The Iron Age 1888-10-25: Vol 42

‘ae 1H A New Oil Cup. Messrs. Pedrick & Ayer, 1025 Hamilton street, Philadelphia, Pa., are bringing out the new form of oil cup shown on this page. The engravings give a good idea of the appearance and construction of the de- vice. Fig. 1 is a rod oiler, the top of which screws on, or can be made to slip on and be held by a spring catch. Fig. 2isa cuide oiler, the cover of which has a small vent hole in the top to admit the air to facilitate feeding the oil, and also to al- low it to be taken off readily. Fig. 3isa section view of the rod cup, showing the internal arrangement. This is the same in all the cups. The bracket-shaped piece in the interior of the cup is split open. It is wedged apart at the time that the screw is cut, so that it always, even after long use, clamps the spindle and holds it in any de- Fig. 1.—Rod Oiler. NEW OIL GUP, sired position, without the aid of jamb- nuts or binding screws. Around the up- per edge of the cup are marks by which the engineer can adjust the opening to feed the required amount, according to the temperature of the weather and the quality of oil used. When the engine is out of use, it is only necessary to screw down the spindle and the flow of oil entirely stops. The oilers are made in two sizes. A cup, similar to the guide cup, for locomotive truck brasses is made. These oil cups are in very extensive use by the Northern Pa- cific and the Philadelphia and Reading R. R. Companies, and are claimed to be su- perior to any other cupever used. The spin- dle is easily manipulated and remains in any desired position; no extra tools are needed for adjustment, and they can be easily cleaned out, there being plenty of room for that purpose. rr - The Philadelphia and Reading Coal and Iron Company have commenced to make ‘use of the sinking fund to cancel the mort- gages on its lands. Some time ago the Board of Management directed that 10 cents per ton on all coal mined for the lands owned by the company should be set aside as a sinking fund to be used either in the acquisition of additional lands or in liquidating coal land bonds and mortgages. When some of these bonds were purchased E TRON MADE BY THURSDAY, OCTOBER 25, 1888. AGE mortgages were allowed to remain. Onthe plied with a good steam gauge and with a Ist of next month the company will pay off and cancel a divisional mortgage on the Raudenbush tract. Theamountis $110,- 000, and the property covers 1100 acres. —— — Flow of Steam in a Tube. Through an oversight, a more extended | reference to Mr. C. H. Peabody’s paper on ‘* Flow of Steam Through a Tube,” pre- |sented last week before the American So- | ciety of Mechanical Engincers, was omitted from our last issue. The paper was a record of some experi- ments on the flow of steam made in the 'mechanical engineering laboratory of the | Massachusetts Institute of Technology. The tube used in these experiments was of brass 0.275 inch internal diameter and 8 At the entrance end a plate, ‘inches long. thermometer in a long brass cup filled with oil. The gauges were compared with a mercury column and the thermometers were calibrated and their freezing and boiling points were determined. The ex- haust steam was condensed in a small sur- face condenser and weighed in a tank. The experiments were begun after the apparatus had been running steadily for some time and lasted about half an hour. Steam for the experiments was drawn from the main steam-pipe, and, as the supply- pipe had a drip near the apparatus, which remained open during an experiment, it was assumed that the quality of the steam was the same as that in the main pipe. A large number of experiments with different types of calorimeters gave 14 to 2 per cent. of moisture in the steam. Later experiments with a new Fig. 3.—Section of Rod Oiler. MESSRS. PEDRICK & AYER, | 14 inches in diameter, was driven on flush | with the end of the tube, and the orifice was well rounded to avoid contraction. This tube led from an iron pipe 6 inches in diameter and 2 feet long. The brass tube discharged into another iron pipe 6 inches in diameter and 2 feet long, which | formed a chamber 1n which the steam came to rest, and from which it was led to a} surface condenser. The two 6-inch pipe were capped on the outer ends, and had flanges on the inner ends, between which was a plate holding the experimental tube. The whole apparatus was lagged on the outside, and the plate holding the brass tube was covered on both sides with about 4 inches of asbestos to prevent the flow of heat from one part of the apparatus to the other. Steam was led td the apparatus by a} lagged pipe 1 inch in diameter and away from it to the condenser by a pipe of the same size. Each of these pipes had a valve near the apparatus. The valvein-the supply- | pipe was used merely to shut off the steam when the apparatus was not in use, and, during an experiment, it was wide open, so that the pressure in the first 6-inch tube was full boiler pressure or nearly so. valve in the exhaust-pipe was manipulated to maintain the desired difference of press- | — ure between the two parts of the apparatus. Each chamber of the apparatus was sup-/| from the headings. The | pieces of | Fig. 2.—Guide Oiler. PHILADELPHIA, PA. type of calorimeter, described in a paper presented to this meeting, gave under nor- mal conditions 1 to 1.5 per cent. of moist- ure. With a large difference of pressure the steam, after coming to rest in the cham- ber beyond the tube, was superheated, and, by the method employed with the new calorimeter, the amount of moist ure could be calculated, giving the same result. As the more recent data were not availa- ble till the work was nearly complete, the moisture was assumed to be 2 per cent. in all the calculations. The error from this source is inconsiderable. The data and results of the experiments are given in the following table: ‘am of pressures, steam be- Difference Flow of ste Pressure of front of tube. 69.1 : 69.6 ai 71.3 Baa 69.1 oo 70.0 6 70.3 i 72.00 232.0 268.f 8 72.00 221.4 266.9 O.830 9 71.6 216.5 260.1 0.833 The table will be readily -understood The ratio of the actual woes ~ — i him. > ee we ee US le Paw damien a - a = = ih an Se ue oft SS) ieerdealie ea a Ge ce o Aa — ah tie de ee ee ee roe aS “inky e ee ee ee ° : a Jars... . / deeds Bae RE ORR PR) Bn ee “ 2 _ ae : é Se wn + — => Ra Gd SETS a (42 a 8 MRS TE BS. BPA & BE ew BOT A : 2 - ‘ ‘ salt 3 : My dn, Ba pee Fe ein een i ver AS s-'3 git af a3 te eee _ eee Ue eA 4248 1 Gee S2 St Oe ee SS ee - =o quantity to the calculated quantity, if the | theory were entirely applicable to this case, should resemble the coefticient of flow for water through a short pipe, and should not be greater than unity. The marked, though regular increase of this ratio with the increase of the difference of pressure, and the fact that, for the larger differences. this ratio is larger than one, shows conclusively that some of the as- sumptions are inadmissible, It is not im- probable that heat is given by the steam to the tube at the admission end, and re- | gained by the steam toward the exit end. the condition of. the steam at the oritce and the rate of flow. The well-known phenomena of cylinder condensation and re-evaporation in steam-engines show that such an action may be energetic. It is | also possible that the length of the tube is not sufficient to insure a steady flow. It is noticeable that the weight of steam dis- | charged by the tube has a maximum, | which is for a difference of pressure of about 35 pounds by theory, and for a dif- | ference of pressure of about 55 pounds by experiment All the work of experiment and calculation was done by Mr. G, But- tolph. I —- Specifications for Steel Rails. In our report of the meeting of the American Institute of Mining Engineers, at Buffalo, we referred briefly to a paper read by R. W. Hunt, of Chicago, IIl., on ‘* Steel Rails and Specifications for Steel Rails.”’ Passing over that part of it which deals with the history of their manufact- ire and with the question of the form of modern heavy sections, we may quote those parts of the paper which are explan- atory of the provisions of the specifica- tions. We will assume the section selected to be the best possible; it now remains for the maker to furnish a good rail rolled to it. The character of the permanent way of the railroads of the United States is im- proving each year. Consequently the de- mand that the mills shall deliver their rails well finished and straight in all di- rections is much more imperative than in the past. Of course, absolute accuracy in so gross a product 1s both unnecessary | and impossible, but practical accuracy is attainable. I consider it of the utmost importance | that most of the straightening shall be done while the rails are hot. In other words, that the hot straightening shall be conducted so as to leave the minimum work for the cold press. Every blow of the gag is a bid for a break. The harder | the steel the greater the danger. More- over, gagging is apt to take out one bend by putting in two others, thus endeavoring to have two wrongs makearight. To bring elasticity, and each blow will leave adent: and if excessively applied the rail will be either wavy or lumpy. Such rails will of course make a rough track. Some mills in taking side bends out of their rails ap- ply the gag to the flange. I cannot ap prove of this, and believe that it greatly increases the danger of broken rails. But after the rails are delivered to the track- men they should not be carelessly thrown from the cars This was not the practice with the early steel rails. The drilling should be accurate, and if proper drill pre Sses and drills ure used it can be done. If the holes are to be anything, lrom under to over size, I do not see any use in naming the diameter in the specitica- tions THE IRON AGE. So long as the purchasers of rails exact a guarantee from rail makers, I think the | chemical composition of the steel should be largely left with them. But if the pur- chaser believes that carbon is the best hardening element for steel, it is not un- reasonable to ask for as much as the maker is willing to put in, knowing what pro- portions of other elements his metal will contain, and still guarantee his rails. No doubt as the sections are increased harder steel can be safely used. The mere re- placing of a broken rail with a whole one | may fall far short of the damage sustained Such an interchange must influence both | by the road on whose track the accident has occurred, leaving the danger to human life out of consideration. Therefore the purchaser has a right to insist upon some precautions being taken to avoid as far as possible such disasters. And these pre- cautions, if correct ones, are also in the interest of the makers. Steel rails are made very rapidly, and the demands of the trade necessitate that they shall be made very cheaply. The workmen are paid by the piece, and while generally |making good wages, they must produce a | large tonnage to realize them. No matter how desirous the general management may be of producing only good work, it is very necessary that safe guards should be pro- vided. Most makers have these in some | form, but there are mills where the chances are taken, The tests which I prefer are those I used for 15 years at Troy. My experience gives me confidence in them. I do not wish to say that Troy rails have never | broken in service, but such accidents have been very infrequent, and could almost always be traced to individual mechanical causes. This plan of making tests has the merit of furnishing a check on the grade of the steel early in its manipulation; and I consider it more convenient than any drop test, and at least equally efficient. As may be generally known, the Troy works have for years made a very wide range of Bessemer steels. From 0.05 per) cent. to 1 per cent. of carbon; and we were fortunate enough to have consider- able reputation for our success in so doing. On the higher grades, where great accuracy was required, it was my practice to have a test ingot taken to represent every 15- inch ingot cast. This accomplished two results—it made the workmen careful and let us know of any variations which might occur. Ido not think this extra precau- tion necessary in making rail steel in any works where ordinarily good practice pre- vails, and I should most certainly dis- courage any of my clients from contracting for rails with others. As has been proven by the fracture of many ingots, the steel in cooling, if the ingot is left upright until the interior steel sets, will form a funnel-shaped cavity in its topend. But if the ingot is thrown upon its side before that metal has solidified, | this cavity will extend lengthwise, the dis- the breaking danger down as low as possi- | ble, the cold straightening should be done | before the rails are absolutely cold. At | the same time if the rail goes under the | cold press too hot the steel will not possess | tance being limited by the condition of the interior steel. Hence it is manifest that ingots should not leave an upright position before the metal has set suffi- ciently to prevent this cavity from so ex- tending. Everything is against this length- wise defect being taken out by the subse- quent rolling of the ingot, and it will most probably cause pipes and cold shuts in the rails; but if the cavity is maintained at the top end of the ingot it can be cut off. Again, if ingots are drawn too soon from the pit and thrown upon their sides, there is danger of the crust which has formed at the top end breaking and permitting the interior liquid steel to escape or ‘bleed. That will certainly make a pipe. It is only from sound and compact in- gots that we can hope to produce good rails. Such ingots only can be made by care in casting them. Therefore, the care- ful steel-maker will not only use good imolds, but also exercise a close supervis- October 25, 1888. ion over the manner of pouring the heats, When from any cause this is not or can- not be dore the resulting ingot should not go into No, Lrails. Nearly every manufact- urer uses somewhat different sized ingots, and frequently they vary in their shape. Of course each one follows the practice which under the controlling circum- stances seems to yield the best results. It is well known that the same length ingot will not always roll equally well. I have found, when the metal was cracking badly in the blooming rolls, good results to be at once obtained by pouring the ingot shorter. Of course this is easily explained, and points to the necessity of closely watching and controlling the temperature | of the ‘‘ blow” in the converter. And | fully believe that a strong influence on the quality of the resulting steel rests at this very point. As every ingot, if properly handled, has more or less of a cavity at its top end, therefore the bloom rolled from it will be piped or spongy at that end. To be cer- tain of having asound rail made from the upper part of the ingot, a sufficient length must be cut off to remove this spongy steel. These pieces need not necessarily be treated as scrap, there being many pur- poses for which they will answer. It is not necessary for me to tell this institute that care should alyvays be exer- cised in heating steel. As the carbon is increased, so is the danger. I believe more unsatisfactory rails can be traced to over-heat in the furnace than to any other one cause. I commend our fellow-member William Metcalf’s paper, ‘‘ Steel; its Prop- erties; its Use in Structures and in Heavy Guns,” read before the American Society of Civil Engineers March 2, 1887, to the ‘areful consideration of every steel maker and user, It is, in my judgment, worthy to be considered a text-book on the treat- ment of steel. My investigations of the service of thou- sands of tons of rails, and the analyses of many hundreds of them, have shown the greatest variation in the wear of rails of the same section and chemical composition. This being so, there must be some phys- ical cause. Can we find a chemical reason for rails showing ‘‘ soft” in wear, having the following chemical composition ?: Carbon Sulphur Phosphorus Manganese If so, why did another make, in the same track and under seemingly the same condi- tions, analyzing as follows, wear ‘‘ hard?” : Carbon Sulphur Phosphorus Manganese I could multiply these instances to an in- definite extent, but will not take up time. Our Bessemer friends are all right on their chemistry. They know a great deal more than the people who made those early good rails, and it is not in that direction that investigation is most needed. As I said carly in this paper, every rail- maker wants to give his customers good rails. Now, I honestly believe it is to his interest that the purchaser should be rep- resented by intelligent inspection. No matter how good the mill organization may be, the men all work by the ton, and do not always realize the importance to their own interests (which are the same as their employers), that only good work should go out. Hence, the right kind of inspection is of assistance to any mill. If I were a purchaser of rails, I should draw fuller specifications than these, which | now have the honor to present to you, and I should accept all the risk of the results. sut railway managers are not yet wiliing to assume this position. I have, there- fore, endeavored—while not relieving the makers of any responsibility, or intro October 25, 188%. ducing novel practices—to assist the rail- | roads in obtaining better and more uniform rails. It is recognized as the commercial rule that rail-makers should give a guarantee with their rails. In these specifications I have embraced such an one as is given by some of the largest makers in the country, and under which they have sold rails for many years. It seems to me to be fair in its provisions, and I believe the other requirements of my specifications will tend largely in the direction of making the sellers safe in the guarantee. If this is so, the railroads will, of course, receive satis- factory rails, and everybody ought to be happy. HUNT'S SPECIFICATIONS FOR STEEL RAILS. Section. SEcTION 1 —The section of the rail rolled shall conform to the template furnished by the railroad company with an allowance in hight of 1-64 inch under, and 1-52 over, being per- mitted in a delivery of 10,000 tons of rails. The fit of the fishing or ‘‘male” template shall be maintained perfect. Sec. 2.—The weight of the rail shall be kept as near to pounds per yard as is practical after complying with Section 1. Lengths. Sec. 3.—The standard length of rail shall be 30 feet at a temperature of 60% F. Shorter | rails of lengths will be accepted to the ex- tent of 10 per cent. of the entire order. A va- riation in length of '¢ inch longer or shorter than the above specified lengths will be allowed. Finish. Sec. 4.—The rails must be free from all me- chanical defects and flaws, and shall be sawed square at the ends, and the burrs made by the saws carefully chipped and filed off ; particu- larly under the ead and on top of the flange. In sawing care must be taken to avoid a flow of steel which will produce a swell on the top of lower flange, as the rail lies under the saw, thereby affecting the fit of the fish-plate. Sec. 5.—The rails shall be smooth on the heads, straight in all directions, both surface and line, and without _ twist, waves or kinks, particular attention being given to hav- ing the ends without kinks or drop. The hot straightening shall be carefully done, so that gagging under the cold press will be reduced to the minimum, ard so applied that the rails shall not be made ‘ lumpy.” Drilling. Sec. 6.—Circular holes inch in diameter shall be drilled through the web at inches from the bottom of the flange. The center of the first hole inches from the end of the rail ; and inches from the center of the first to the center of the second hole, and so on if more than two holes are required. These holes must be accurate in drilling in every respect, and left without burrs. Branding. Sec. 7.—The number of the charge, the name of the maker, the month and year of manu- facture, shall be marked in plain letters and tigures on the side of the web of the rail in such a position as not to be covered by the tish-plates when laid in the track. If the pur- chaser prefers, the number of the charge shall be stamped on the end of the rail. Percentage of Carbon. Sec. 8.—The steel to contain as high a per- centage of carbon as the maker is willing to put in and still meet the requirements of sec- tions 9 and 21, Tests. Sec. 9.—While the heat is being cast, two (2) test ingots shall be made. The first from steel going into the first regular ingot, the other from metal representing the last one. These test in- gots shall be 8x3 inches and not less than 4 inches long. From them bars at least }g-inch square shall be drawn at one heat by hammer- ing. Each bar when cold shall be bent, with- out breaking, by the blows of a sledge to not less than a right angle. Should one bar from a heat fail and the other stand the test, a third bar may be taken from a_ bloom rolled from the same ingot represented by the failed bar. If this stands the test it shall be accepted in lieu of the failed one. If the makers choose, more than the two test ingots may be taken, but they must be from the steel of the first and last regular ingots. If this is done and a test bar fail, another one may be drawn from | the duplicate ingot and tested, and if it stands, accepted. Treatment of Ingots. Sec. 10.—After the ingots are cast they shall be either constantly kept inanupright position until ready to be rolled, or else so maintained until the interior steel has had time to solidify. | THE IRON AGE. Sec. 11.—No ‘‘ bled” ingots, or ingots from ‘** chilled” heats shall be used in the manufact- ure of rails under this contract. Sec. 12.—No ingots from badly teemed heats shall be used, excepting as they shall be sub- ject to the provisions of section 16. Cutting of Blooms, Sec. 15.—After cutting off, or allowing for the ‘‘sand” or top end of each ingot, at least 12 inches more of seemingly solid steel shall be }cut off that end of the bloom, or partially formed rail; if the latter, then the pieces so cut off shall equal 12 inches in length of a7 x7 inch bloom; a greater length than 12 inches | being preferred; and if after cutting such length the steel does not look solid, the cutting | shall continue until it does. Heating. Sec. 14.—Care shall be taken to avoid over- heating the steel in shape of either ingots or blooms; and under no circumstances shall a ** cinder” heat be allowed—that is, a heat high enough to cause the cinder torun off the steel as it is being drawn from the furnace. This does | not apply to cinder which may be sticking to the under side of the steel, when drawn from a horizontal furnace, or to the bottom of an in- | got when drawn from a soaking pit. Inspection, Sec. 15,—Inspectors representing the pur- | chaser shall have free entry to the works of the makers at all times while this contract is being filled, and shall have all reasonable facilities | afforded to satisfy them that the rails are being made in accordance with these specifica- tions. The makers shall furnish them with the carbon determinations of each heat, if so re- quired, Sec. 16,—The inspectors shall have power to reject rails made from insufficiently sheared blooms, or from heats the test pieces of which | have failed, or from badly poured heats, or from ‘‘ chilled” heats, or from “ bled” ingots. The rails made from uncut blooms, if other- wise perfect, to be received as No. 1 short rails, if sufficient lengths have been sawed off to make an amount of steel equal to the origi- nal demand of 12 inches. The rails made from heats, the test pieces of which have failed, may be accepted as No, 2 rails. The rails from a aoe oe heat may be received as No. 2 rails, but, if made from a “chilled” heat or ‘bled ” ingot, to be absolutely rejected. By an imperfectly poured heat is meant one which from any cause has been teemed without the control of the operator. <A ‘chilled’ heat is one which, from the steel chilling, has to be either pricked or poured over the top of the ladle. A “bled” ingot is one from the center of which the liquid steel has been permitted to escape. Sec. 17.—Imperfectly drilled, straightened or chipped or filed rails shall be rejected, but will be accepted after being properly finished, Sec. 18.—Rails failing to comply with sec- tion 1 will be rejected as No, 1 rails. No. 2 Rails, Sec. 19.—The requirements of No. 2 rails shall be the same as for the No. 1, excepting they will be accepted with a flaw in the head not exceeding 14 inch, and flaws in the flanges not exceeding '¢ inch in depth, and may have been made from an imperfectly poured ingot or heats from which the test bars have failed. Sec. 20.—No. 2 rails to the extent of per cent. of the whole order will be received. Guarantee. Sec. 21.—The rail makers to guarantee the No. 1 rails against breakage and unusual wear at the ends or elsewhere for five years from the time of delivery to the railroad company; and should any such rails so fail, will, upon the return of such failed rails to their works, deliver free of cost on cars at their works per- | fect rails to replace such failed rails. the failure of which is not attributable to improper lay- | ing or want of care after being laid, or un- usual circumstances of derailment from failure of other railway machinery or appliances, or negligence of the railroad company’s em- ployees. In event of failure at the ends or else- where of the No. 1 rails, not exceeding 10 per cent. of the amount of the contract before the | expiration of five years’ guarantee (and when the rails in all other respects warrant such a course), the railroad company will cause to be cut off so much of such rails as may be neces- | sary to make perfect rails of them, but in no ease leaving them les; than feet in length, the maker to pay in cash for cutting, redrilling and restraightening such rails. The | | loss in weight so sustained by the railroad com- pany to be made up to them by the makers on the return to them of the pieces so cut off in good and perfect full-length rails of such see- tion as may be agreed upon. The points of delivery of failed rails, ends of rails cut off and rails to replace the same, or mode of such set- tlement, may be varied to conform to the peculiarities of each contract. A Copper Syndicate Contract. | We reproduce below one of the con- tracts between the famous copper syndi- cate and one of the Lake Superior mining companies : Agreement made this 19th day of April, in the year 1888, by and between the At- lantic Mining Company, of New York, a corporation organized and existing under the laws of the State of Michigan, hereinafter called the sellers, and La Société Industrielle Commerciale des Métaux de Paris, hereinafter called the buyers, witnesseth: The parties hereto | having, in consideration of the sum of $1 to each of them in hand paid by the other at or before the ensealing and delivery of | these presents, the receipt whereof is hereby acknowledged, and for other good and valuable considerations to them there- unto moving, mutually agreed together as follows: 1. The sellers herein agree to sell, and hereby do sell, to the buyers the entire copper output of their mines for about three years, commencing May 1, 1888, and |ending December 31, 1890, estimated at 4,500,000 pounds of refined copper for each of the three years, and at all events not to exceed this amount per year, deliveries by |sellers during 1888 not to exceed two- | thirds of the above stipulated amount. 2. The price of such copper to be 13 cents per pound cash on delivery in New York, and in addition such sum as shall be equal to one-half the net protits realized above this price on resales thereafter made of said copper as hereinafter provided. 3. The copper is to be made by the sell- ers and delivered to the buyers in any shape or shapes or sizes ever made by the Detroit and Lake Superior Copper Com- pany, which the buyers may desire and designate according to schedules to be furnished to the sellers by the buyers through Jere Abbott & Co., of New York, provided such sizes can be made of the company’s mineral by the smelting works, but in the absence of schedules the copper is to be put into ingots. 4. The copper shall be delivered by the sellers in New York City free on board ship or at warehouse for storage as the buyers may direct. 5. Under the sole direction and control of the buyers, the sellers, when so re- quested, will act for them without charge /or commission in selling, invoicing and collecting payments for any of this copper which the buyers desire to be resold in the United States, and such copper may be forwarded directly from the smelting works to any required point, the delivery of same at New York as provided in article fourth being waived by the buyers. 6. Payments to the sellers by the buyers hereunder shall be made cash on delivery or on tender of the shipping or storage documents—namely, bill of lading or ware- house receipt and Detroit and Lake Superior Mining Company's certificate of weight. 7. The copper shall be produced and de- livered as nearly as possible in equal | monthly quantities. 8. The sellers are not to be held re- sponsible for failure to deliver at any time | caused by strikes of workmen in their own employ or in the employ of others, acci- dents at the mines or works, lack or inter- ruption of transportation or any other causes beyond their control. 9. It is also understood that the esti- mate of production herein stated is greater | than the average annual production of the sellers mines, and, on this account, the sellers are not to be held liable for fail- ure to deliver the full quantity herein mentioned, provided there shall be any failure of production of the mines. 10. Any deficiency of production in any one year is not to be added to the produe- | tion of the following year; but this applies = 7 4 wae ft a ad ‘ ener A ee A = = ee SS = a i) i 618 only to deficiency of production and not to delay in transportation. 11. Upon the execution and delivery of this contract, the buyers agree to deliver to the sellers a letter of credit of satis- factory bankers for amount of all pur- chases under this contract, down to May 1, 1889, which letter of credit shall provide for payment by the bankers, on tender or delivery to the bankers of the documents above specified; such letter of credit to be availed of by the sellers for such portion of the copper as is not resold through them in the United States; and at least 30 days before May 1, 1889, the buyers shall furnish to the sellers an additional letter of credit, which shall be similar in form and substance and cover all purchases made and delivered hereunto until May 1, 1890, and at least 30 days before May 1, 1890, the buyers shall furnish to the sellers an additional and similar letter of credit covering the balance of all purchases and deliveries made under the said contract; it being understood and agreed that the sellers will not draw on or against any of the credits so given except after demand of payment on the buyers or their agents and default therein. It is further under- stood that in no one month shall the said credit be drawn against for an amount greater than the contract price of the pro- portionate delivery of copper for such month under this contract. 12. The sellers agree to guarantee all the sales that shall be made by them hereunder for the buyers,.such guarantee to extend only to a guarantee of the cost price to the buyers of said copper under this contract, but no further; it being the intention hereof that to the extent which the sellers resell the said copper for the buyers, they shall release the said buyers from any further obligation to account to them therefor, but the said sellers, in case of loss by any such gales, shall not be bound to compensate the said buyers for any loss of profit arising to them thereby. 13. The sellers in addition to the price of 13 cents per pound, herein agreed to be paid by the buyers for copper delivered hereunder, shall be entitled to receive from the buyers one-half of the net protits that shall accrue by reason of resales of the said copper either by the sellers as agent for the buyers or by the buyers either in the United States or elsewhere after deducting storage, ocean freight, in- surance, charge for interest at the rate of 6 per cent., and all other charges, includ- ing brokerages, but no commission shall be charged by either party for effecting such resales, 14. The said sellers shall render monthly aceounts of all productions of their mines and of all resales made by them here- under as the agents of the buyers, and the buyers shall also account for all resales made by them; and settlements of profits arising from resales by either party shall be made quarterly. 15. Messrs. Jere Abbott & Co., of New York City, are hereby nominated as agents for the buyers to receive for them notice of shipments and demand of payment, and to give direction as to the delivery, and to receive tenders, and to direct as to resales, and to receive shares of profits arising by said resales, and generally to act for the said buyers in all matters in connection with this agreement; and on the failure of the said Jere Abbott & Co, to act as such agents, the bankers named in said letters of credit shall be considered and hereby are acknowledged as agents of the buyer for those purposes. 16. It is further mutually agreed be- tween the buyers and the sellers that all matters of differences arising with refer- ence to the obligations of this contract or the interpretation thereof shall be sub- mitted to three arbitrators resident within the United States, one of whom shall be appointed by the buyers, another of whom THE TRON AGE, shall be appointed by the sellers, and a third of whom shall be selected by the two arbitrators thus appointed, and that the said arbitrators shall promptly hear, and a majority of them determine, all such questions of difference and make their award in writing, which award shall be binding upon the parties hereto. In witness whereof the said Atlantic Mining Company of has caused these presents to be sealed with its cor- | porate seal, and the same to be subscribed | in duplicate by its treasurer, and the So- ciété Industrielle et Commerciale des Mé- taux de Paris has. ATLANTIC MINING COMPANY, By Joun Sranton, Treasurer Societe INDUSTRIELLE ET COMMERCIALE DES METAUX, Ek. Secreran, Administrateur- Directeur. —— Identification of Dry Steam, A paper of special value, presented at the Scranton meeting last week of the American Society of Mechanical Engineers, was by Mr. James E. Denton, on ** The Identification of Dry Steam.” We take pleasure in publishing in this issue several of the engravings which accompanied it, and need, perhaps, scarcely say that the interest attached to the subject makes its further consideration eminently desirable. The paper, as we explained in a brief reference to it in our report of the Scran- ton meeting of the society, was divided into two parts, the first dealing with ex- periments with steam jets, from the ap- pearance of which the character of the) steam was determined approximately, and the second giving general expressions for the instrumental errors of condensing calorimeters for testing the quality of steam. We will confine ourselves here to the first part alone which bears directly upon the published illustrations, Figs. 1 different conditions, It will be understood that Mr, Denton’s method of recognizing dry, slightly wet, or slightly superheated steam, consists in the scrutiny of a jet of steam flowing into the atmosphere. Mr. Denton explained | that if a boiler can be made to generate steam which is a few degrees superheated, then by drawing off steam at the end of a| pipe of sufficient length the loss of heat by the pipe may be made to so nearly equal to the amount of the superheating that the steam will issue from the pipe in exactly the saturated condition. In the case of these experiments, this method was adopted to obtain dry steam. A 30 horse-power Harrison steam boiler, Fig. 6, was used, which, when not forced to its utmost steaming capacity, super- heated its steam from 6° to 12° F. To the top of the steam space of this boiler an inch pipe, a, a, a, about 40 inches long was attached as shown in the figure. This pipe led to a 1}-inch tee, }, to which were connected the several outlets used and the thermometer and steam gauge A, At B was a stop-valve, and at C another thermometer and steam gauge. All of the pipe aa up to the tee was heavily pro- tected against loss of heat by asbestos paper, 2 inches of hair felt and canvas. When the thermometer C showed 8° of superheating, the loss of heat from the pipe would make thermometer A show 2° ot superheating, both steam gauges A and C showing exactly the same pressure. By raising the water in the boiler to the top of the gauge-glass and increasing the quantity of steam generated by the boiler, the superheating at thermometer A could be made to vary from 2° F. to zero, and the steam referred to herein as dry steam was such steam as flowed through the pipe aa When thermometer A showed less than October 25, 1888, 2° but more than 0° -of superheating, with reference to the pressure common to the gauges at A and C respectively. Experiment 1.—The tee ) was fitted at its under side with a draining pipe termin- ating in a petcock. Into its ends were screwed 4-inch pipe plugs prepared as fol- lows (see Fig. 7): The square hub to which a wrench is intended to apply was turned off, and a hole ,%, inch in diameter drilled through the center of the plug. A hole 7, inch in diameter was then drilled in the inside end of the plug, so as to leave a thickness of metal at the outer end of ,), inch, The ,,-inch hole is then practically an orifice ina *‘thin plate,” and removes the possibility of any of the heat of steam flowing through it, being employed in overcoming friction against the passages leading to the point where the steam issues into the atmosphere. Thus arranged, dry steam at 55 pounds gauge pressure flows into the atmosphere of a boiler room in a | jet which is perfectly transparent over about 4 inch of distance from the orifice. Fig. 5 shows a jet for 95 pounds gauge pressure. Experiment 2..—For the thin orifice in the end of tee } there was substituted a piece of 4-inch gas-pipe, d, Fig. 6, about 4 inches long, upon which was mounted a hollow copper drum, e, about 3 inches di- ameter and $inchin length. On the outer end of the gas-pipe was a brass cock, 7, 2 inches long. The bore of the pipe and cock was about ,% inch. The drum e was fitted to receive a stream of water at g and allow it to flow off-at / after subjecting the pipe d to a certain refrigerating effect. Thermometers at g and A graduated to fifths of a degree F., determined the tem- perature of the water at its entrance and exit to the condenser, The thin oritice at the side of the tee shows the transparency of the ‘‘dry steam” for 4 inch from the orifice. The jet issuing from the cock 7 is a bluish-white color clear up to the ori- ‘fice, due to the cooling loss of heat in to 5, we would explain, .are reproduced | from photographs of steam jets under | passing through the 6 inches of $-inch pipe and cock. Upon passing water through the con- denser so as to maintain it at an average temperature of 74}° F., the end jet be- rame distinctly white, the jet at the side certifying by its unchanged appearance that the steam operated upon was also un- changed in quality, The heat mnoteagtes /per minute was determined to be 12.75 British thermal units. The steam flowing* per minute was determined to be 1.13 pounds, The latent heat of steam at 55 pounds gauge pressure being 822 British thermal units, 1.13 pounds of steam would possess 929 units of latent heat, which if completely absorbed by refrigeration would cause the 1.13 pounds of steam to become liquid water at the temperature corresponding to 55 pounds pressure. | Hence the absorption by the circulating _water of the 12.75 British thermal units | may be assumed to cause sats =: 1.4 | per cent. of the steam to liquefy. | Fig. 1 shows the effect of circulating ‘iced water through the cooling drum, thereby maintaining it at an average tem- |perature of 54° F. The heat abstracted per minute was 18 British thermal units, | the flow of steam was practically the same, /so that the view exhibits the appearance of a jet of steam at 55 pounds pressure containing 1.94 per cent. of liquid water. | A jet at 95 pounds gauge pressure being | maintained at 76° F., 26.27 thermal units | were abstracted from it per minute, and ithe flow of steam was 1.75 pounds per minute. Fig. 2 exhibits the appearance of this jet, which by the above data con- tains 1.88 per cent of water. *This was determined by attaching cock f to a Wheeler surface conienser, 8, and determin- ing the flow for a period of about half an hour, and weighing the condensed steam by a spring balance, k. Fic, Fic. 1—Steam at 55 Pounds‘ Pressure Containing 1.94 per cent, Water. 2.—Steam at 95 3.—Steam PHOTOGRAPHIC Pounds Pressure Containing 1.88 per cent. Water. at 55 Pounds.—Boiler Priming Violently REPRODUCTIONS OF STEAM JETS. N AGE, OcToser 24, 1888, on SE oS es aneereer mae es “Soe PF Scere, Pea. = 44 - YY PR 4 edie PNR ss : AoW . ees - aut a ee ieee, Tre Iron Ace, OcToser 24, 1888. Fic. 4.—Dry Steam after Traversing 100 Feet of Covered Pipe at Velocity of 50 Feet Per Second. Fic, 5.—Dry Steam at 95 Pounds Pressure. PHOTOGRAPHIC REPRODUCTIONS OF STEAM JETS. October 25, 1888. Experiment 3.—Jets of dry steam at 55 pounds being uniformly flowing, the level of the water in the boiler was gradually raised beyond the top of the water-glass until the water was about 8 inches from the top of the steam space of the boiler, when periodical gusts of white mist com- menced to occur in both the end and side jets, and engines taking steam from the boiler received so much water in their cylinders that they could no longer run with safety. A view of one of such gusts was made by magnesium flash light with the result shown in Fig. 3. While the oe was working, the priming de- note returned to steady action and normal ap- pearance within a few seconds after the feed pump was stopped, notwithstanding that the boiler was almost completely tull of water. Experiment 4.—The boiler being steadily making steam 8° superheated and supply- ing the same to an engine through about f00 feet of 24-inch pipe, newly felted with 1 inch thickness of hair felt, a jet of steam by these gusts continued. The jet. THE IRON AGE. 619 the investigation that jets of steam show! which she is helping to replace. With unmistakable change of appearance to the | a length between perpendiculars of 175 eye when steam varies less than 1 percent. feet, a breadth of 31 anda mean draft from the condition of saturation either in! of not quite 12, the Petrel will be sup- the direction of wetness or superheating. ; pliel with engines of about 1350 indi- The mathematical investigation showed | cated horse-power under freed draught, that the instrumental error of portable| with which she will probably attain’ a condensing calorimeters does not theoret- | speed of about 13 knots. This machinery ically interfere with the measurement of | about 1 per cent. of variation in the heat of saturated steam. But in the use of such calorimeters there has always been found to exist an accidental variation or error considerably in excess of the theo- , retical instrumental error, even Regnault’s magnifivent work not being an exception ‘in this respect. Consequently if a jet of steam flow from a boiler into the atmos- phere under circumstances such that very little loss of heat occurs through radia- | tion, &c., and the jet be transparent close | to the orifice, or be even a grayish-white ‘color, the steam may be assumed to be so ‘nearly dry that no portable condensing calorimeter will be capable of measuring the amount of water in steam. If the is now ready for her, so that it is thought that she will be complete for trial within from two to three months, Like the other new vessels, she is provided with a curved steel deck for the protection of her engines and boilers, and is also divided by steel bulkheads into numerous water-tight com- partments, so as to minimize the injury done by the penetration of shot. Her main battery consists of four six-inch, high-power, steel breech-loading mfles, so mounted insponsonsas to havea widesweep. She will also have a secondary b ittery con- sisting of two revolving cannon, two rapid- fire guns and a Gatling. She will have a barkentine rig and sail power for ordi- nary cruising where steam is not required. Compared with the Charleston and thl was made to blow through a petcock | jet be strongly white the amount of water | Baltimore, the Petrel is seen to be a small about 2 feet above the throttle valve on may be roughly judged up to about 2 per’ craft of inferior speed. But her cost is ! ! ! ' ' ! Fig. 6.—Elevation of Test Plant. THE IDENTIFICATION OF DRY STEAM. the steam chest of the engine. Fig. 4 shows the appearance of the steam when the engine was running with a total steam consumption of about 600 pounds of steam per hour, The jet 4 was so laden with water that it flowed with irregular gusts, resembling those occurring when the boiler was priming (Fig. 3), but of less violent character. And yet the boiler was making slightly superheated steam, as proven both by the thermometer at C (Fig. 6) and the transparent appearance of the jets from the apparatus at the boiler. The explana- tion of this paradox is as follows: The steam pipe to the engine runs beneath the engine foundation from the boiler to a point below the vertical pipe B; thence it rises in B, and finally runs vertically down- ward to the engine in A. When the en- gine is stopped, the water condensed by the pipe remains at the bottom of B, and the jet contains only a gray mist. When the engine is running, the water of con- densation is swept along with the steam with sufficient power to cause it to be car- ried up B, and show the wetness of Fig. 4. A valve placed at the lower end of B to drain the water out of the pipe will pre- vent the wet appearance of the jet in Fig. 4 when a feeble current is passing through A and B, but such drainage fails sensibly to alter the appearance in Fig. 4, when the velocity through the pipe is 50 feet per second. We will repeat here the conclusions at which Mr. Denton arrived: It appears from cent, but beyond this a calorimeter only can determine the exact amount of moist- ure. A common brass pet cock may be used as an orifice, but it should, if possi- only one-fourth that of the former vessel /and less than one-fifth that of, the latter. It is rather noticeable that for general cruising purposes no other vessels so small ble, be set into the steam-drum of the | authorized in the spring of 1885, and it has been suggested that she may prove to be when the intermediate reservoir or pipe is | the only one of her class, as the Dolphin boiler and never be placed further away from the latter than 4 feet, and then only well covered. The Gunboat Petrel. Following the Yorktown, the Vesuvius, the Charleston and the Baltimore, the fifth of the vessels added by Secretary Whit- ney’s administration to the new navy, the Petrel, was recently launched at the yard of the Columbia Iron Works, at Baltimore. The name, one of the prettiest and most suitable that could be given to a small vessel, is not wholly new to our navy, al- though, we believe, never before conferred in it on a craft expressly constructed as a warship. It was borne both by a small schooner, built like the present vessel in Baltimore, and employed in the Mexican war, and also by a steam vessel purchased from the merchant marine and fitted up with a battery for service in the civil war. But the new Petrel, though having a dis- placement of only about 885 tons, and classed in the legislation authorizing her construction as a light gunboat, is an ef- fective cruiser, built on an approved mod- ern plan, and capable of better service than some larger vessels of the old navy D srl have been asked for since the Petrel was will certainly be the only one of hers. Still, with her light draft and good battery power, the Petrel will no doubt find her sphere of usefulness. The new composite ship, to be used as a practice vessel for the midshipmen of the Naval Academy, will be somewhat near the size and cost of the Petrel. The Vesuvius is also of similar small displacement, but has very high speed. It cannot be long now before the Petrel and her four predecessors will join the four Roach cruisers. The coming winter will probably see the York- town, the Vesuvius, the Charleston and the Petrel completed and tried. Indeed, for the future, trial trips rather than launchings will be eagerly watched for, and the results will be of value to Congress in guiding its legislation for new con- struction during the next session. EP The rate on bar iron from the Mahoning Valley, Ohio, and the Shenango Valley, Pa., to Memphis, Tenn. , has been reduced 2 cents per 100 pounds. The new rate went into effect on Saturday, the 20th inst., and was made at the request of the New York, Pennsylvania and Ohio Railroad. » Ay 7 =, eo a = wx a x. ieee ae ell te <a, . as ae a . eee lp eis oe ER. = LB! Cte — lla, a hell a ee ee on 2a Ce oe a ee Ue ‘eet ee aaa wee Peery Pee eee ee “4 Ha hy rs a t i | ot 2' epee? ai 7‘ , 7" ) il etal dg aad ge a8 4a Pha 76 Me “