tender weighs 27 tons.

To enable these engines to traverse curves easily a special arrangement of
draw-bar is used, consisting of a T-piece with a wheel at each end working
in a curved path in the back of the frame under the foot plate; on the
back buffer beam a curved plate abuts against a rubbing piece on the
tender, through which the draw-bar is passed and screwed up against an
India-rubber washer, thus allowing the engine to move free of the tender
as the curvature of the road road requires; the flanges on the driving
wheel are also cut away, so as not to touch the rail. In order to reduce
the wear of the leading flanges, a jet of steam from the exhaust is
directed against the outer side of each wheel. The center line of the
boiler is 7 ft. 5 in. above the rails, and the tubes, of which there are
as many as 331, are bent upward 11/2 in., which permits expansion and
contraction to take place without starting the tubes, and they are stated
never to leak or give trouble. The feed-water is heated by a portion of
the exhaust steam and the exhaust from the Westinghouse brake, and the
boiler is consequently fed by pumps, is kept cleaner, and makes steam
better. The reversing gear is automatic and exceedingly ingenious, the
compressed air from the Westinghouse brake reservoir being employed to do
the heavy work. A cylinder 41/2 in. diameter is fitted with a piston and
rod attached to the nut of the reversing screw, and a three-way cock
supplies the compressed air behind the piston; this forces the engine into
back gear, and by allowing the air to escape, the weight of the valve
motion puts the engine in forward gear. There are no balance weights, and
the screw regulates the movement. There is also a very ingenious speed
indicator, which consists of a small brass case filled with water, in
which is a small fan driven by a cord from the driving wheel; a copper
pipe leads from the fan case to a glass gauge tube; the faster the fan
runs the higher the water will stand in the tube, thus indicating the
speed.

The author has been led to describe this engine fully on account of the
numerous ingenious appliances which have been adopted in its design. In a
trial trip on October 3, 1883, from Brighton to London Bridge and back,
with an average load of 191/2 coaches, or 285 tons gross, and with a speed
of 45 miles per hour, the consumption of coal was 31 lb. per train mile,
evaporating 8.45 lb. of water per pound of coal, and with a