dubbed netiquette—being polite and considerate of others
There are many traditions with Usenet, not the least of which is
dubbed netiquette—being polite and considerate of others. If
you follow a few basic guidelines, you, and everyone that reads your
posts, will be much happier in the long run.

_A._–The cylinders are placed in the same horizontal plane as the axle of
the driving wheels, and the connecting rod which is attached to the piston
rod engages either a crank in the driving axle or a pin in the driving
wheel, according as the cylinders are inside or outside of the framework.
The cylinders are generally made an inch longer than the stroke, or there
is half an inch of clearance at each end of the cylinder, to permit the
springs of the vehicle to act without causing the piston to strike the top
or bottom of the cylinder. The thickness of metal of the cylinder ends is
usually about a third more than the thickness of the cylinder itself, and
both ends are generally made removable. The priming of the boiler, when it
occurs, is very injurious to the cylinders and valves of locomotives,
especially if the water be sandy, as the grit carried over by the steam
wears the rubbing surfaces rapidly away. The face of the cylinder on which
the valve works is raised a little above the metal around it, both to
facilitate the operation of forming the face and with the view of enabling
any foreign substance deposited on the face to be pushed aside by the valve
into the less elevated part, where it may lie without occasioning any
further disturbance. The valve casing is sometimes cast upon the cylinder,
and it is generally covered with a door which may be removed to permit the
inspection of the faces. In some valve casings the top as well as the back
is removable, which admits of the valve and valve bridle being removed with
greater facility. A cock is placed at each end of locomotive cylinders, to
allow the water to be discharged which accumulates in the cylinder from
priming or condensation; and the four cocks of the two cylinders are
usually connected together, so that by turning a handle the whole are
opened at once. In Stephenson”s engines, however, with variable expansion,
there is but one cock provided for this purpose, which is on the bottom of
the valve chest.

locomotive engines, it is quite certain that there is still much room for
improvement; and indeed various sources of economy are at present visible,
which, if properly developed, would materially reduce the expense of the
locomotive power
Notwithstanding the excellent performance of the best examples of
locomotive engines, it is quite certain that there is still much room for
improvement; and indeed various sources of economy are at present visible,
which, if properly developed, would materially reduce the expense of the
locomotive power. In all engines the great source of expense is the fuel;
and although the consumption of fuel has been greatly reduced within the
last ten or fifteen years, it is capable of being still further reduced by
certain easy expedients of improvement, which therefore it is important
should be universally applied. One of these expedients consists in heating
the feed water by the waste steam; and the feed water should in every case
be sent into the boiler _boiling hot_, instead of being quite cold, as is
at present generally the case. The ports of the cylinders should be as
large as possible; the expansion of the steam should be carried to a
greater extent; and in the case of engines with outside cylinders, the
waste steam should circulate entirely round the cylinders before escaping
by the blast pipe. The escape of heat from the boiler should be more
carefully prevented; and the engine should be balanced by weights on the
wheels to obviate a waste of power by yawing on the rails. The most
important expedient of all, however, lies in the establishment of a system
of registering the performance of all new engines, in order that
competition may stimulate the different constructors to the attainment of
the utmost possible economy; and under the stimulus of comparison and
notoriety, a large measure of improvement would speedily ensue. The
benefits consequent on public competition are abundantly illustrated by the
rapid diminution of the consumption of fuel in the case of agricultural
engines, when this stimulus was presented.

ones, plunging with smooth and splendid leaps down their aisles of
space–engines without any faces, blind, grim, conquering, lifting the
world–are more poetic to some of us than the old engines were, for
the very reason that they are not so poetic-looking
The modern engines, the short-necked, pin-headed, large-limbed, silent
ones, plunging with smooth and splendid leaps down their aisles of
space–engines without any faces, blind, grim, conquering, lifting the
world–are more poetic to some of us than the old engines were, for
the very reason that they are not so poetic-looking. They are less
showy, more furtive, suggestive, modern and perfect.

metal will not readily rupture by the wrench which
is likely in landing
A thick copper tank is by far the safest, as this
metal will not readily rupture by the wrench which
is likely in landing.

first be graphically resolved into a rectangular equivalent, as in the
right half of Fig
In calculating pressures on circular arches, the arched area should
first be graphically resolved into a rectangular equivalent, as in the
right half of Fig. 4, proceeding subsequently as noted.

LIGHT MACHINES UNSTABLE.–Gradually the
question of weight is solving itself. Aviators are
beginning to realize that momentum is a wonderful
property, and a most important element in
flying. The safest machines are those which have
weight. The light, willowy machines are subject
to every caprice of the wind. They are notoriously
unstable in flight, and are dangerous even
in the hands of experts.

was done with a Gnome Rotary Motor which had only been run on
the test bench and was fitted to his machine four hours before
he started on the great flight
Farman”s world record, which won the Grand Prix de Champagne,
was done with a Gnome Rotary Motor which had only been run on
the test bench and was fitted to his machine four hours before
he started on the great flight. His propeller had never been
tested, having only been completed the night before. The
closing laps of that flight, extending as they did into the
growing of the dusk, made a breathlessly eerie experience for
such of the spectators as stayed on to watch–and these were
many. Night came on steadily and Farman covered lap after lap
just as steadily, a buzzing, circling mechanism with something
relentless in its isolated persistency.

described, was driven through to Sixth Avenue, and a change in plan was
made, substantially the same as for the 33d Street tunnels
After some delay, an exploration drift, similar to the one already
described, was driven through to Sixth Avenue, and a change in plan was
made, substantially the same as for the 33d Street tunnels. Enlargement
to full size was at once started, but, for 400 ft. the rock was very
soft and poor, and required extremely careful handling. The exploration
drift was widened out to the full Twin-Tunnel width, and I-beams were
placed and supported, in much the same manner as in 33d Street. The rock
was so soft that it was frequently necessary to drive poling boards
ahead as the face was mined out with picks and shovels. The load was
very heavy, and the work the most difficult encountered in the tunnels.

ships have sailed, divers have descended, and crews have braved great
dangers
To recover the treasures of the deep, expeditions have been organised,
ships have sailed, divers have descended, and crews have braved great
dangers. Many great wrecking companies have been formed which accomplish
wonders in the saving of wrecked vessels and cargoes. But in certain
places all the time and at others part of the time, wreckers have had to
leave valuable wrecks a prey to the merciless sea because the ocean is
too angry and the waves too high to permit of the safe handling of the
air-hose and life-line of the divers who are depended upon to do all
the under-water work, rigging of hoisting-tackle, placing of buoys, etc.
Indeed, it is often impossible for a vessel to stay in one place long
enough to accomplish anything, or, in fact, to venture to the spot at
all.