[Illustration:  Fig. 3.—­New locomotive on the Righi railroad.]

We give herewith, from La Lumiere Electrique, several engravings illustrating the system.  Fig. 1 shows the starting station.  As may be seen on Figs. 2 and 3, the method selected for obtaining adhesion permits of ascending the steepest gradients, and that too with entire security.

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HIGH SPEED STEAM ENGINE.

The use of rapidly rotating machinery in electric lighting has created a demand for engines running from 400 to 1,200 revolutions per minute, and capable of being coupled directly to a dynamo machine.  We have already illustrated several forms of these engines, and now publish engravings of another in which the most noticeable feature is the employment of separate expansion valves and very short steam passages.  Many high-speed engines labor under the well-grounded suspicion of being heavy steam users, and their want of economy often precludes their employment.  Mr. Chandler, the inventor of the engine illustrated above, has therefore adopted a more elaborate arrangement of valves than ordinarily obtains in engines of this class, and claims that he gains thereby an additional economy of 33 per cent. in steam.  The valves are cylindrical, and are driven by independent eccentrics, the spindle of the cut-off valve passing through the center of the main valve.  The upper valve is exposed to the steam on its top face, and works in a cylinder with a groove cut around its inner surface.  As soon as the lower edge of the valve passes below the bottom lip of the groove, the steam is cut off from the space between it and the main valve, which is fitted with packing rings and works over a latticed port.  This port opens directly into the cylinder.  The exhaust takes place chiefly through a port uncovered when the piston is approaching the end of its stroke.  The remaining vapor left in the cylinder is exhausted under the lower edge of the main valve, until cushioning commences, and the steam from both upper and lower ports is discharged into the exhaust box shown in Fig. 2.  The speed of the engine is controlled by a centrifugal governor and an equilibrium valve.  This is a “dead face” valve, and when the engine is running empty it opens and closes many times per minute.  The spindle on which the valve is mounted revolves with the governor pulley, and consequently never sticks.  To prevent the small gland being jammed by unequal screwing up, the pressure is applied by a loose flange which is rounded at the part which presses against the gland.  The governor is adjustable while the engine is running.

[Illustration:  Improved high speed steam engine.]