable schemes of visionary inventors more aggravating to those who were called upon to pronounce upon tthe merit of their inventions. It, therefore, gives us much pleasure to present our readers with complete plans and detail drawings of the Westinghouse Atmospheric Brake, a systen which has already been extensively introduced, and is the first one which has, thus far, come at all near to fulfilling the requisite conditions of an automatic brake. As its name indicates, the medium employed for transmitting the power to the brakes is atmospheric air This is compressed to any required density by a steam pump, A, B, figs. I and 2, located between the driving-wheels, or at any other convenient position on the locomotive. The air is forced into a reservoir, Y. so that a sufficent supply will. at all times be ready for use. From this reservoir it is conducted back under the cars of the train by pipes, p, p, 1, p, which are connected together by india-rubber hose, r, r, r, and suitable couplings, which will be described hereafter. Under each car is a cylinder, V, IV, W to which the compressed air is admitted forward of a piston, the stem of which is connected to a bell crank, X, X, fig. 2, centered atx"\, and is attached to the brake levers by the rods, x', x. By this means when air is admitte in front of the piston in the cylinder the brakes are at once applied to the wheels. The ordinary brake rods, x', x', are attached to the bell-cranks with long slots, so that the brakes can be drawn up by the ordinary hand gear without interfering at all with their connections with the cylinders. It should also be observed that air is admitted into the pipes, p, p, from the reservoir by a cock, Ml, fig. 3. It will thus be seen that all the brakes can be applied instantaneously by the locomotive runner, and with any auloullt of power which may be required. In doing this he has only to open the cock, My, more or less, in proportion to the power he wishes to apply. 0 ~~Such are the principal ~features of this invention, but in putting it into practicazl operation many difficulties were encountered, and much ingenuity has been exercised in overcoming them. The air pump, A, B, is bolted to the locomotive frame, between the driving-wheels. A is the steam cylinder and 1] the, air cylinder, which are shown in, sections on an enlarged scale in figs. 4, 5 and 6. Between them is a stuffing-box, F, through which passes the piston-rod, D'. The steam cylinder is of the usual construction, and has a steam chest, H', fig, 7, on one side, and an exhaust chamber, /7", on the other. In each end of the steam chest is a valve seat, 1, 1, fig. 5, madle slightly conical, with one or more ports, 1, 1, figs. 5 and 11, leading thence through the by sides of the seat to an annular chamber, 2, 2, which surrounds it, which annular chamber communicates by an open A -- A. R t 0 X - - 0' "''i "'-. t'E:_00-. A'- i.'''.' - ort, fig. 11, with the inside of the cylinder. Each valve seat is fitted with a valve, 3 and 4, fig. 5, slightly conical in form, both valves being on the same stem, -ff. Lengthways in the face of each valve are two ports, 5 and 6, fig. 5, the ports leading, one from the end of the valve to a port in the valve seat, and the other from the same port in g iI the valve seat to the opposite end of the valve. These valve ports are, by an oscillating motion, brought alternately over the open port of the valve seat, from which connection is made by the annular chamber to the inside of the cylinder. Steam enters the steam-chest between the valves, and the ports of the two valves which correspond in position have their end openings in the same direction; so that while a valve port of one valve is taking steam to actuate the main piston, the corresponding port of the other valve is acting as an exhaust port. These valve ports I are arranged in pairs, two, four or six to each valve, with a port in each valve seat for each pair of valve ports. The exhaust valve ports of the upper valve open upward, and of the lower valve downward, and exhaust ports are l made thence through the upper and lower cylinder heals to the exhaust chamber on the opposite side of the cylinder. The valves described operate with an oscillating motion. To secure this motion an auxiliary or reversing engine, g 0 Gfigs. 4, 5 and 7, is arranged on the top of the main cylinder head. This reversing cylinder is fitted with an!% ordinary steam piston and stem, e, flig. 5. The outer end of the stem, 6, fig. 7, has an oblong slot or eye in which plays the wrist of a crank 6, fig. 7, on the main valve stem. A reciprocating motion in the reversing piston and ig stem then imparts to the main valve stem the oscillatory motion desired in the main valves. A set screw, 7, fg. 7,:i anbears against the end of the valve stem to keep the valves carefully and accurately seated. The reversing or auxiliary steam cylinder casting, G. rests on the cylinder head, E. On the'lower face of the cylinder casting isM bored a cylindrical valve chamber, ct. and on the outer face of the upper cylinder cover is bored a like chamber, o. Each chamber contains a cylindrical valve, the upper one, a, fig. 5 and b, fig. 13, being seated by two annular seats, 0 8 ad 8i, fig. 13, at a little distance apart on like seats on the upper end of its chamber, and the lower one, c, having a like arrangeet of seats 9, 9, except that they are on the lower end of the valve 9, and at the lower end of the valvea s to their seats. To liftchamber. These valves from their seatsed alternately andough allow steamrt to passve a little vernately into and through the annular seat'dg annular seats, and a like groove in the lower end of the lower valve between its valve seats. From the upper groove ga steam port',, figs.by the parts referred to one end of the reversing cylinder, is the next point to be lower groove a like port,,d. leaFor this purposite both valves are placed loosely on the common stem,, a. Byand 7, steam is a knob on the uppermain steam port the reversing chamber, but between the valves. The pressure of steam so admitted tends to hower valved both gj valves totheir seats. B cylindrical hole in the upper cylinder cover, into the main cylinder a distance equal to the lift desired in that valve. The main piston stem is hollow, and the valve stem last referred to extends down into it with a knob, d', on its lower end. On the upper end of the steam piston is a plate, d, having a hole through which the valve stem passes —the hole being too small for the knob to pass through. Then as the steam piston approaches the end of its roove, an by he prts efered t int the reversing cylintm nd der, iss the next point to be attasined.ve tamte B downward stroke andthvaes aepcdll o the time comes for the reversal of the main valves, the plate on the main piston engages the knob on the lower end of the reversing valve stem n and depresse s or lowers the upper reversing val ve. Steam then passes from between the reversing valves through between the upper valve and its stem (the two fitting with suficient looseness to permit of it) into the annular groove, and through the port, 8', to the reversing cylinder. t This gives the reversing piston, e, the reqouired throw in one direction so as to shift, by the crank connection above described, the position of the main valves. 5 A short stroke in the reversing piston is amply sufficient; and hence the piston may be made nearly as thick;0 as one-half the length of stroke desired. A single exhaust port, 1', 1', figs. 5 and 7, leads from the middle of the I reversing cylinder to the waste pipe marked " exhaust." As soon, therefore, as the reversing piston has passed over i and uncovers the exhaust port, the motion will cease, the steam will be exhausted, and the pressure of steam between the two reversing valves, h, G. will seat the upper valve and so cut off.the supply of steam to the reversing cylinder..iI, As the steam piston approaches the end of its upward stroke, the plate, d, will strike the lower projecting end of the reversing valve, c, and raise it from its seat. This valve is made a little smaller than its chamber: hence steam will pass down around it into the annular groove and through the steam port 9', into the opposite end of the reversing cylinder, whose piston will then obtain a reverse motion; and through the crank connection above described, will cause a reverse oscillatory throw of the main valves. ~t ~The main piston stem, as already stated, carries on its lower end the air-pump piston, D, fig. 4. Now extending i; along each side of the pump barrel is an air-pipe, B, B', and these pipes are connected together at their ends by I cross passages, 2', 2', cast in the heads or ends of the pump barrel. From one side-pipe an air-port, 3', enters the upper end of the pump cylinder, and from the other side-pipe a like port, 4, enters its lower end, and in each side-pipe, just above and below each port, is a poppet valve, 5', 5', 5", 5", suitably seated and of such construction that when free to do so it will seat itself and keep its seat by its own weight. ii An air-tight inlet port, B", is made in one of the side ports, at such point that the pressure of air entering W thereat will always come against the under side of the valves, 5", 5", and an air outlet port, B', is made at such a point that the ports or passages leading therefrom back to the valves, 5', 5', will always strike their upper faces. From this outlet port an air pipe leads to the air reservoir. Then when the piston makes a downward stroke the effect is as follows: 1st. The air below is forced out at the lower port, 4", into the space between the two lower valves, lifts the valve above and passes by the outlet port, B, through the pipe to the reservoir. At the conclusion of its stroke the ji same valve drops to its seat and acts as a check-valve to prevent a return flow of the air. 2d. External air enters at the inlet port, B", into the side pipe; lifts the lower of the upper pair of valves; passes into the space between the two upper. valves, and enters the pump barrel above the piston by the upper port, 3'. i| ~As the piston makes an upward stroke the effect is as follows: 1st. The air above is forced out at the upper port, 3', into the space between the two upper valves; lifts the valve above and passes to the reservoir as above mentioned. 2d. External air enters as above stated, lifts the lowest of the lower pair of valves, passes into the space between the two and enters the pump barrel below the piston by the lower port, 4". This operation goes on continuously. By it the air is compressed to any desired degree of density and stored for use at pressure in the reservoir, Y. figs. 1, 2, 3, 19, and 20, made of boiler plate and attached to the locomotive frame directly under the foot-board by means of angle-iron plates, Y, Y. fig. 20. To ascertain the density at all times, any suitable pressure-gauge may be employed. The brake cylinders, W, W, W, figs. 1, 2, 14 and 15, are bolted to pieces of plank, Q', which are firmly fastened to the timbers of the car. These cylinders are shown in section in fig. 18. To the piston rod, w', is attached a sleeve, w, in which the connecting rod zx', figs. 14 and 15, moves freely. This rod is connected to a bell crank or "progressive lever," X, fig. 14. The leNer is pivoted to a bracket, P, at x". These brackets are bolted to planks similar to those to which the brake cylinders W, W, are attached. Z, Z, figs. 14, 15, 16 and 17, is a guide for the progressive lever and is bolted to the plank Q. x' is a rod connecting the progressive lever to the common handbrake lever, as shown in fig. 2. The hand brakes are not at all interfered with but are left as usual. Underneath and extending the whole length of each of the cars and the tender are air pipes. Attached to these pipes at each end is a piece of rubber hose and coupling (which will be presently described) by which the air pipes of all the cars of a train are united with the air reservoir. Branch pipes are also attached at each end for the purpose of forming a double connection between the cars. By this arrangement it will be seen that the turning of the cars never interferes with the making up of a train. When the engineer wishes to apply the brakes, he turns a cock, M, fig. 3, so as to allow the air to flow from i the reservoir back through the air pipes into the brake cylinders, and in front of the piston in each. This causes the pistons to operate with an outward thrust, causing the brakes to be applied to the wheels. i To relieve or "let off" the brakes it is only necessary to close the reservoir cock and open communication from' the air pipes to the external atmosphere, when the compressed air in the brake cylinders will escape, and the springs ordinarily used, or other spring device, such as is shown in the engravings, will cause the pistons to resume their i former positions. I 10 For the purpose of opening the connection from the reservoir to the brake-cylinder, and closing this connection Aid and opening a connection from the latter to the external air, a single three-way cock, figs. 9 and 10, is commonly and advantageously used. This is arranged at such a point as to be under the control of the engineer, so that he can at pleasure turn on the compressed air with any desired degree of force, instantaneously or slowly, or with a varying power, and by another turn of the cock let it off as freely, still keeping it under the same complete control. Another very important feature is the construction of the air-pipe couplings. It is, of course,. an easy matter to couple two flexible pipes together so that they will remain intact so long as the cars of the train are not separated. It is important, however, in case they should be separated, that neither the couplings nor the flexible pipe should be broken, and that the air should not escape. If valves are employed to prevent the escape of the air, they should be self-acting, so that they will always be open when the hose are coupled and closed if they are separated by accident or otherwise. The couplings employed are represented in section by fig. 12, and consists of a male, U. and female, T. the former entering the latter and kept tight with rubber or leather packing, p, p. The two are held together by spring hooks, o, o, which in ordinary use will hold them together, but which will permit of them being easily separated if any force is employed to pull them apart, or of being coupled if detached from each other. Each coupling is provided with a poppet valve, and each valve has a stem projecting from each face, which stems play through suitable guides in order that the valve may be seated and unseated with accuracy. The stems onr. the sides of the valves towards the open ends of the couplings are of such length that when the couplings are united, such stems will come together end to end, and each stem forces the opposite valve from its seat, whereby an open passage way will be made for the flow of air through the couplings. When the couplings are disconnected, as in case of accident, the pressure of the air back of each valve will seat the valve and the brakes will be held down, even though the train becomes entirely broken up and each car disconnected from all the others. It will thus be seen that provision has been made for almost every possible contingency, and that all the details have been worked out with the greatest care and ingenuity. The brake has already been applied to a great many roads and with remarkable success, and we feel justified in asserting that, up to the present time, it is the best automatic brake in use. The following experiments will testify to its efficiency: At Chicago, November 26, 1869, tests were made on the Chicago & Northwestern Railroad with the following results: A train of six cars running at the rate of thirty-two miles per hour was stopped in nineteen seconds, or seven car lengths. The same train, at a speed of nearly forty miles, was brought to a stand still in eighteen seconds, running in that time about three hundred and seventy feet. These trials were made on a slippery track. At a test on the Kansas Pacific Railway, May 12, 1871, a train going at the rate of forty-five miles an hour was stopped within a distance of two hundred and fifty feet. On September 18th, 1869, a test was made in the presence of the Master Mechanics' Association, on the Pennsylvania Railroad, at the famous "Horse-shoe Bend." The train of six cars, running down a grade of ninetysix feet in a mile, at the rate of thirty miles an hour, was brought to a stand-still in four hundred and twenty feet, seven car lengths. At Altoona the train was stopped in less than its own length, in eleven seconds. On the Pennsylvania Railroad, an express train, at a speed of forty-five miles an hour, was suddenly flagged and brought up in nine car lengths, just eighty feet from a train standing on the track. On the Pittsburgh, Cincinnati & St. Louis Railway, an acommodation train, coming around a curve down a grade of fifty-eight feet, at the rate of twenty-five miles per hour, was brought to a rest in a distance of two hundred feet, and within fifty feet of a freight train, obstructed by the caving in of a tunnel. Pennsylvania Railroad and branches. Louisville, Cincinnati & Lexington. -:I S.Lus ot!Esen Pittsburgh, Cincinnati & St. Louis and branches. i~ Union Pacific. Toledo, Wabash &Western. V~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i: Michigan Centrial' New Haven &Northampton. Lake Shore & Michigan Southern. Mobile & Ohio. Pittsburgh, Fort Wayne & Chicago. Cincinnati & Muskingum Valley.'~ i~: Jeffersonville, Madison & Indianapolis. Connecticut Western.,!' Oil Creek & Allegheny River. Memphis & Charleston. i! Chicago, Burlington & Quincy. Toledo, Peoria & Warsaw. Philadelphia & Erie, Grand Rapids & Indiana. Allegheny Valley. Western & Atlantic. i!i?: Cleveland & Pittsburgh. Flint & Pere Marquette. i ii Burlington & Missouri River. Evansville & Crawfordsville. Hartford & New Haven. Boston & Albany. Northern Central. Nashville & Chattanooga, & Nashville & Northwestern.'' i{ Erie & Pittsburgh. Fitchburg. New York & New Haven. Eastern of Massachusetts. i~~ Chicago & Northwestern. Pittsburgh & Connellsville. Illinois Central. ~~~~~~~~~Kansas Central. ~7~ii Q~ Chicago, Rock Island & Pacific. Pacific of Missouri.!~ Old Colony & Newport. St. Joseph & Denver City.!i Boston & Providence. Indianapolis & St. Louis. Hudson River. Leavenworth, Lawrence & Galveston. i Philadelphia, Wilmington & Baltimore. Stonington & Providence. ~:. Central Pacific. United Railroads of New Jersey.!:i! Cleveland, Columbus, Cincinnati & Indianapolis. Georgia Railroad. Kass aifc Louisville & Nashville. ~;! California Pacific. Atlanta & West Point. Kansas City, St. Joseph & Council Bluffs. Fort Wayne, Muncie & Cincinnati. Indianapolis, Bloomington &Western. Burlington, Cedar Rapids & Minnesota. I Vendalia" Line. Western Alabama. Ohio & Mississippi. Mobile & Montgomery. Indianapolis, Cincinnati & Lafayette. Richmond, Fredericksburg & Potomac. 7 Columbus & Hocking Valley. Detroit & Milwaukee. i 12 The following Instructions (in Card form) are furnished with each set of Engine Fixtures for reference: The following Rulzes and Instruzctions should be followed, in Ordesr to work the " W'estiHnZhoz6se Sir Brake" safely, icnd with th]e lecast carmzournt of-trozble. 1st. All joints of pipe and reservoir must be kept as tight as possible. 2d. The pump should be run no faster than is necessary in order to-do its work, Its speed can be regulated by the throttle, and should be such that the safety-valve on the reservoir shall blow moderately. 3d. To adjust the main valve there are two set-screws, one below and one above. The lowerone should be just high enough to allow the valve to work easily, and be held firmly in this position by the jam-nut. The top screw is to keep the valve from rising, and should not be so tight as to spring the arm that carries it. The main valve, once adjusted, will not need any more attention, unless the screws become loosened. This valve, being of taper form will work hard if too low, and leak if too high. 4th. The power of the brakes, either in stopping or checking speed, can be regulated by letting air into the pipes, until the gauge shows a reduction of from one-half pound to three pounds per car, according to the kind of stop to be made, or the reduced speed desired. The cock should then be turned back to the position where all openings are closed. If it is found that the train is stopping too soon, or slacking up too much, part of the air can be allowed to escape, and the cock again closed; or more air can be let in if the brakes are not on sufficiently tight. Ordinarily, about two pounds reduction of the gauge, per car, will make a fair stop. Always turn on the air slowly, except in cases of extreme danger. With a little practice, the careful engineer will have no difficulty in braking his train to his entire satisfaction. 5th. The pump should be packed at least once a month, or even oftener should the packing become hard. In repacking, first remove all the old waste, then substitute therefor good, new, soft waste, or candlewick. This should be firmly packed around the rod, by driving it in at the sides, in order to prevent leaking where the packing meets. 6th. The stroke of the reversing piston should be regulated by the packing, so that it will work close to each end of the cylinder, without striking. 7th. In removing the puump-head, care must be taken to not bend the valve-stem. In replacing the head, it must be so adjusted as not to bind the main valve. 8th. The steam cylinder should be lubricated with tallow, or lard oil! The air cylinder should be oiled at least once every trip. By using 28~ West Virginia well oil, this cylinder and its valves will be kept bright and free from gum. 9th. When not in use, the two half couplings on the tender must be united. This will prevent bruising, and keep them free from dust and dirt. The couplings, when clean, will always go together readily. They should never be hammered, nor drawn apart by the engine. 10th. On connecting to the train, the tightness of the joints must be tested by turning on the air. If they are right, the pump will maintain from twenty to forty pounds while brakes are on. See that the brake pistons work easily, and that everything is in order. G ~O. WE~S:IXNG O USE Jr., Wr~qosidarzt. 13 The following Instructions (in Card form) are furnished with each set'of Car Fixtures for reference: The following inwstru>ctions to trcazrbmen cand employees in Car DepCartmnoe7dt muUst be strictly observed to insure the successftul wo7rkinr of the " Westinrehouse 4ir Brakce." 1st. The hand brakes must be put in perfect order. 2d. In attaching the Air Brake equipment to a car, all pipe and other joints must be made perfectly airtight. The pipes must be firmly attached to the bottom of the car, to prevent the loosening of the joints by jolting and jerking. 3d. The rods, levers, chains, and cylinder-connecting rod, must be so adjusted, that when the brake piston is back, the brake shoes shall just nicely clear the wheels, and also so that the brake shoes shall be caused to engage the wheels tightly, with the shortest possible stroke of the brake piston. 4th. The couplings between the cars must be united and separated by hand. This will always be easily accomplished, if the joints are kept clean. Never hammer the couplings, nor separate them with the engine. 5th. When not in use, the two half couplings on each end of a car, or on the end of a tender, must be united; this will prevent bruising, and keep them free from dust and dirt. The two half couplings at the end of the train, must, for the same reason, be always united. 6th. The brake cylinder must be oiled whenever the brakesdo not release promptly. An oil must be used that will not gum nor congeal in extremely cold weather. The oil should be put in the same end of the cylinder that the air enters; the piston moved backwards and forwards several times by hand, with a revolving motion, in order to distribute the lubricator over the entire surface of the cylinder. 7th. In attaching the brake equipment, the male coupling must always be placed on the same side of the car as the hand wheel, the female coupling on the opposite side, in order to secure uniformity throughout the country. NOTE. —Our experiments have demonstrated that the "PARAGoN LUBRICATOR," manufactured by Messrs. Meriam & Morgan, Cleveland, Ohio, is the best oil for lubricating the air cylinders. GEO. WES FfIN GO USE, Jr., XPeasident. -D c_~~~~~~~~~. LOCO TIVE IXTU~Ep A~ 13,EPA I No. Page. No. Page.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i a j~~~~Cmlee eto LcootveFxtre,`65 Sea lndr,4 2. Air Gauge, 20 66. Steam Piston Head and Rod 44~~~~~~~~~~rl 3.ArRsroi 06.Tmern ce,4 7. Oi Cp,71 ef Vlv Cabe Cp,4 1. Complete set, f~ocomotive Fix23 72, Right Valve Chamber C 4p 8. Check Valve, -a Pstn ea ad od 45 9. Safety Valver, 24 3 i Clne,4 10. Dr Sain Coc, 24 74. Air PistoS Hea, 47 11.3-inh ir esrvirUnin,2575 I inch Pump Union, 47 4 5 Seaz~cl, 2 g.4 4 4 12. 25oai ubiao,2 76. Lowere Pump ead 47 139. II ich Rceiing ipe 26 77. 1 inch Pmp Ud ion 48 14. 3-inch Conducting ~Pipe, 26 78. Receiving Valve, 48 15. 26 I 79. Discharge Valve, 48 16. 277 80. Discharge Valve Seat, 48 17. I- hich Nipple Pipe, 41inches long, 27 81Q. 3-1 inch CapE ScrSew, 499 is. ~~~~~3 27 2. 2a 49 19. 2 2,'3 24 49 20. 3 2'7 84. 1149 21. j- 2 85. 49 22. ~inch Union, 28 86. 21 49 23. 28? 87. Pump Lagg~ing, 50 24. 4 ~~~28 88. Steam Cylinder Jackiet, 50 25. Locomnotive Clonductingf Pipe F~ittinfgS, Ii- inch L, 29 89. Air Cylinder Jacket, 5 26., 3 29 90. Jatcket Band, 51 27. 2 29 ii " 51 28. 29 92. Pump Number Plate 5 29. by t nhT 993. Number Plate Screw, 51 30. Y H by I ) 29 94. Cylinder H-ead Wr'lenchl, 52 31. by 29 95. Set Screw Wrench -.52 32. Tbree-way Cock, 30 0 96. Piston Packing Wrench, 52 33. Three-way Cock Body, 31 ~ 97. Discharge Valve Seat Wrench, - 52 34. Three-way Cock K~ey and Handle, 32 11 98. Chamber Cap Wrench, 53 35. Key3 Washer, 032 99. Main Valve Packing Wrench, 53 36. Key TNut., 32 1 7 100. Upper Steam Cylinder Gasket, 54 38. Three-way Cock Bracket Nut, 32 11 102. Upper Air Cylinder Gasket, 56 39. Pum-P, 33 1/ 103. Llower Air Cylinder G~asket, 57 40. Pump'Head, with Valve Mlovement complete, 34 41. Pump Heaed, with Reversing Valve Mlovement, 35 42. Reversing Cylinder, with Piston, 36 43. Pump Centre-piece, complete, 36 44. Mlain Piston Packing Glands, 3"I8 45. M~ain Piston, complete, 37 I A Unin VoivI3 :ii? TE~DEF~ FIXTURE~ AND ~EPAIF~. ~:?~, /i~ t:!!i 104. Complete set of Tender Fixtures, - - 73 133. Relief Spring, -.... 84 ~,~ iili' 105. Hose and Coupling,.... 74 134. Spring Sleeve, - - - - 84 106.!~ili Male Half Coupling,.... 75 135. Spring Bracket,..... 85?i', [i!~ 107. Female Half Coupling, - - - - 75 136~ Spring Rod, -.... 85:i'; i.;! 108. Coupling Nipple, - - - - 76 137. Tender Piping, complete, - - - 85!!ii 109. Coupling Valve,..... 76 138. ~ inch Conducting Pipe, - - - 86 ~i!'i{i?;~ 110. Coupling Springs Clamp, - - - 76 139. } inch Pips Nipple, 2 inches long, - 86 (~11 i~ 111. Coupling Spring, -.... 76 140. ~ " 3 " - - 86!i~i?:~i 112. Coupling, - - - -~ - 77 141. Tender Conducting Pipe Fittings, ~ by ~ inch T, 87:!!~ 113, Coupling Packing Ring, - - - 78 142. " " " ~ by ~ " 87!i ~:iil 114. Coupling Hose,.... 78 143.'..... a inch L, 87:;:J 115. Coupling Hose Coil,.... 78 144.'..... } " 87.??!i'iii~ii 116. Hose Nipple, - - - 78 145. Tender Hose, -.... 88 117.;i:il!~! Coupling Clamp Screw,.... 78 146. ~ inch Union, - - - - 88:fiji!~! 118. Tender Cylinder,.... 79 147. Tender Hose Coil, - - - 88;.~! ~/, 119. (',ylinder Body, -.... 80 ~i!~i! 120. Front Cylinder Head, - - - 80?~!7~ 121. Back Cylinder Itead, - - - - 81:!~ ]!i'il..... 122. Air Piston, complete,.... 81 i~ 123. Piston Rod and Head, - - - - 82 124. ]!:ii Piston Head Follower, - - - 82!i:11i~ 125. Piston Packing Ring, - - - 82 i~ i!i 126. Air Cylinder Packing Spring, - - 83 ii]i 127. Air Cylinder Gasket, - 83:~!'ii 128. 2~ inch Cylinder Bolt, - - - 83:":~ ii~j 129. 3~ " " - - - 83 ~'~ 130. Piston Follower Bolt, - - - 84 i! 131. Piston Sleeve Bolt. - - - - 84!~ii 132. Piston Sleeve, -.... 84 ~'~ii i i!i CAR FIXTURE~ AJ'4D REPAIRS.?~ 148. Complete set of Car Fixtures, - - 103 178. Brake Lever Guide, - - - - 115 ii ~,ii 149. Hose and Coupling,.... 104 179. Pivot Bracket,..... 115 150. Male Half Coupling, - - 105 180. l~elief Spring, - - - - 115'~ 151. Female Hair Coupling, - - - 105 181. Spring Sleeve, -.... 115 }!:ii 152. Coupling Nippile, - - - "- 106 182. Spring l~od, -.... 116 ~! ~ 153. Coupling Valve, - - - - 106 183. Spring Bracket, -.... 116:~i~ [i'i 154. Coupling Springs Clamp, - - - 106 184. Car Piping, coinplete, - - - 117 ~' i~l 155. Coupling Spring, - - - 106 185. a inch Conducting Pipe, - - - 118 ii~ ii] 156. Coupling, -.... 107 186. ~ inch Pipe Nipple, 4~ inches long, - 118:;~.... ~': 157. Coupling Packing Ring, - - - 108 187. " ~ 3 " - - 118:i~!:::~ 158. Coupling Hose,.... 108 188. ~ 2 " - - 118 ~, 159. CouplingHose Coil, - - - - 108 189. Car Conducting Pipe Fittings, ~ by ~ inch T, 119 i:i~ii 160. Hose Nipple, - - - - 108 190. ~ by ~ " 119:i}i 161. Coupling Clamp Screw, - - - 108 191. " " ~ inch L, 119!ii 162. Ca,' Cylinder, - - - - 109 192. " " ~} " - 119 i!]] 163. Cylinder Body, - - - - 110 193. ~ inch Union,.... 119 [~ if! 164. Front Cylinder Head, - - 110::~?~ 165. Back Cylinder Head, - - - 111 ~; 166. Car Piston, complete, - - 111 i;~i:i!i} 167. Piston Rod and Head, - - - ~'; 112:?j 168. Piston Head Follower, - - - 112 ~!~i 169. Piston Packing Ring, - - - - 112:i~il 170. Air Cylinder Packing Spring, - - 113 ~.~!]? 171. Air Cylinder Gasket,.... 113 172. 2~ inch Cylindel,- Bolt, - - - 113 ~i~:~ ~,, 174. Piston Follower Bolt, - - - 114 175. ~ Piston Sleeve Bolt, - - - 114 ] 176. Piston Sleeve, - - - - 114 i~!i 177. Brake Lever, -.... 114!i ii'~ iiii q~4 ~'~ JVlI}OELLANEOU}.'i 194. Coupling Reamer,.... i34 203. Top Patrip Ite~d for new l~eversing Niovement, 141. 195. Testing Pump,..... 135 209. Reversing Valve Stem, " " 142:ill 196. Testing Pump Base,.... 136 210. Reversing Piston with Packing Ring, - 142 197. Testing Pump Valve,.... 136 211. Reversing Cylinder Packing Glands, - 143 iii 198. Coupling Nipple, -.... 136 212. Reversing Cylinder Be:Iv, wi;t~ two caps, - 143 199. Testing Pump Chamber Cap, - - - 136 213. Reversing Valve Seat. - - - - 144 200. Testing PumpCylinder, - - - 137 214. Reversing Valve,.... 144 I A thU] a *l A_43 eg,;.:i. X. -i,..:.. — - -._ i f,' -.:i 20 WEST OUSE,~~~~~~~~~~~~~~~~~~~~~~~~.,;*. D. 2 ii! ~~~~~~~AIR GAUGE. Brass i1, if.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~{ e ~~~~~~~~~~~~~~~~No. 2..t'i AIR GAUGE. Brass, a ~~~~~~~~~~Price $10-~O o%',:~ Li " *, x,.:.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.~ 0, ~~~~~~~~~~~~~~~No. 3. ~: iii! AIR RESERVOIR, 25 by 36 inches. Wrought Iron, W+! ~~~~~~~~~~~~~~Special sizes made to order at special prices, i/~ r /~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-..il,'. t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~(, .E............ - -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~t: i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~M'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~g No. 4.' ARSTRIER.COK Brass. Price I 0 0o S.,>s =ttr~_xt............................... v5-t~s-<,',L.'i;.'.>;Ses,. n..............................................a-,w2- iYE _ i2.tow-eeri'2W~2' — d2X-~i ~,'sHu2', X................................................................................................................................................................................................................................................ i rS %'si:S St 0:i'';,...;,.,S..,:,,...:0 ),0.y.i. rl 0 L 111111111 X'' C cn.' lU111111E1111 m g K=;..; 11111W1 E i L ~ SSs' 1 < _ e.41 _t X, -,K1 j.j,,'!.',<4,,,!'4;.?..'s..' 1 _ sJ:g.';S,;! g,,.. <9g,.wo.m,'.- A 5 rls >,s,,-.. r.i.........................: i _2 i - _ A..E: a tgSA. w ovv gr ^ -...:.n;. 31.n.. L. -3.= z9a!;:.-,.i CZ Gq:2M ~~~~~~~~~~~~~~N. 9'. Wlr~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i No. 10.:! DSA{NT VALVE, Brass, Price $1-l-5 497 25 "i 1171N m l111uS.'';1,i;'~'i''lt'llwll lllllllllltllllllllllll l l l F 11; II'ii TiT inch AIR RESERVOIR UNION. Brass. Def~~~~~~~~~~~~il ~~~~~1 25 PNo. 11. ar inch AIR RESERVOIR UNION, Brass. s ~~~~~~~~~~~~~~Price $1 1051 "~~~ IX I -::iiiiii.'iiiiiiii......".....,:iii,:::..,-:.::!ii:.::i:!i!i;ii::,', I,.,.adI...,-,*...iiiiI I...:iii.:::iii:.:: 1,".::....::;. I.I I. ""....11,..... -%:: =: I...''.............I - iii'-. -;.:.:.:.:.:.:.:.;.:.:.:..,-.,.,<,.,;. —-.Iltm;:;:: iiiiiiiiiiiiiiiiiiiiiiii:....V..!i.:.... I I p. I:. p I p.............. I''.........................::.:::.:.:.:::.::.::::::.::.::::::.:::...................................'...''''....................''I'll-, 1.1-1-11-1.11''...''.......''''..''ll --—.- I..........11.11,11.1111,................................. —.-. —.-..,....... 111.11.1...''I''.......................I....I.....I........I........I........ I..,.............-.......I................-......I.......''... I.,......................................'............................I............I....... 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".'''',.,'''''''''',ll,'',.,.,.,.,.,.,.,.,'I.I.I.I.I.I.I.I.I.I.I.l,,.",.,.,.I.I.I.I.I..:,:,:..,., I,, ""' "':.................................................................................I...................................I......I..............................''..,.,.,''..'',,.'',.,",.,,.,...",",.",""".,"I'l"......................................,,............................................''...I............I.................I.............I.... -.111,.....'.,p'... ~~~~~~~~~~~~~~~~~~~~~~~- - ~ ~ ~ ~ ~ ~ ~ ~~ j~~~~~~~j-~~~~~~~~~:j ~:~~~~~~~~~~~~~~~:Ij::~~~~~~~~~~~~~~~~~~:~~~~~~~~~~:~~................................................................. inchCONUCTIG PPEWrouhC117n..::::Philip"...........................~:5 ~:Ot................................................................ r~o uhr~ ro n................................... ~~~~a, ~~~~~~~~~~8, ~ ~ ~~~........................................................... F Nl:T,_ %, in hes ong...................................................................................................................................... 4- Inch CONDUCTING PIPE, Wrought Iron. Iron Arizona~ ~ ~ ~ ~ ~ rc~ 8c~e ~tl C>fd............~~~~~~~~~~~~~~~. '28 Al I~~ ~ E liiiliiiiiiilliliiiiiiii~~~iili illii~, il'?~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~t~l1 I ~1liilllli11 i I~~~~~~~~~~~~~~~~~~~~~~~~~v~~~~~~~~~~I No. 22. T3inch UNION. Malleable Iron, Price 40 cents. No. 23.'ii r inch UNION. Malleable Iron. Price 30 cents. ME1 W I!i~ i No. 24. -inch UNION. Malleable Iron, Price 20 cents. t!: ,,Mrm.'!Rd Al s'F~i,':6S>C ski },5, t,,S@ All I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I ~~~~~~~~~~~~~~ I ENso. 33. THREE-WAY COCK BODY. Brass. Price $4T-F 32 No. 34. THREE-WAY COCK KEY AND HANDLE, Brass, Price $3-11o%i No. 35. No. 36. KEY WASHER, Brass, KEY NUT, Brass, Price 15 cents. Price 15 cents.;'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~: I ful i i iff1 I iilll iill~~~~~~~~~~~~~~~~~~~~~~~ilil~~~~~~~i llIiii,, i No. 37. THREE-WAY COCK PIPE NUT, Brass, Price 635 cents. i, A ~No. 38. g ~~~~THREE-WAY COCK BRACKET NUT. Brass. < ~~~~~~~~~Priee 46 eents.X <,,,./~~~~~~~~~~~~~~~~~~~I Igo limit! i 1111 A-5 00To~ ~4.Tac: ~-~-o t9$ OOlJd 98'3131dWo3 IN3W3AOW 3ALVA HIIM OV3H dwnd'0~'o_~ M m - it's! I I Ij I111 1 X _ _ I ~ w 1|y;- N~E~lrill; l-1''5- i_' Illi,~lll!li i'~~~~~~~~~~~~~~~~~~~1! — ~~-~;~ 11 111111111111:111:1 ~, g~~~~~~~~~~~~~~~~~~~~~~~~l1i ilS l:t 1N(( I Illi1 11 p I~~~il i i i I ~~~~i lll lllllllllllIllllllllllllll!llllll~ i SS~~~~mS-. g w g * X S m g B V ~ R m W S i S t AS i.';;N. g r.t''. Z'+ -' v; &!SI~i Ii1 ii ii 1 Iii;ii ~ilIi II I i.,!' ~~~~~~~~~~~~~~~~~~~~~~~~~~~~i I1 slow~1 jI I DI j ii i I iii II i l i i ti l f i J [ljlll il ii i 0 IIIIIISILILIDIIDII~ilil~ilili I Hll~ll lIIIIIlttlliiilllill id~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I I No. 41. | ~~~PUMP HEAD WITH REVERSING VALVE MOVEMENT. tQ ~~~~~~~~~Price $17-l3%l;g1=11t&,:j:'Si3SAS:S26tEC,,~~~~~~~~~~~~~~~~~ *IIiiji/iIi: / iII i /i;11 [ 36 vo. 4:2i REVERSING CYLINDER, WITH PISTON. Price $8T 7'o ic l W f... 1.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Bil....... W~~~~~~~~~~~~~~N. 43. If~~~~~~PM C ENT RE-PIECE, COMP"'111LETE, I'~~~~~~~~~~ric 1 -I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~" ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ I ~o~o061$ ooTcT %%~1.$ oald t B'NuI OI (IraIou a(loo (INV,SVo'NOI,HgOlA't_ a([x,svo B'3131d1A03'NO/Sld NIVI'SlNV9 9N)INOVd NOISld NIVIA ~ ~,'o.. ~'~,'oN: i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i' il li- W, gi I 11111111111~~~~~~~ ~~~~~~~11111111 1111 Illllltll l! llllllll 1 1 P, I111111' IXDIII 4!,'111111'l T l~ililililililiill i 0 11111 100!! 111111111111 1 11111111 111111 il e ID _ 1 H 0; j.A, x:. -: -!'ii~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' < LS g;~~~~~~~~~~~~~~~~~~~~';i — tt I''........................'- -'+'-;'{i, ]:r t......................./ i gue2.i'' i'<3''.-i.- 9'i 0 Z- i!c ^- s > g ~:?, ilii ii Vu o 38:~ 0~~~~~~~~~1 illlllllllllUWD~~~~~~~~~~~~~~~~~~~~~~~~ l lilll i i! If... 0 01 | ~~~~~REVERSING PISTON i ~ ~~~ HIMl REVERSING VALVES AND STEM. II!~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I N~ II rl e e $ 2 Ig ~~~~~No. 46.- i;~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i IIIIIIIIIIIIIIIIIIglll~l~llllllll jinil ll llllii~-IiIIiIt! i jlll~lli i ii.. 0 ~~~~~~~~~~~~~~No. 48.' MAIN MAINAVE, P ISTE. ~ B STEELCASTL A1. ROALLEABLE IRON.'i~ > d a' s t l ~ i', i R EXo R..q~iffl 49M~ ffi L;: a; L JI lI Iiis ljr I~~~~~~i Jl.,. Prioe $ ~.oo~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~': ii~ ~t ~lll~t'I ~' ~i~,,,;~;i',',"!,111~o. 47 ~~~~~~~~Price $87~0' ~ 4.. ~]~ N~~~3LJo. 483.. NI~~~~~~VAIN VALVE KEEER %% Price 9S cnts'"'iii; ~ ~ ~ ~ ~ ~ ~ jr 39 li ii~ _i~ ~l 1 | ||._ ~........ II~~iBt~' i~ ii Il~ | No. 50. REVERSING CYLINDER PACKING GLANDS Brass and Wrought Iron. Price $1- 0o ~,~~~~~~~~~~~~~ -.;~i/:-i! ~' — R~~~~~~~~~~~~~~~~~~~~~EV fW /~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........................ 5...... REVERSING CYLINDER. Cast Iron.~............... REVERSING CYLINDER CAP. Cast Iron. Price 35 cents. _~_ WINSaa ~~~~~~~~I.l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~4l...i........ I {t A~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ N~~~~~~~~~o. 58 lT.5. g wL 111g11111111111~ I! <~~~~~~~~i Pri $1lso~ Prie $2T50~s i J V - lill 9Ef /Ia II E'ii! I11I I g i~~~~~~~~~~~~~~~~~ I~~~~~~~~~~~~~~~~~~~~IN No. 55. No. 56. No. 57. KEEPER CAP NUT, MAIN VALVE CRANK, VALVE CAP NUT, MALLEABLE IRON. STEEL AND MALLEABLE IRON. MALLEABLE IRON. Price 25 cents. Price $1I -6 Price 25 cents. No. 58. REVERSING VALVE STEM, Steel, Price 1-AUQ% No. 59. No. 60. UPPER REVERSING VALVE, Cast Iron, LOWER REVERSING VALVE, Cast Iron, Price 40 cents. Price 40 cents. 1o. 61.'VALVE PLATE, Wrought Iron, Price 41 cents. #J'%~~~~~~_,.<:y* ......::iiiiiiii::...... /-~~~~ ~~~~~~ ~~~~~~~~~~~~~~i-. ~......::iiiiiiiiii~......iii l.................. iiiiiii!......~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..............:::::::::::::::::-::....~~ 5 iij::::::~~~~~~~~-::: ~ ~ ~ ~:~: u: ~' -::1: ii:1 i: —::-: i:::'' iii iiiiiiii i....iiiii::: ~lj~.........................::i:i:............;-::~ssw~~l~:No 62. ~ a:N o 6~'3. Iii::: 1::::::::- ~i ce,,$ I:!:?~~~:~:..................................:.::::..:..:........................................................... ~~~~~~~~~~~~~~~~~~~~~~...... )....~.'":' ii: ~~~~~~~~~~~~:::: ~~~~~~~~~~~~..illi................~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~..:iii~- i::~iiiiii iiii.........................................~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~::i::::~:I~~ -:iiiiiiiiii:..................ii~liliii.........................................::::................................................-,;Fiji~~~~~~~~.:::i~~ i ~:.. - -.:: - - - - -::::iii-:i........... ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ "P~.:::::. - -........................M~~~~~iiiilii~~i:iiiii'-iiliii I:i::~ ls::::.::::::::::::::.................................~~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-i —:.:::::_::- i::-iii::::: i..-. -::.............................. ~ ~ ~ ~ ~ ~ ~ ~ ~ _-...i_-l Ii: ii::-i~::::::::i'i:_iiii::...........................................: ii-i~j-ji~j-:i-:-::::::: i~j:::..................~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~::Il i:-i'i-i 1/I:1.ii:iii -...._.ii i.. i.........-:-:..::-::::::::::::-.......... Militia~~~~~~~~~~::::::l_:::::-ii:: i'4~~::::::::::::::-::::s''''':':':' —:' -- i:::: ii::::I-'':::::::::::::: Cliffs~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~::::i:::i_:::i - i;:;'' —":::::':::::"':: N o No ii:-:::-::3.::::Billy' 1. Bras s, M AIN VALVE PACKING:...i:::-i: il'-:::i~i::i i M AIN VALV E ACKING N U -:::::::::::::: i:::-::'"-:::::-::::::::'-:::-i-': p riclo P.1 *1 c~~~~~~~~~~~~~~~~~:::::::::::::::::..:::::ii:::iI.ii.:.:: i. -i~.iir................-.:iii:i.iii::~ii:~ii:-:.-. ~:i;-,::~::::::iiii::::::::l: I ftllI i Beijing::",: m~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:i iit ~ kisti::::: si F,~'l~_-~;~~~~ -~'~',~,~' ~:~N ~I- ~-ii::::::::::j ~ ~ ~ ~ ~ ~ ~ ~~...................... E:::I~~~~~~~~~~~~~~~~~~~~~:~~~~~:~~~~~I~~~~~~~~~~~:::~~~~~~~~~~~:::~:':::~ ~ ~ ~~ ~~~~~~................. xi liiiiiiiii-iii::i-:i:- ":':::i~~~~~~~~~~~~~~~~~~i:-:'-'::::ii'i:'~~~~~~~~~~-::;:j::-::j: /~::~~~~~~~~~~~~~:- ~~::~-:~:..............................................::-:::-::i::i-:-iii:-i:-ii- ii:i —:ii-:-i:i~ii(:::i: —-:-::-:::i: —ii~::i:::::-:::::-:- %'::~~~~::- ~j~~r:::-.::j::::j::::j:::....................................... iA....................::i:i~iiiiiii.'~::::`'':i:`':'~'` ii ~~~~~~~~~~~~~~~~~~~~~~~~i...~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... ~ ~ -.....-.._ i~~i:::::i~i~i~~i~i~i:-:....... i~~i:::_:-:::i~~i i::::-::-:i~~i~i~i~i.................................... sai ii~~~~i~~i ii~~~i~~i......-. il~~~~~~i ii i... - ilii ii i:-r:-l:!::~' ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~:~~:~::-::I:::::::::::~::::: —..~........,:::::::::::::::.:,~:r:~:.;-:.~:- ~:::~~-:,::-C:.:-::-~.::.:-:~-.;4f...............................iiiiiiiiiiiiiii:::::::'ii:::i::i:::::::ii -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:~~~:~~~~:....... ~~~~~~~~:~~~~~~~~~~~::i~ ~ ~ ~ ~~~~~~...............,if~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2~~:~-~:::::I::~:-:::~ iil~iiijiii~illiili.~:~:~:-~~~~~~~~`~i i::i::::::-::-::':i:I-::l~~~~~~~~~~~~~~~~~~~~~~i~~~i~~i~~i........................................ ~::~":.'' ~Qi::I:::'`.:::: "::::''::':':'::':'::'::':':'::::'::::':':::..- iii_ ij:,.i::tl:.................................................................-::-::::::::::::-::::':-~~~~~~:~x:: —,s::::j:::::::::::::::::::::::::l::::::l::i::-iii::':_id- ~ ~ ~ ~ ~ ~ ~ ~ ~ ~........ ~~~~~~~~~~~~~~o, f)4,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ TOP PUMP I-IEAI), Cast li~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........................... Pt~~~~~~~~~~~~~~~~~~~~~~~~~~ictr $~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~............... No. 65. STEAM CYLINDER, Cast Iron Price $25.00 :/ 44 at$;~~~~4 1 No. 66. STEAM PISTON HEAD AND ROD, Cast and Cold Rolled Iron.'S' ~~Price $1!-1~~o0 No. 67. TEMPERING SCREW, Steel, Price 50 cents. I$~~~~ Llilllllllllllllllllllllli/!l' - - ---- - ----------- Il l g lE i1 I~~~~~~~~~~~~~~~fll'l'1l'1eii ll llltlllTllII No. 68..iNo. 69. 1 inch PUMP UNIQN.- inch PUMP UNIONI Brass, Price $10%i Price 1-~ CENTRE PIECE. C ast I ro n, Price $14-rzo~o 'uoJI lsp3'-!3aNi-iA3 H1'TZL'oR 2M Em-; 47' No. 74. No. 75. AIR PISTON HEAD, Cast Iron, 14' inch PUMP UNION. Brass.. Price $4-1-Q0-Q- Price $2-Al,& it ~ir~ RIIIIQY A111 1111 I 111111 I~~~~~~~~~~~~~~1 I iiii L%8 3 inchPUMP NIONBrass. RECEIVING VALVE. Brass. Price $l-P~~~~-oa ~Price 80 cents. titj Pi 12et I 1 c t ii i~i No. 81. No. 82. N o. 83. 32 inch CAP SCREW. 24 inch CAP SCREW.d 2-1inch CAP SCREW. WROIJG;HT IRON. WROUGlLIT IRON. riT-ROUGIIT IRON. Price 12 cents. Price 11 cgents. Price 11 cents. No. 84. No. 85. No. 86. 1~2 inch CAP SCREWB 2 inch CAP SCREW. 2 4 inch CAP SCREW. t ~WROUGHT IRON. WROUGiHT IRON. WROUGIIT IRON.I P% Priee 10 eents. Priee 10 eents. Priee 11 eents./ -— I-r —-.1':43-\ 30 cl 51];'i'' 1; -,~ fi'r fi a —c- —— ,-1 a io. 87. a Pine Wood, d 1 WM$ $AGGING, Price cents. a iii I"' 8:1!II E; i"'it' litI i I jjJ ji(,, ii r ~l;i ii, i ii,I; li!l 111 I i i I;II ri!rI I r jiTi iI Ilrf i i I iJjI iii'I[i"'' i I I II ii!j ii'iij/iiiiII ii I I I d I i i I i I r 1 i i'' 1 I ii No. 88. No. 89. STEAM CYLINDER JACKET. Russia Iron. AIR CYLINDER JACKET. Russia Iron. Price 50 cents. Price 50 cents.`fr?4 i' —~ 51~~ 0| No. 90. No. 91. JACKET BAND, Brass, JACKET BAND, Russia Iron, Price 50 cents. Price 40 cents. I No. 92. I PUMP NUMBER PLATE. German Silver, | yD W SIod~toaSUInt$$BE bottY 32@tP $ 00I 0 0'I tK @1 B@YS; ~Pj I l l~~~~~~~~~~ sJo. 92. | ~~~~~PUMP NUMBER PLATE. German Silver.| | ~~~~~~~~~~~~Priee $1-1~~-0~ No. 93. | NUMBER PLATE SCREW, German Silver, |: ~~~~~~Priee 28 eents per dozen.J 522 No. 94.. CYLINDI~ER HEAD WRENCH. Malleable Iron. Price 15 cents. No. 95. SET SCREW WRENCH, Mallealble Iron. PErice 10 cents. 0~~~~~~~~~ I WM M~~~~~~~~~~~~~~~~~~~Il~iillll 53 ~No. 100. UPPER STEAM CYLINDER GASKET. Copper. Price 50~ cents. .~~~~~~~~~~~~~o I0 LOWER STEAM CYLINDER GASKET, Copper. Prvioe -C eents. No. 102. UPPER AIR CYLINDER GASKET. Copper, Pr-ice 50 cents. No. 103. LOWER AIR CYLINDER GASKET, Copper, Price 50 cents. - - C a | N | or | GO g S | | | lo | < } - 59 - ad~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~{ { / ~~~~~~~~~~61X iiiZ B Ej::-: I $R ILa B Bi! i~E CC? B;_j 1 ii,~ RE c:r "*,;r;r 68 NO~~~~~~~~ ~ ~ _ ] _~... -...~- ~~. _,, — i.....-_. I -I -:- I II I I' I" I....... I.......... 11' 11 -I Nomm 65 E A: q; n < -' yak z' S > S of' n:; S K 2:S >, At ski: iJ < X And; [rl I! i. [ He i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ MOEN= M -- 2M Rill i~~~~~~~~~~~~~~~~~ .:: bJ AY~~~~~~~6,6 "d-Y L69 W X-Z-La-~S 2 S, AJ 70 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Ll~ljl. rlI r tT a', iIi. I 73 I 1] No. 104. i ~~~~~~ONE COMPLETE SET OF TENDER FIXTURES. Price $25-Ph.-" J:MW0T —U3DTMT~~~~~~~~~~~~~~~~~~~r ~~~~rO -US-Ml.~ ~ ~ ~~~~~~~1 741 No. 105. HOSE AND COUPLING, Price $7-A0Q0 75 No. 106. MALE HALF COUPLING, Brass, Price $2-1~o I r!!11 No. 107. FEMALE HALF COUPLING, Brass and Steel, Price $83~-Oo 4. - }, i i ~m,__.e..Ocns.Pie22cn -. I ~~~~~~~~~~~ — N~o. 108. lNo. 109.| COUPLING NIPPLE, Brass, COUPLING VALVE, Brass,. P ric e 40 c ents. Price 22 cents. ~~~~~~~~~~~~~~~~~~~~~~~~~11 lTlo. 110. lNT. 111. COU PLIN G SPRI NGS CLAM P, Brass and Wrought Iron, COU PLIN G SPRING,,Steel, Pric~e 40 cents. Price 40 cents per pair. 9sl4 it$ a@3lI~d'EII oxn0 C~~~~~~~~~~~~~~~s~~~~~~ i. ~ ~~~~~~~~~~~~~~~~~~~~~~~~ I' -,l i I ~II I! 5 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~; i j i q v~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~II X LL X~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~l ~~~~~~~~~~~~~~~~~~~~~ ~ ~ ~ ~ 78 COUPLING PACKING RING. Pu re Para G u m Price 253 cents per dozen. ~No. 1114. COUPLING HOSE. Three-ply Rubber. Price 60 cents. a~~leai~,~l~nnw~wa~a~YMMANMN~w No. 115. COUPLING HOSE COIL. Iron Spring Wire. ]Price 10 cents. IMMMMMM7=1'1 11'. aor o E$ a3l~d'83aN11AD 830N31'811I'OR HII ------- i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ A\ T I'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I i, li7. 80 No. 119. CYLINDER BODY. Cast Iron. P rI ce $l:a 81 BACK CYLINDER HEAD. Cast Iron. Price $21LO:0 am I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~a | ~~~~~~~~~~~~~No. 122.| AIR PISTON, COMPLETE. Price $7-?D 82 No. 123. PISTON ROD AND HEAD, Cast and Cold Rolied Iron, Price $II% No. 124. No. 125. PISTON HEAD FOLLOWER, Cast Iron. PISTON PACKING RING. Leather. Price $1~ Price $I~:%% 88 No. 126. No. 127. AIR CYLINDER PACKING SPRING, Steel. AIR CYLINDER GASKET. Rubber. Price 20 cents. Price 10 cents. No. 128,. o.a_ 2a inch CYLINDER BOLT,!ron, 3{ inch CYLINDER BOLT, Iron. Psrice ~ cents. Price 5 cents. 84% No. 130. No. 131. PISTON FOLLOWER BOLT. Finished Iron. PISTON SLEEVE BOLT. Finished Iron. Price. 10 6ents. Price -10 cents. No. 132. PFISTON\ SLEEVE. Cast Iron, Price $1-1-io-% NJo. 133. RELIEF SPRING. Cast Steel. Price T -6 - 853 No. 135. SPRING BRACKET, Cast Iron, Price 40 cents. No. 136. SPRING ROD. Wrought Iron, Price $1T'6j 11~~~~~~~~~~~~~~~11 1tV No. 137. I TENDER PIPING, COMPLETE, | Price $7-1~W~O s6 No. 138. 4. inch CONDUCTING PIPE. Wrought Iron, Price!0 cents per foot. No. 139. 2 inch PIPE NIPPLE, 2 inches long, Wrought Iron, Price 25 cents per pound. No. 140. 2'-inch PIPE NIPPLE, 3 inches long, Wrought iron, Price 25 cents per pound. a g | = ~ ~ 87 by inch T. by inch T. NEo. 141. NIo. 142. 3" inch L. inch L. NJo. 143. No. 144. s8''* mEP i~~~~~~~ ~i~i I I rE! a |~~~~~~~~~~~~~~~~~~E i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~, Ii~ I;~i 11 0!: i t!11 W inch UN~~~~~~~~~~~~~~~~~~~~~~~~~~~~~]JJ~IONl,] ]M!a][ll[I~lleabll IrnE 1 111111!11ii1~ ~~~~~~~~~, iiI ll N~~~~~~~~~ ~ ~~~o. 146. -N.17 IS E_!L_ —-- i!~~~~~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 5 jmL ~2P 1~5o. ~ ~ ~ ~ ~ 1111111!111 145 l~To 147 TENDER HOSE, Three-ply Rubber. TENDER HOSEIllli CIL, IronSpinWie Price 90 oents. Pr~~~~~~~~~~~~~~~~~~~~~~~~~ie 0ens..~~~~~~i! iI I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I, 89~~~~~~~~~~~~ f. | I I | I | I | I I I a | | I I | I tS tF — by He-p —SA~ al~~~~~~~~~~~9 92- t;~ a-:S, S~ g~ aAd:iS az L E 93L - I i,It 0) I I I. III IMF I, I III I 111111 11 I 01 -- -- --- - ARNWORM, RUNMRWAWA 95 ,/'; * I. Fj.:; wi.'!, t''.';''a An,.. F A!82..N r.aS r.,,:': - -]'.:'! S'1,:..8 s i:gQ,. i! it.',.S W..'4 ~'#i. I 0 t ^ He''t- I' -'_7 >,\ b! | I I I.' I I I ) L. y | | | I I I I I is I l I l l! | I l X E | Szmm>J l~~~~~~~~~~~~~~~~~~~~ OI ~ S 1 1 I 11 ~~~~~~~~~~~ I: I I I - -- - I ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~o %\. X; Izc;.'f-:~ SIW Ci': ar?:i G~ i.- is M =P a ciE5'd ta P? F; ~-~ ila 1 H :a I) B U1I ia CS rl;~~12 !$kCi k..ss.i.: f /r j No. 148. ONE COMPLETE SET OF CAR FIXTURES. Priee $100l~-o~o I:S CI.RJD It G DIGEST TO RJS:E -Visit z;S__k ___M /J 104t No. 149. HOSE AND COUPLING, Price $7,,090 1019 No. 150. MALE HALF COUPLING. Brass. Price $2-A-Q- Wb1!I lilr ll FEMALE HALF COUPLING, Brass and Steel. 0 ~~~~~~~~~~~~Priee $3-5W00 106 No0. 152. No. 153. COU PLI N GNIPPLE. Brass, COUPLING VALVE. Brass, Price 40 cents. Price 22 cents. X~~~~~~~~~~~~~ 107X X' |~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I' | ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~,..~ ~ _ ==, IL..l To. 15. CUIN Pie.l _ g~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~l =. t Priee $Ea j~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ S X~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I'j .'va~~~~~~~~~~~~~~~i >.* _-; @ * 4 2 c,0.vffi> 8 j j' fitw+ tio-WH33.t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~t ez6,1,.%V.56.{ ~~~~~~~~~~~~~~~~~~~~~~~:i 108 aver i; me ~~~~~~~~~~; *- < -,F.'.<';''' If 0 =tg 7-,'', in;,. _, _ <,,-.,\,,.0::,9<, >''' i,'3:,:'':.~:::,'~-~/:? ~~-~ ~-~:~:-? ~ Pi.1? lNo. 157. fg~ ~ ~COUPLING PACKING RING. Pure Para Gum. Price 25 cents per dozen. No. 158. COUPLING HOSE. Three-ply Rubber. Price 60 cents. lNo. 159. COUPLING HOSE COIL. Iron Spring Wire. Price 10 cents. i COUPL~~~~~~~~MINERSE&~ l ro pin ie'i~~~~~~~~~~~~~~~~~~~ I ~ ~No. 160. No. 181. HOSE NIPPLE. Brass. COUPLING CLAMP SCREW. Wrought Iron. i Price 40 cents. Price 21. cents per dozen.. / ~~~~~~~~~~~~~~~~~~ 00P-Olgi$ G-Z1ljc'tH3a N IIAO HV3 I ILI I 111111~~~11~~171111111~~ 6 01: /?i~i~ B i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~,? NIT 110~~~~~~~~~~~~~~~~~11111111111111 No. 163. CYLINDER BODY, Cast Iron, Price $12T?0 i_. l_____ 1_. FRONT CYLINDER HEAD, Cast Iron, Priee $1 2-1 - F1 No. 165. BACK CYLINDER HEAD. Cast Iron, Price $2-1-LON No. 166. CAR PISTON, COMPLETE, Price $7-7&5a..~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.. 112 No. 167. PISTON ROD AND HEAD, Cast and Cold Rolled Iron, Price $~5Ao | Eo, 168. No. 169| PISTON HEAD FOLLOW~ER. Cast Iron. PISTON PACKING RING. Leather. Priee $1T~-5a Priee $1 |a" No. 170. N o. 17 I. AIR CYLINDER PACKING, SPRING. Steel. AIR CYLINDER GASKET. Rubber. Price 20 cents. Price 10 cents. No. 174. No. 1.75.PISTON FOLLOWER BOLT. Finished Iron,. PISTON SLEEVE BOLT. Finished Iron. Price 10 cents. Price 10 cents. No. 176. PISTO'N SLEEVE. Cast Iron. Price $11-0-6 1103 1;lo. 178. BRAKE LEVER GUIDE, Cast Iron, Price $1-5o 0 No. 179. PIVOT BRACKET. Cast Iron, Price 90 cents. No. 180. RELIEF SPRING, Cast Steel, Price $1T~% ~t SPRINVG SLEEVE, Cast Iron,, Price 85 cents. rf-; —// —— ~~ — 61~~~~~~~~~~~1! No. 182. SPRING ROD, Wrought Iron. Price $Ir _. No. 183. I~~~~~~~~~~~~~~~~~~llll,~~'~P I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~l ill.,,~ fl''l ~. i SP ING BllllCllTllll'rro ~rc ~Ocns 9a4:48$r aayld AA!0'3131dWOO'9Nldid HV3 I*,psi lox aA! I s a |~LF No. 185.;:I -~~~~~~ inch CONDUCTING PI PEI Wrought Iron. Price 10 cents per foot. Nao. 186. ii:: inch PIPE NIPPLE, 4j inches long. Wrought Iron. Price 25 cents per pound, i';i No. 187. 2 inch PIPE NIPPLE, 3 inches long. Wrought Iron, Price 25 cents per pound. VAi~ 119....? 3 by 4 inch T. 4 by 1 inch T. ~~~~~~~~~~. " _-_ No. 189. No. 190.;finch L. ~ inch L. No. 191. No. 192.;:~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I CAR CONDUCTING PIPE FITTINGS, Malleable Iron, Price 25 cents per pound. I ii~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i..,,,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i'! r~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i.:E~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:; 4inh i. L.,, 2inch L. - -,?ii. af-'S t ttS2-''': - t::<-~k.:".: ~'3 7-H D 94If n — f:r/}::gA2:!o--!m3= -X _! E _ 11111111111 No. 1,95. TESTING PUMP. Priee $;16T5-0~O 136'h; ~,,, 1..~,,~.. ~~ ~~~~~~~~~~~~~~~~~~~~i~,ullll m~~ —— ~:l~'l111 N o. 196. TESTING PUMP BASE, Brass and Cast Iron, Price $u o i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~H 1W1t i~~~~~~~~~~~ NWo. 197. No. 198. TESTING PUMP VALVE, Brass, COUPLING NIPPLE, Brass, Price 15 cents. Price 40 cents. i ~,/.11 L TESTING PUMP CHAMBER CA8P, Brass, Price 63 cents. 137 Z B~~~~ No. 200. TESTING PUMP CYLINDER, Brass. Price $2-PO-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..,, llrall~i?,,,.,,llllllklltt,,, ]11[ isn[.,,,,,?~!~ __.!nlll ili[~ lilliiiiiliiiililI! IIlIlll!~ll Jl l ~W'"'m l No..01. CYLINDER CAP NUT, Brass, Po. 209,. TESTING PUMP PISTON, Brass, Wrought Iron and Leather. Price $8~%5~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~F.....~ I I WiX: N~o. 9.03. ii ~~~~~~~~HOSE NIPPLE, Brass, 1IIIIIII Price 40 cents. s | * ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ i o 1, 111 @1111111 ii~llzillllllllll11 1,a I ll' A _o 20,I. i i 11111111111111111111 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~, 3 -- - - i1 TESIN PUPHS,, ~ ~ II'i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' t ~~Price 90 cents. i ^ 0 ~~~~~~~ ~ ~ ~~~~~~~~~~~No. 205. l -.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I it ~~~~~~~~~~MALE HALF COUPLING, Brass., 1 ~~~~~~~~~~~~~~~~~~~I ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~,-,',- 5,,,;~',,Pie $2-150~. 6