Tanks under the locomotive running boards furnished compressed air for ringing the bell and sanding the rails in icy weather. They were replenished at the roundhouse, for the engine carried no air compressor. Neither was there a generator; the storage battery which operated the headlights had to be recharged regularly. The engine’s brakes were strictly mechanical—operated by tightening the large wheel in the cab. [Illustration: The Carillon Park museum piece was photographed at the NCR South Main Street factory crossing in the early years of the century. Seen at left is the NCR office building, prior to construction of the NCR auditorium.] [Illustration: These pictures record an event which was perhaps inevitable with the increase of auto-age traffic; in 1915, a touring car slid into the Rubicon’s side at the Main Street crossing.] [Illustration: The engine clearly won the contest!] [Illustration: It suffered only a slightly bent driving rod, visible in the photograph.] [Illustration: The Lima Locomotive Works, manufacturer of the Rubicon, featured a photograph of the busily puffing engine in one of its catalogues. The page is reproduced here.] FIRST STEAM-STORAGE LOCOMOTIVE USED IN AMERICA BUILT BY LIMA LOCOMOTIVE AND MACHINE CO., LIMA, OHIO, WORKING AT PLANT OF NATIONAL CASH REGISTER CO., DAYTON, OHIO. LIMA STEAM STORAGE LOCOMOTIVES Lima steam storage locomotives consist essentially of a large tank, large cylinders, the other machinery being similar to that of regular locomotives. The tank is filled about half full of water, and is then connected with a stationary boiler until the pressure equalizes. When this occurs, considerable steam will have been condensed, but the water will have been raised to nearly the pressure and temperature of the steam in the boiler. As steam is used, the pressure falls, but with the decrease part of the water becomes steam. The tank is charged to full boiler pressure, 250 to 200 pounds as the case may be, and the pressure reduced to 60 pounds by a reducing valve. The cylinder diameter is increased so the tractive power, to the limit of adhesion can be utilized at 60 pounds pressure in the cylinders. Due to these large cylinders, the locomotive can move itself with only or 4 pounds pressure. Under ordinary circumstances, it will not have to be charged any oftener than the regular type of locomotive takes water. Varying with the amount of work desired, it will run from two to ten hours with one charge. Two charges per day is a good average. This type possesses many advantages for work in industrial plants, powder mills, lumber yards, cotton mills, wharves, etc. Among its advantages are: