The Iron Age 1888-09-20: Vol 42

THE The Harlow Automatic Lubricator. ” A new form of lubricator, ingenious in construction, and positive and automatic in action, is at present being put on the market by Mr. Amos Aller, 109 Liberty street, New York. The engravings which we publish on this page, representing both general and sectional views, clearly explain Fig. 2.— Vertical Section. IRON AGE THURSDAY, SEPTEMBER 20, 1888. {cup is filled with oil, and the quantity to; cap; P, valve chamber; Q, nut and spring be taken from this reservoir and delivered | in lower part of valve chamber; R, valve; to any part of the machine to be lubricated, | V, nipple, to screw into steam pipe. is determined by the use of the numbered | Being operated by some moving portion wheel at left. This is more clearly shown | of the engine or machine to be lubricated, in the vertical section, Fig. 2, the wheel | the Harlow lubricator starts and stops with there being marked A. the engine or machine being lubricated, | In Fig. 2 the outlet valve is marked D;| without requiring attention from the en- |F is a strainer over the suction chamber | gineer or operator. The oil is fed to any Fig. 3.— Vertical Section of Sight Feed. Fig. 4.—Enlarged View of Suction Chamber. THE HARLOW AUTOMATIC LUBRICATOR FOR LOCOMOTIVE, MARINE AND STATIONARY ENGINES. the arrangement of the device and its method of working. An examination will show that the lub- nicator is practically a pump, worked | through a rack and pinion combination, B C, seen in Fig. 2. The rod A in Fig. 1) receives its motion from some moving por- tion of the machine to be lubricated, and | conveys this motion to the pump plunger Within the reservoir cup. As the lever to which the rod is attached is hung on an| axle, the rod may be carried to any desired angle to receive its motion. The reservoir | |and U represents the suction port; H is a| desired spot in perfectly regulated quanti- removable base. An enlarged view of the | ties, either in small drops at frequent in- suction chamber is given in Fig. 4. In| tervals, or in large drops less frequently, Fig. 3 we show a vertical section of the | or the oil may be delivered in a nearly con- sight-feed, which, we need perhaps | tinuous stream, at the pleasure of the oper- scarcely remark, is fitted in between the | ator. This regulated supply not only insures exit-pipe of the lubricator proper and the | economy in oil, but gives an even, perfect point at which the lubricant is to be de- | and continuous lubrication. Any oil, thick livered. The engraving explains itself, | or thin, if free from grit, may be used. though, to be more explicit, we add the | The cup can be filled at any moment while following reference letters: J, valve stem; | the engine or machine being lubricated is K, union; U, packing for glass tube; MM, |in operation, without causing any leak lock nuts; N, base, holding glass tube; O, | either of oil or steam. ' ] ate ® —— i F eer s oe ie > Sgt . - a. me > » Si ~ a7 og I Sie ee .s tf toe -- FsApa Zz =F iA = ae i ee Cad Qa vars e ee aA }, Fa a F ee es 422 THE IRON AGE. The device is not affected by varying temperature, and can be used in the most exposed situations without danger of freez- ing, as there is no water used in or about it. Its different parts are all made to gauges, so that in case of breakage they can be eas:ly and quickly replaced. — a - Industries of Providence, R. I. The Franklin Machine Company, better known as the old Franklin Foundry, has nearly completed the first of an order of five web perfecting printing presses, which is a new departure for these works, and, so far as known, for any machine works in this city. The work is being done for the Duplex Printing Press Company, of Battle Creek, Mich. The machine, which is 21 feet long and 4 feet 6 inches high, is in- tended to print 32, 64, 128 or 256 page pamphlets, fold, wire-stitch and cover them at a speed, for the smaller number of pages, of 80,000 copies per diem. In the stitching and covering alone one of these machines supplants over 100 girls, who did the work by hand. All the presses made by the Duplex Company have for their groundwork the inventions of the late Joseph L. Cox, and they bear his name The new press appears to be quite simple. It has but one plate cylinder, flanked on either side by an impression cylinder of equal diameter. The paper is fed from a ro)l on a standard near the floor, and, as in the Bullock press, is cut before entering the machine. After having one side printed, the sheet, which entered on the right, is carried by tapes over the top of the press to the extreme left. Here it is carried down slightly until what was the rear edge is seized by the grippers of a platen cylinder and is presented to the plate cylinder at another part of its revo- lution, and the second side is printed. The sheet then goes off into a folder with adjustable guiding throat and double de- livery, and is then folded as many times as may be desired, and stitched with steel wire. Another attachment still, in the form of a supplementary press, will print a cover and insert it at the proper place, to be finished up and folded with the pamphlet. Mr. John H. Brown, a former resident of this city, has for the past eight years been at work perfecting a machine for the economical decortication of the fibers of tropical plants, valuable to the textile and paper making industries, and now has his machines in successful operation. The Board of Assessors have completed a revaluation of city property, consisting of real and personal estate. The total is $136,753,700, of which $35,837,840 is per- sonal, the increase over the preceding year’s valuation being $2,731,980. Among the persons and corporations taxed for more than $50,000 are the following: American Screw Company i n & Sims Engine Com y Amos C, Barstow ond wile rae Barstow Stove Company Boston and Providence Railroad Company: Core street station India Point station........ 141,580 521,760 376,940 127,940 59,960 100,000 397,520 Brown & anes Mfg. Company.... Builders’ Iron Foundry City Machine Company George H. Corliss estate Corliss Steam Engine Company. ... Franklin Foundry and Machine SIN, « oiges <anenees William H. Harris Steam Engine Company Household Sewing Machine Com- pany 273,560 New England Butt Cempany 105,260 New York and New England Rail- road Company ‘ New York, Providence and Boston Railroad Company Nicholson File Company Phenix [ron Foundry Providence Machine Company 75,060 199,960 153,500 | . 167,080! foreman of the Hope Iron Works he hit | | | | | } | September 20, 1885, Providence and Worcester Railway Company Rhode Island Locomotive Works... . Slater Mill and Power Company.... Thomas J. Hill Rhode Island Tool Company Mr Benjamin Easton, Jr., Sheriff of Newport County, who, about two years ago, purchased the coal mine property in Portsmouth, R. L, but for agricultural rather than for mining purposes, is nego- tiating for the sale of the property to the Worcester Steel Works, who propose to utilize the mine. The mine has _ been abandoned for a number of years as im- practicable to be profitably worked. The coal is not good for home consumption, but is considered of fair quality for smelt- ing purposes, and it is for this purpose that the Worcester Steel Works propose to use it. They intend to begin at once, upon the completion of the purchase, the work of pumping out the mine, which will consume considerable time, as it has been abandoned so long that the shafts are practically filled up. It is possible that the company may transfer their works to the neighborhood of the mine, which would seem to be a more advantageous plan than the shipping of the coal mined to the present location of the works at Worcester. The sale is expected to be consummated in a few days. Two of the railroads running into this city have introduced, to some extent, an improvement which, while it may not be noticed by one passenger in a hundred, nevertheless contributes to his comfort in a marked degree, and is a measure of safety and even of economy in the long run. It is probably known to all who use the railways that passenger cars are now coupled by what is known as a vertical plane drawbar, which has taken the place of the loose link and is now required by law in most States. This, with the ac- companying buffers, makes a train practi- cally solid, there being no slack between the cars to cause shocks in stopping and starting. The same reasons which dic- tated the close coupling between cars ob- tain with even more force in regard to the coupling between the tender and the head of the train. Some of the engines now working the Providence division of the Old Colony are from the company’s former equipment and have the Miller coupler- hook on the back end of the tender, the same as on the cars, save that it is un- coupled by means of a hand wheel in place of the customary lever. The New York, Providence and Boston road has a hook- coupler handled by a small lever. Some of the numerous inventions of the late George M. Cruickshank, of this city; are worthy of more than a mere mention. While it is generally known that he ranked high as a machinist it is probable that many, even those familiar with his line of business, never knew the fertility of his mind and the variety of his inventions, He was certainly one of the leading mechanics of New England, and his name was familiar in nearly every country in which steam is used for industrial develop- ment. His whole life was spent in the study of machinery, and it was said of him the he was able not only to understand the most intricate piece of mechanism, but also to suggest improvements, practicable and valuable. The peculiar ability was known and recognized throughout New England, and much of his time was spent in consul- tation with manufacturers, who seldom if 121,000 | ever were disappointed in obtaining the remedies solicited. George Cryickshank was a born me- chanic. He and his brother David came to this country in the hope of finding an enlarged field, and in less than five years 164,120 | after arnving in the United States George Cruickshank patented an invention which | was immediately recognized as one of value by the engineers of both continents. While upon a plan for doing away with hemp packing secured around the piston-rods of steam engines. In March, 1871, he intro- duced his ‘‘ metallic packing,” a contriv- ance as simple as it was effective, and 17 years of use have proved its incomparable superiority over the old method. It con- sisted of two rings, each cut into four seg- ments, which fitted tightly to the piston- rod as it moved through them. The wear was taken up by spiral springs between the segments and an outside brass case. Power was gained by the lessening of fric- tion, and when the rod vibrated the pack- ing accommodated itself to every change of position. Mr. David Cruickshank, now in business at 243 Dyer street, was then in Boston, working for the Fitckburg Railroad. At the request of his brother he came to Providence, to help put the improved packing on the market. It was first man- ufactured at the Hope Iron Works, but in January, 1872, the brothers leased Charles A. Mann’s shop on North Main street, and formed a partnership under the name of William R. Smith & Co. George held the foremanship at the Hope Iron Works until June, 1872, when, his health failing, he went to join Mr. Smith in Europe, to see to the disposing of patent rights in Great Britain, leaving David in charge of the North Main street manufactory. He returned in October, and the fol- lowing month they hired a room in the east end of the Dyer street building occupied by George at the time of the fatal accident. The plant was en- larged and the firm name changed to George M. Cruickshank & Co. In May, 1875, Mr. Smith withdrew, while David sold out his interest to George in the spring of 1880. But it was by the Ship- man engines that Mr. Cruickshank was best known, and it can be said that his reputation was world-wide soon after he began.their manufacture. Shipman was a Rochester (N. Y.) mechanic, who con- ceived the idea of generating steam with oil for engines of light power, but his lan, while possessing merit, was not well Rovciaped. Mr. Cruickshank followed up the idea, and produced a boiler that an- swered every requirement. For the first time oil was successfully used instead of coal under a boiler, and a brisk export trade followed the completion of the en- gine. Orders came from Australia, New Zealand, Argentine Republic, England, Germany, France, Sweden, Norway and Austria. A company was organized in Boston in 1885, and for a time Mr. Cruick- shank was president, but soon resigned. The Shipman engines are used with good results on small river boats and in manu- facturing establishments whose machinery could be run with 6 horse-power or less. The late George H. Corliss invariably sent applicants for smaller engines than he built’ to Mr. Cruickshank, and recom- mended the engines of the latter as the ‘“ best slide-valve engines in the world,” an indorsement which was often accom- panied by the opinion that the Dyer street machine-maker ranked among the most skilled: and useful of American me- chanics. LEONIDAS. A _ Professor Kolrausch has recently esti- mated the quantity of electricity in a flash of lightning. He finds that from 7 to 35 flashes would be required to keep an ordi- nary incandescent lamp alight for an hour. In the race to Edinburgh last month some of the best running was performed on the North-Eastern Railway, England, by the compound engines designed by Mr. Worsdell. The engines in question have driving-wheels 6 feet 9 inches in diameter, with a high-pressure cylinder 18 inches, and a low-pressure cylinder 26 inches in diameter by 24-inch stroke. September 20, 1888. THE IRON AGE, 423 The Mason Ingot Manipulator. Among recent improvements in the steel works of the Bellaire Nail Works, at Bellaire, Ohio, is the establishment of an ingot manipulator, designed by Mr. Or- land P. Mason, and serving the purpose of turning the ingot on the table and mov- ing it into the desired position. The en- | gravings which we present on this page explain the main features of the machine, which, it will be understood, is used in connection with a two-high mill. In the rolling operation the ingot is fed to the rolls by means of tables having driven rollers on which the ingot lies, and by which it is moved backward and for- ward as it is passed to and fro through the the piston-rod I of the hydraulic cylinder | vention and failure to patent. But as a is supported on grooved rollers, K, The} matter of fact Jablochkoff had, as early as operation of the machine scarcely requires | 1876, plated the carbons of his candles explanation. The ingot having been) with copper; and though the invention placed on the rollers C is manipulated in| had prior to that time been patented in the usual way until it becomes necessary | France by Reynier, Jablochkoff disdained to turn it. The rollers then bring it to a|to recognize the Reynier patent, depend- position which will enable it to be moved) ing upon prior patents and publications ; by the arms F. Steam or water is let into| and it appears that Jablochkoff was right, the cylinder J, moving the rack forward | since the Reynier patent was subsequently ‘and turning the shaft D. This causes the | voided by the French courts, and held to arms F to catch the piece on its lower cor-| be anticipated by a prior Carré patent and ner and turn it over. After turning, if it} by Van Malderen’s work in 1868. Bou- is desirable to move it still further, the ro- | liguine and Tchikoleff, also in Russia, tation is continued in the same manner, | plated their carbons, and published ac- and the piece may be moved to any de-| counts of their practice. sired position upon the table. The history of this feature of electric The machine is simple in construction, | lighting is closely paralleled by many rolls. During the operation it is frequently | and, within certain limits, appears to be‘ other features; and all other branches of Fig. 1.—Side Elevation. . € ' J ° ' f ig. 3.—End Elevation. }® ( ' Fig. 3 ne U c | el [ee °e \ — ie 1) c 9d shennan - le wiht | 1th 7 i a ViPUE UU TS UT TUE TT Jo _g aa] Hs ooo IT Fig. 4.—Plan. INGOT MANIPULATOR AT THE BELLAIRE NAIL WORKS, BELLAIRE, OHIO. necessary to turn the partially worked piece on its edge, and also to move it from one side of the table to the other. In case of a blooming mill making a variety of sizes, this work has always been done by hand. By Mr. Mason’s arrangement this is accomplished by power. The machine embraces a_ horizontal shaft, D, extending under the table rollers at right angles with the rolls. On this shaft tive to seven arms, F, are placed, about 6 feet long. The shaft is revolved by a pinion, G, and rack, H, driven by a hy- draulic cylinder, J. The arms F are curved on the upper side, and when re- effective. Its economy consists in dis- applied electricity likewise disclose similar pensing with the labor of two to three instances of anticipation. Electric light- /menfpn each turn. The prirciple appears ing, however, is so old an art in itself, to be correct, and’only needs the trials of | although commercially young, that invent- experience to perfect it. ors in this field cannot go far without running foul of something which had been invented (though very likely not much employed) years before. a Coppered Carbons. ——— EE Probably nearly every electric arc light- b Pictet’s New Ice Machine. ing company now electroplate their car- bons. The Electrical Engineer says that | in the dark ages of 1879 there was an in-| One of the objects creating considerable terference in our much abused patent! attention at the Jubilee Exhibition at | office between the two well-known in-| Vienna, is the new ice machine devised by volved the points come up under the in-| ventors, Charles F. Brush and Moses G. got and turn it over. A further revolu-| Farmer, in relation to the coppering of tion moves it into the desired position. | electric light carbons, and it was held by The length of stroke of the hydraulic cyl- | Paine, commissioner, that Farmer had in- inder is such as to allow the shaft D, with! vented the process in controversy before ‘ts arms, to make one complete revolution. | Brush, but had also abandoned it, so that From Fig. 1 it will be noticed that the | while priority was therefore awarded to M. Pictet, of Geneva, who has come to Vienna to personally superintend his ex- hibit and introduce this machine in Austria. In general principles the machine does not differ from others, but there are some important modifications in detail. Instead of using sulphurous acid, as in his arms extend upward between the rollers| Brush pro forma, the invention was thrown | previous machines, M. Pictet uses a mixt- © C. The rack H which is attached to! open to the public by Farmer's prior in- ure of sulphurous acid and carbonic acid, eo ¥@ +e b { cee ~ Sa oh m ae Ye es aed ' Rey Sa ea FS er 424 THE IRON AGE. September 20, 188 8, Casas rrr ceeeenennnenapeeeescaneyeneoeeeann Sopeaeeaeeeeee aaa to which we referred at greater length! to about 2000 indicated power, with a| science he about a year ago, and which has received | pressure of steam of 7 pounds per square the name of ‘‘ liquide pictet.”. The boil- | inch, the engines making 15 to 16 revolu- professed—firm and meth odical —and he was popular for all that, among the students and his colleagues, and his ing point of this liquid under atmospheric | pressure is at —19° C. andata temperature of +50° C, the pressure of the gas is only half that of pure sulphurous acid. The inventor has some theory, according to which there takes place an actual chemical combination of the molecules of the two, gases when they are being liquefied under | pressure, and it is due to this property| that the work expended in compression is much smaller than in any other working agent. The ‘‘ liquide pictet” is not in- flammable, and can even be used for the extinction of fires. It has the further ad- vantage of leaving a greasy dew upon the | surfaces of the cylinder, piston-rod, valves, | &c., rendering special lubrication unne- cessary. The generator consists of a sys- | tem of seamless copper pipes communicat- ing with a chamber, at the bottom of | which the liquid enters, while the gas is | drawn off from the upper part. The ar- | rangement of pipes is such as to facilitate | an efficient circulation throughout the | whole of the generator. The pump is pro- | vided with clack valves, but to avoid the risk of breakage each valve is controlled by two springs, one pressing it down on its seat, and the other acting as a stop when it rises. EEE ——— Edison’s Phonograph in England. The expectation that Mr. Edison’s pho- nograph would soon be rendered ‘ loud- speaking ’’—capable, that is to say, of communicating its message to several hearers at once, without the intervention | of tubes extending from the instrument to | their ears—has already been abundantly fulfilled, according to the London Times. Colonel Gouraud received a large party of visitors recently, in order to exhibit to them the second instrument which he has received from America, and which, being furnished with a sort of speaking trumpet, from which its sounds issue, is distinctly audible to a large group of persons, It was accompanied by a set of cylinders car- rying the traces of much talking, as well as of much vocal and instrumental music, and all these, when they were put into the machine, yielded up their record with truly marvelous fidelity. One cylinder had been impressed with the habitual noises of Mr. Edison’s workshop, and the listeners were entertained by a succession | of sounds produced in the first instance on an anvil, with sandpaper, by a sound- ing telegraph and in various other ways too numerous to mention. Another cylin- | der addressed the company in Mr. Edison’s | name and in his voice, while a third yielded up a song from Faust, and a fourth, ‘‘ The Barefooted Friar,” the traces upon all | these having been made in America. Mrs. | tions per minute. 8 feet. fired athwartships. They were four in num- ber, two being placed forward and two abaft the engines; these were the first tubular boilers of large size that were fitted | in an Admiralty vessel. There were in all 24 furnaces, with an area of fire-grate of | 437 square feet, and 3360 tubes 24 inches | diameter and 5 feet long, the boilers hav- | ing altogether a heating surface of 12,700 | square feet; each boiler weighed 26 tons. | About the time that these engines were | fitted a demand had arisen for engines of a lighter description than the old side-lever engines and that would occupy less space | in the vessel. that came into use at the time engines of similar description to those of the Terrible | were among the most successful, and be- | tween the years 1841 and 1851 55 sets of | these engines were fitted into vessels hav- ing a total power of 48,000 horses. The Terrible was always looked upon as a most successful vessel. Her sea qualities were fully tested during the fearful gale at Balaclava on October 25, 1854, when the | steamship Prince and so many other vessels were lost. On that occasion the Terrible | towed a line-of-battle ship out of the Bay in the teeth of the gale into a place of safety. The typeof engines built for and fitted in the Terrible was largely em- ployed in the Italian, Russian, Spanish, Turkish and Danish navies, as well as the British. EEE fessor Clausius. | Germany’s foremost physicist, Dr. Rudolph Julius Emanuel Clausius, died on the 24th and was buried on the 27th ult., at Bonn, on the Rhine. From the London Engineer we extract the following brief biographical sketch : Dr. Clausius was born at Cdslin, in Pommerania, on the 2d of January, 1822, and finished his academical studies at Ber- lin, where he also began his teaching career as private tutor at the university, and was at the same time lecturer on physics at the Artillery College. In 1855 he was called as Professor of Physics to the Polytechnic school at Ziirich, and was then installed there, in 1857, to the chair in the same science at the University. In 1867 he returned to his fatherland as pro- fessor at Wiirzburg, and lastly he joined the corps of professors at the Fried. Wil- helm University at Bonn, where he be- came one of its most distinguished orna- ments. As an authority and teacher on the subject of heat he took a prominent rank, Clausius was the first to confirm and place the crude discoveries on the Pro Among the different types | Shaw, the lady who is widely known as | theory of heat promul ated by Dr. Mayer, ‘* La Belle Siffleuse,” was among the com- | of Heilbron, on a rigidly scientific basis in pany, and, after she had whistled to a cyl-| his treatise on the mechanical theory, of inder, the phonograph was made to repro- heat, completed in two volumes in 186¥ to duce her notes with astonishing accuracy, | 1867, the foundation of which he had laid and, presumably in consequence of the| at Ziirich in 1857 in his popular treatise more intense character of the vibrations, | entitled ‘‘ The Nature of Heat Compared much more loudly than those of speech or | with that of Light and Sound.” Besides the song. j}above works he wrote the two books, _‘* The Potential Function and the Poten- | tial” and ‘‘Concerning the two Chief | Propositions in the Mechanical Theory of Heat.” Most of our readers are so well The London Engineer in a recent issue | acquainted with the important works of published a number of interesting engrav- | Clausius that it is unnecessary in announc- ings showing the arrangement of engines ing his loss to do more than to remind and boilers fitted on board the British war- | them of how great a part he took in build- ship Terrible in 1842: ing up the modern notions concerning the The Terrible was the most powerful | dynamical theory of heat and its converti- warship at that date. She was 1847 tons | bility into work. The deceased was a burden, with a length between perpendic- | member of many scientific societies, both ulars of 226 feet and a breadth of beam of | in his own and foreign countries, and was LT and Boilers of an Old Warship. Engine 42 feet 6 inches. The engines were of | decorated with several royal orders. His 500 nominal horse-power, and worked up| manner of teaching was as exact as the There were four cylin- | loss will be for a long time felt as le aving ders, 72 inches diameter, with a stroke of | a gap in his science not so easily fill ed, as The boilers were double-ended | tubular boilers placed across the vessel and | he was a great master of the science he had taken up. a of Torpedo Boats. In a first-class torpedo boat, 135 feet long, with engines of 1400 I. H. P., as built for the British Navy, the general dis- tribution of weight is about as follows: Tons, 40 34 Weight gr PINT aco sess cise ie oe OEE CELE CET Oe ‘ IN Gs viv viseviles ncmheceses 104 In a second-class torpedo boat the total weight would be distributed as follows: Tons. DORRAOUII 6 5 iii so sicne sas . 12.50 a Tinning by Simple Immersion.—A method of tinning by simple immersion is described by L’ Echo des Mines et Metal- lurgie. Argentine, it says, is a name given to tin precipitated by galvanic action from its solution. This material is usually ob- tained by immersing plates of zinc in a so- lution of tin containing 6 grams—about 90 grains—of the metal to the liter—0.88 quart. In this way tin scrap can be util- ized. To apply the argentine according to M. P. Marino’s process, a bath is pre- pared from argentine and.acid tartrate of potash rendered soluble by boric acid. Pyrophosphate of soda, chloride of am- monium, or caustic soda may be substitu- ted for the acid tartrate. The bath being prepared, the objects to be coated are plunged therein, first having been suitably pickeled and scoured, and they may be subjected to the action of an electric cur- rent, But a simple immersion is enough. The bath for this must be brought to ebul- lition, and object of copper or brass or coated therewith may be immersed in it. Ew The skin plating in many torpedo boats is only #, inch thick, and protective measures against even slight corrosion must therefore be rigidly enforced. Secur- ing phosphor bronze plates to the steel frames has been tried as a protection for the bottom plating, but on the whole an efficient inspection system has been found most satisfactory. According to the British Admiralty regulations all boats in use must be docked for inspection every two months, and in addition the decks are covered with a specially prepared cement. The call for draft regulators on locomo- tives shows that the old practice of throw- ing open the fire-box door when an engine was making steam too freely is no longer satisfactory. A nozzle that will make an engine steam freely while working hard on slow will exert very little effect on the fire when the engine is passing out a small volume of steam expanded down toward the atmospheric line. On the other hand, when the nozzle is made small enough to cut the fire when the engine is working light, it will tear the fire when working slow. Air openings have, therefore, been applied to the bottom of the smoke-boxes, and with good results, They are covered by sliding plates, operated from the cab. The device is easily worked and there is almost no danger from the escape of sparks through the openings. September 20, 1888. Forty-Ton Shear. We take pleasure in presenting on this page an engraving of a large shear built by Messrs. B. W. Payne & Sons, of Elmira, N. Y., for the Elmira Rolling Mill Com- pany, and now in regular work. The design is at once suggestive of great solidity and strength, the tool being in- tended for heavy work, and the various parts accordingly being of massive pro- portions. A very heavy base is provided, ‘rom which rise four wrought- -iron columns, ‘ inches square. sive boxes, which, in turn, carry the eccentric shaft. The columns also serve Those support two mas- | AGE. THE IRON as guides for the shear ram. The eccentric shaft is 10 inches in diameter at the ends and 14 inches through the eccentric, carries a large gear-wheel shown at the right in the illustration. It will be ob- served that the machine is double geared, being driven the back shaft which and from ee ff | | i Sa ee carries the heavy balance-wheel at the left. The ram, mentioned above, carries upper shear blade, while the lower one fastened to the base. The ram have adjustable gibbs, which are fitted accurately to the square columns and serv e | the purpose of maintaining perfect align- ment of the ram as it is carried up and down. A 12-inch belt supplies the power. iS TAIN NO \y WN WIS . N\ “iit Dy the | sides of the} 425 The shear weighs about 40 tons, and has a capacity to shear plates 24 inches by 36 inches. SS For the first time in some months there is a scarcity of cars in the Connellsville region. The outlook for relief in the L- coKe 7, SONS, ~ELMIRA, N, PAYNE & Ww, B, BY MESSRS, BUILT SHEAR, Vy Ze FORTY -TON gee A 5 LZ a near future is not good, in view of the’ fact that shipments of corn will commence in a short time. This will necessarily divert a great many more cars, and it is expected the consequence will be an ad- vance in the price of coke. The yards in ‘the region are now being stocked up, and |it is impossible to get cars to move the | product. 426 Aluminium Alloys by the Heroult Process. The Swiss Metallurgical Company, of Lauffen-Neuhausen, Canton Schaffhausen, Switzerland, is engaged in successfully producing alloys of aluminium on a large scale, making use of the Héroult patent | This process, according to the | process, Engineering News, consists in melting down certain refractory metallic com- pounds by the electric current and with the aid of certain electrodes, and in sub- | sequently reducing the metals contained therein by electrolysis. The negative electrode is here the metal to be alloyed to aluminium, as copper, iron, tin, the posi- | tive electrode being the carbons immersed in the molten alumina, The current is supplied by two dynamos, each of 6000 amperes and 20 volts, driven by a 300 horse-power Jonval vertical tur- bine, while a separate dynamo of 300 am- peres and 65 volts is used as an exciter. The main difficulty to be overcome by the projectors of these works was the pro- duction of a current powerful enotgh for the work to be performed. The enormous dynamos designed for this purpose were constructed at the Oecerlikon machine works, Switzerland. They make but 180 revolutions per minute. The magnetic field, having six poles, consists of a single casting weighing 11 tons for each machine. The armature used is constructed on the Brown patent design. Each machine is furnished with two large collectors and contains not less than 72 brushes. Copper cables of the size of a man’s arm serve to conduct the current from the dynamos to the furnace. The melting takes place in a crucible, or basin, of electrical carbon surrounded by a metallic wrapping into which the cur- rent enters (negative pole), the basin thus forming part of the circuit. Metallic cop- per, broken up into small pieces is first placed in the basin, which is then covered up by means of plates of graphite, care being taken to fill up all open joints with powdered charcoal. In the center of the graphite cover, a space is left for the in- Solinetliin of the suspended carbon slabs to which the positive cable is affixed. The carbons are then lowered toward the cop- per, which is soon melted by the current passing through it. Alumina is now added to the copper through locks arranged for that purpose, while the carbons are some- what raised, The current passing through the alumina melts and reduces the same, the oxygen burning the carbon and escap- ing as carbonic oxide gas, while metallic aluminium becomes alloyed with the molten copper. By drawing back a carbon stopper, the contents of the basin may now be emptied out into a ladle or ingot. The basin is then recharged after the manner above described, making the process a con- tinuous one, As mentioned above, the position of the carbon slabs in the basin requires to be regulated according to the resistance. This may be accomplished by an automatic device in the form of a chain holding up the | carbons and is connected with a reversible dynamo-electro motor regulated by the amperemeter. The intensity of the cur- rent found te be best adapted for the process is 12,000 to 13,000 amperes, the electro-motive force being from 12 to 15 volts, though it was found that the output of the dynamos could be easily increased to 25,000 amperes without causing any | The same proc- | disturbance to the same. may be followed for obtaining all other alloys of aluminium, excepting those metals which become volatilized at the melting point of aluminium. Mixed alloys, too, may be directly produced by this method—. ¢., copper, silicon and alumin- ium, by melting down clay containing silica as well as alumina. ess | Aluminium bronze “A”, . |tion, 36.3 miles, to Newark included stops of 9| making the actual running time | From | THE IRON AGE. September 20, 1888. The capacity of the plant above de- scribed is stated to be 660 pounds of ‘aluminium per day, or 6600 pounds of bronze containing 10 per cent. of alumin- ium. The heats may be continued day and night for months without stopping. A series of tests, made by Professor Tet- majer, of the Polytechnikum at Ziirich, illustrating the high tensile strength and | ductility of the products of these works, will be of general interest to our readers: YY ). Tensile strength (per cent). (in pounc square inc Elongation 49,200 54,600 51,760 68,260 73,380 79,630 88,300 91,000 68,400 78,200 54,000 54,000 32,7 41,240 41,240 51,200 B C D E F sa G “ H Aluminium Brass........| * Gun steel * Wrought iron * Delta metal * Common bronze * Phosphor bronze * Manganese bronze i waomas peace PAA eSEESaRS SA: ececcoeo=-c¢ oor ee Y Q *The tests marked thus * were made b Professor Tetmajer for the purpose of verifi- cation. See Fast Time on American Railroads, The liveliest interest was manifested by railroad men in the account of the recent race between the Flying Scotchman and the West Coast Flyer from London to/| Edinburgh, in which 400 miles were covered by the winner in 7 hours and 25 minutes. This was an average of some- thing over 534 miles per hour. The New York Times referring to the event at the time said: There was a general jogging of memories and overhauling of the records of fast railroad trains on American lines. And much comfort was found by many in going over those records. For they show that although the British and French roads admittedly make much better time habitu- ally than is made on any of the American lines, some astonishing and sustained rates of speed have been attained here, when special efforts were expended with that end inview. The best run on record in this coun- try which can be fairly compared with the Snglish run was made over the West Shore Road from Buffalo to New York on July 9, 1885, when 426 miles were covered in 7 hours 27 minutes. Quite a large pumber of railroad men, including officials of the Baltimore and Ohio, Wabash, Grand Trunk, and West Shore roads happened at Buffalo together en route for New York. It was decided to see how quickly they could move over the new road. At the start the railroad men had their watches out, and soon the mile-posts were flying past every 43 seconds. That speed was held so steadily that the greater part of | the run was made at the rate of 45 seconds to the mile, or from 70 to 83 miles an hour. From East Buffalo to Genesee | Junction, 61 miles, took 56 minutes; from | East Buffalo to Newark, 93.4 mules, 97 minutes; from Alabama to Genesee Junc- 30 minutes. The 97 minutes minutes, for the 93.4 miles, 88 minutes, Newark to Frankfort, where the conditions for running were not so good as before, the run of 108.3 miles was made in 134 | minutes, including 17 minutes for stops. From East Buffalo to Frankfort, 202 miles, the time was 240 minutes, of which 35 minutes were consumed in stops. There was only a single track at that time on the road a wal part of the way between | Buffalo and Syracuse, and that journey -had to be made at reduced speed, espe- | cially over the switches, The journey was timed with the utmost care for the pur- | pose of tabulation. In the table there are marked several miles which were made at ‘the speed of 78 miles an hour, one at 84 miles, and the next, between Genesee Junction and Chili, at 87 miles. New ‘engines took the train at Buffalo, Newark, | Frankfort and Coeymans. On October 8, 1885, over the same road, a burst of speed was tried for 11 miles, | between Genesee Junction and East Buf- | falo, to satisfy Superintendent J. E. Layng, | who was on the train. The run occupied 512 seconds, an average rate of 74 miles an hour. Three of the miles were made at the rate of 80 miles an hour, 1 at 77, and 1 at 75. On the New York Central Road a newspaper train with two cars, _weighing 60 tons, hauled into Syracuse, Sunday morning, August 8, 1886, at 10 o'clock, an hour late. The train was _booked to go from New York to Buffalo in 9} hours. Orders came to try to make up the time on the further run of 148.7 miles to Buffalo. John W. Cool, one of the best engineers on the road mounted his cab, bound to obey the order. He started out at 544 miles an hour. At the end of 3 miles his speed increased to 66 miles an hour and then to 744. He stopped at Rochester for water, and slowed up after passing Crittenden. His average speed from Syracuse to Rochester was 67} miles per hour, from Rochester to Buffalo 63.72 miles per hour, and from Syracuse to Buffalo 65.6 miles an hour. The run of 148.7 miles was made in 136 minutes. The most remarkable long-distance run on record was when the Jarrett-Palmer combination went from New York to San Francisco in half time, or three and a half days. Their train left the Pennsylvania station in Jersey City at 12.53 on the morning of June 1, 1876. They were not to make a stop until they reached Pitts- burgh. An engine and baggage car, on the approach of the special to Harris- burg ae up a speed of about 50 miles and passed mails to the special by running along an adjoining track for several miles, while the mail bags were thrown from train to train. The run to Pittsburgh, 438} miles, took 10 hours and 5 minutes, an average of 43} miles an hour, not- withstanding the Alleghenies. From Pittsburgh to Chicago, 458.3 miles, took 11 hours and 6 minutes, an average of 42.1 miles, including 25 stops and four changes of engines. From Chicago to Council Bluffs, 491 miles, took 114 hours, an average of 42.6 miles, although there was a record for part of this journey of 62.2 miles. Over the Union Pacific the run of 1032.8 miles from Omaha to Ogden was made in 24 hours and 14 minutes, at an average of 41 miles, and a maximum of 72 miles an hour, The brakes became worn at Ogden and hand brakes had to be used, retarding the onward journey some- what, as the men feared they might lose control of the train. San Francisco was safely reached at 12.57 0n June 4, quite in time for the dinner that had been or- | dered for the company for that day. The jlast stage of the journey was run at an |average of 37 miles. During the entire run 20 engines were used, there were 72 stops, and the running time for 33134 'miles was 84 hours 17 minutes, an average of 40 miles an hour. On the Pennsylvania Road 45 miles an hour is not uncommon, and there are level stretches where a speed of a mile a minute is attained. Samuel Carpenter, the gen- eral agent of the road for this city, said yesterday that if there was any need of making time to compare with the new English schedule it could be done. On | the New York Central Road the run of 80 | miles from Rochester to Syracuse has been made in 80 minutes wh2n it was necessary September 20, 1888. THE IRON AGE. to make up lost time. Assistant Super- intendent Voorhees of the New York Central said that he stood ready any day to send a party from New York to Buffalo, 440 miles over that road, in the same time and keeping the platform in place. The | levers are arranged in tandem style, so that the machine will take up as little room as possible and allow a clear deck for transverse tests. As the size of this com- HIGH SPEED LATHE, BUILT BY CHARLES H. BESLY & CO., CHICAGO, ILI. made by the Engiish racer for 400 miles, if the party would pay $2 a mile to get there in 7 hours and 25 minutes. = I New Speed Lathe. We show on this page a new spced| lathe which is being put on the market by Messrs. Charles H. Besly & Co., 175- 177 Lake street, Chicago, Ill. This lathe is designed to meet the wants of brass- workers and light metal workers. It has a 5-foot bed, swings 15 inches, weighs 600 pounds and has a hollow spindle witha fs-inch hole. The live spindle is of steel running in babbitt-metal boxes. The front bearing is 1g x 3 inches. The cone has four grades of speed for a 2-inch belt. The tail-stock has a set-over and a quick- return spindle. The countershaft has tight and loose pulleys, 7 x 24 inches, and should make 250 revolutions per minute. The lathe is well made in every respect and the wear is evenly distributed over the frictional and strained parts. = a New Testing Machine. Messrs. Riehlé Brothers, Philadelphia, Pa., are turning out a new and improved screw-power testing machine for tensile, transverse and compression tests, combin- ing the elements of accuracy, speed and facility in handling. The engraving which we annex explains the construction. The machine is constructed of the best materials and the levers adjusted to the standard weights of the United States Government. There are three different speeds for testing a specimen and also for driving in the opposite direction. This allows of all the possible requirements of a wide range of material. There are nc loose weights, and a single traveling poise, operated by a light hand-wheel, registers the strain accurately by means of a vernier. The power is applied by a crank with loose sleeve handle. Tools are furnished with the machine for mak- ing the various tests, and there are stops and holders for the grips, &c., as well as bolts and cushions for checking the recoil pact machine is not very great, it is advisable The Coke Trade. The recent improvement in the coke trade still continues, and the present out- look for that industry is better than for some months past. The demand continues to grow in sympathy with the recouping iron market. The pig iron situation has not been more encouraging for months past, and the improvement is specially noted in the West where coke is used almost exclusively as fuel. With the improved demand for coke and the con- sequently increased shipments, a scarcity of cars is already being experienced by the operators. The shortage has been grow- ing more and more marked for some time past, and, unless a deci’ed change soon takes place, it is feared that a veritable car famine will occur. The estimated output for the week ending on September 8th was 100,365 tons, against 103,974 tons for the previous week. The falling off is due to the idleness of a large works, in the region where a strike is m_ progress. From the same cause the active ovens have also decreased from 10,103 to 9837, leav- ing 3241 still idle. The shipments for | the week aggregated 5850 cars distributed las follows: To Pittsburgh and suburban points, 1220 cars; to Western points, 3130 ‘cars; to points East of the Connellsville | region, 1500 cars. ‘1750 cars; total, 6550 cars. to mount it on a solid wooden platform, | |nize Greenwich, and have resolved to fix from 16 to 18 inches high, so as to bring the crank and beam to a convenient work- ing hight, and made to suit the size of the machine base. The crank can be slipped on any of the three key-end shafts, and thus secure three changes of speed in testing. On stopping the crank The shipments for the previous week were as follows: Pitts- burgh, 1250 cars; West, 3550 cars; East, The large falling off in shipments East and West is due chiefly to, the scarcity of cars coupled with some petty strikes. Le The French Government will not recog- one uniform time for the whole of the country. This will be ‘‘ Paris time,” which for the future will be adopted in railway stations and public places all over France, and it is to be called /Heure Nationale. On the frontiers, however, eA a. NEW TESTING MACHINE, BUILT BY MESSRS. RIEHLE BROS., PHILADELPHIA, PA. the machine will maintain the pressure on| both the national hour and the foreign the specimen as long as desired. The ma-| hour will be shown by the official clocks. chine is being built in the following sizes: | At the present moment three different sys- 10,000 pounds, 20,000 pounds, 30,000 | tems of marking the time are in vogue in pounds, 60,000 pounds, 100,000 pounds | France. The new system will come into and 200,000 pounds capacity, and can be | operation at the opening of the Universal built of increased capacity on order. D ' Exhibition. 42+ THE IRON AGE. The Iron Age New York, Thursday, September 20, 1888. Davin WILLIAMS, Cras. KIRCHHOFF, JR., Geo. W. Cope, Ricwaro R. WILLIAMS, - - Joun S. KiNG, PUBLISHER AND PROPRIETOR. Eorror. - ASSOCIATE EoIToR, CHICAGO. HAROWARE EDITOR. BUSINESS MANAGER. Protection and Progress—II[. The unprecedented economic disturb- ances of the last 20 years which, as Mr. Wells has so well shown, have furnished by all odds the greatest industrial force of the civilized world during that period, have been, as he also proves, the result of scientific inventions and applications of natural forces and resources, In other words, they are incidents of a progress which has become, in these latter days, so much more rapid and wide than ever be- fore as to constitute a new element in economical science. The difference in de- gree practically amounts to a difference in kind. One consequence of this fact is the invalidation of many of the economic formulas worked out from data in which the element of progress was but slightly considered, if considered at all. The chance, for instance, that capital invested in buildings, ships, plant and all the ma- chinery of trade, would be destroyed prematurely by world-wide changes due to new discoveries or improvements has not usually been taken into consideration in estimating the inducements and rewards of such investments. Mr. Wells tells us that after the whole- sale destruction of values in sailing ves- sels, occasioned by the opening of the Suez Canal, three successive fleets of steamers were built within a few years to navigate that canal, each new type render- ing comparatively worthless all its prede- cessors, though these were still nearly new. The replacement of the paddle by the screw in ocean navigation was a simi- lar process, but far less rapid, and hence incidentally less disastrous. The feature of the progress of to-day which we desire to emphasize is its instantaneous and catastrophic character. The actions and reactions of the ‘‘laws of trade” have been studied and formulated without much regard to this factor of time. A favorite figure with economists has been that of a fluid ‘‘ seeking its level,” and their favorite maxim has been, ‘ Let it alone, to find its level.” The picture in their minds has been that of a pond, aug- mented by some gentle wave at one side, adjusting itself under the influence of gravity. They have not realized that tempests and tidal waves and headlong already shown, protection mightily stim- ulates the international exchange of ideas, which is the chief element in this progress. We have now to