Une histoire de la croissance de la machine à vapeur . ghthe », tuyaux, f. Les systèmes de distribution était alors presque ce que c'est de jours,le lien Stephenson (Fig. 58). Sur l'essieu-werekeyed deux excentriques, E, si bien défini que la motion de l'onewas adapté à la conduite de la vanne lorsque le moteur a été mov-ing de l'avant, et l'autre a été organisée afin de déplacer le valvewhen en marche arrière. L'ancien a été connecté, grâce à sa sangle et la tige, B, à l'extrémité supérieure d'une sangle-link, A, alors que le second a été de même connectedwith l'extrémité inférieure, au moyen d'une poignée, L, et le lien,n, et ses connexions, y compris les t

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A history of the growth of the steam-engine . ghthe pipes, «, f. The valve-gear was then substantially what it is to-day, the Stephenson link (Fig. 58). On the driving-axle werekeyed two eccentrics, E, so set that the motion of the onewas adapted to driving the valve when the engine was mov-ing forward, and the other was arranged to move the valvewhen running backward. The former was connected, through its strap and the rod, B, to the upper end of a strap-link, A, while the second was similarly connectedwith the lower end. By means of a handle, L, and the link, n, and its connections, including the counterweighted bell- 206 THE MODERN STEAM-ENGINE. crank, M, this link could be raised or depressed, thusbringing the pin on the link-block, to which the valve-stem was connected, into action with either eccentric. Or, the link being set in mid-gear, the valve would cover bothsteam-ports of the cylinder, and the engine could moveneither way. As shown, the engine is in position to runbackward. A series of notches, Z, into either of which a. Fio. 5S.—The Stephenson Valve-Gear, 1833. catch on L could be dropped, enabled the driver to placethe link where he chose. In intermediate positions, be-tween mid-gear and full-gear, the motion of the valve issuch as to produce expansion of the steam, and some gainin economy of working, although reducing the power of theengine. The success of the railroad and the locomotive in GreatBritain led to its rapid introduction in other countries. InFrance, as early as 1823, M. Beaunier was authorized toconstruct a line of rails from the coal-mines of St. iStienneto the Loire, using horses for the traction of his trains ; andin 1826, MM. Seguin began a road from St. iStienne toLyons. In 1832, engines built at Lyons were substitutedfor horses on these roads, but internal agitations interruptedthe progress of the new system in Prance, and, for 10 yearsafter the opening of the Manchester & Liverpool road, France remained without steam-transportation

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