In pressing the wheels on, where the axles had previously been turned back, much trouble was at first experienced because of the rust that had gathered upon the turned part behind the wheel, forming a ridge over or upon which the wheel must be pushed. Some of the roads, at the start, burst 10 or 15 per cent. of the wheels so pressed on. By saturating this surface with coal oil, however, it was found that the rust was easily removed and little trouble was had. It was found, sometimes, that upon axles newly turned back a careless workman would leave a ridge at the starting point of the turning. Frequently also the axles were a little sprung, so that the new turning would be a little scant upon one side when compared with the old surface, and upon the opposite side a little full. As an indication that these difficulties were overcome as they appeared, I will say that upon our line only 202 wheels burst out of nearly 27,000 pressed on—an exceedingly small percentage.
After the change upon the early roads they were troubled for weeks with hot boxes, caused, as we believed, by the changing of brasses. A brass once fitted to a journal will work upon it without trouble, but when placed upon some other journal will probably not fit. If the journal had been worn hollow (and it was surprising to see how many were so worn), the brass would be found worn down to fit it. (See Fig. 27. Exaggerated, of course.)
FIG. 27 and FIG. 28
The next wheel may have an axle worn little or none. (See Fig. 28)
Now, if these brasses are exchanged, we have the conditions as shown in Figs. 29 and 30, and we must expect they will heat. The remedy was simply to keep each brass upon its own journal. To do this the brasses were fastened to the axle by a piece of small wire, and went with it to the lathe and press. When its truck was reached, the brass was there with its journal. Worn-out brasses, of course, could not be put in, and new ones were substituted. The little trouble from that source that followed the change showed the efficacy of the remedy.
FIG. 29 and FIG. 30
The manner in which the tires of engines were to be changed, when the final day came, was a serious question. The old-fashioned fire upon the ground could not be thought of. The M. & O. had used a fire of pine under the wheel, which was covered by a box of sheet iron, so arranged that the flame and heat would be conveyed around the tire, and out at an aperture at the top. (Fig. 31.) Many thought this perfect, while others were not satisfied, and began experiments for something better. A device for using gas had been patented, but it was somewhat complicated, as well as expensive, and did not meet with general favor. A very simple device was soon hit upon. A two inch pipe was bent around in a circle a little larger than the outer rim of the wheel. Holes 1/10 in. in diameter and 3 or 4 in. apart were drilled through the pipe on the inside of the circle. To this pipe was fastened another with a branch or fork upon it. To one branch or fork was connected a gas pipe from the meter, while to the other was connected a pipe from an air pump. With the ordinary pressure of city gas upon this pipe it was found that the air pump must keep an air pressure of 40 pounds, that the air and gas might mix properly at the branch or fork, so we could get the best combustion and most heat from our "blowpipe," for such it was. (Fig. 32.)
