The Iron Age 1888-12-13: Vol 42

‘THE IRON THURSDAY, DECEMBER 13, 1888. | pressure in its seat. The union would | seem to make a tight joint with compara- We show on this page one of a line of | tively light pressure. improved pumps for drainage, dredging | and other similar purposes, built by the | Morris Machine Works, of Baldwinsville, | “ N. Y. It is known as their No. 12 direct | Lodge, Davis & Co., of Cincinnati, connection pump for irrigation and drain- | Ohio, are building a new 38-inch lathe age, and was originally intended to be used | which embraces several novel features. as a bilge pump for use on vessels. Hav-| Among these is the depth of bed, with ing a capacity of 10,000 gallons per minute | liberal amount of metal in the upper and Improved Drainage Pump. Sennen nen A New 38-Inch Lathe. GK either direction. There is also automatic cross feed, these two feeds being so ar- | ranged that one cannot interfere with the | other. The feed rod may be driven by ceearing when desired, so that feeds can be obtained, ranging from 100 per inch Ito 5 per inch, in either carriage or cross cally disengaging the feed it was thought that it would serve a valu-| lower portions especially, and having the | able purpose in case of collision. vil of DRAINAGE PUMP, BUILT BY THE MORRIS MACHINE zontal engine is used for driving. It has|crossing each other, a 17-inch cylinder, with 10-inch stroke, | secure rigidity in and can be safely rua at a high speed. | well as other strains. The head stock has The whole outfit is compact and substan- a bearing upon, and is bolted securely to, tial. the bed throughout its length instead of a ~ at the ends only, and the inside web is car- Metallic Wire-Packed Unions.—Mr. | med up as near as possible to the back John A. Prindle, of the Worswick Mfg. | bearing, which has to resist the thrust. Company, Cieveland, Ohio, has brought The spindles are of steel, the main bearing out a novel and effective wire-packed | being 52 x 9 inches and the back bearing union for pipes, &c. The essential feat-| being 5 x 74 inches. The tail stock also ure of the device consists in a recess in the | has a bearing on the bed along its entire union with its intenor wall perpendicular length, and is clamped by four bolts. For and its exterior wall inclined and a met-| convenience in handling it is provided allic wire packing with open ends, con- | with a crank handle, by means of which, forming in size and shape to this recess. in connection with a pinion. the feed rack The wire is preferably brass spring wire, is employed for moving it. In addition and is bent into circular form. The ends to the inherent stiffness of the saddle the of the wire are dressed accurately, so as to. apron is secured to it in such a manner as abut fairly, the wire being of such length to still further stiffen it. The compound that the ends meet when it is laid without rest has automatic feed at any angle in i WORKS, | | feeds. No worm gear is used in the ear- riage apron. The feed rack is cut of steel. A stop is provided for automati- at any prede termined point. The lead screw, as in all A hori-! two sides tied together by diagonal braces! lathes built by this firm, is inside of the mith f on BALDWINSVILLE, N.Y. the object being to| bed immediately under the inside Y and resisting torsional as' nearest the point of resistance. The nut is in two parts, which close upon it in the }usual manner, working in a box, which forms a support for the screw as well. | The screw is of steel, and geared to cut from 12 threads per inch to one thread in 2 inches. The nut, as well as all manipu- lations of the feed, including the reversal, is operated from the front of the carriage, special attention having been paid to ease and convenience of handling. <A steady rest accompanies the lathe. It has four jaws, and is proportioned in keeping with the general design of the lathe. The countershaft hes tight and loose pulleys, 24 inches in diameter for a 4-inch belt. The lathes are made with various lengths of beds, advancing by 2 feet up to 24. The weight with a 12-foot bed is 12,000 pounds. ao outlets dl we mat ae me . ~ aa (ec meow : "a = “dd a 4 a. aw Wee ee ee ee ee : _ a — = on SS eee 890 ——— THE IRON AGE. Collieries Between the Cumberland | this great geological age-mark demon-| River and the Tennessee Valley. The Cincinnati, New Orleans and Texas -acitic Railway passes over and alongside greater areas of coal and iron-ore bearing land than any railroad in the United States, Coming from Cincinnati it enters the great Cumberland coal tield, a mile south of the Cumberland River, thence for 91 miles its track is entirely upon coal - bearing trata, and thence for 72 miles fur- eher south its track is never over a mile from coal-bearing strata, and a less distance from the well-known persistent vein of red fossil iron ore. * Then passing Chattanooga and Wauhatchie for 198 miles, one side or the other, and fre- quently on both, are within 1 to 2 miles of veins of iron ore and coal. From Emory Gap to Dayton, 41 miles, is an unbroken vein of iron, ranging from 3 to 5 feet in thickness, and while it exists in many hills high above water level, actual min- ing operations have proven that it exists without diminution in quality over 225 feet below water level. When the Cincinnati Southern ‘was | originally planned it was thought that Cincinnati might regain the trade which | Louisville had drawn from her. A few | enthusiasts told of the coal and iron, but the practical merchants of the Queen City | thought that a mere nothing. Selling | goods and buying produce was in their | minds and eyes, yet it is probable that one- third of the traftic of the road is on these minerals. The facts which have been stated as to the Cincinnati-Southern Di- vision are also true of the Alabama Great Southern Division, the coal, however, being nowhere in such close proximity to the ore, but the amount of ore is much greater. The vein of ore is continuous for very nearly 198 miles, and is at some points on both sides of the line, and is for a long distance from 20 to 25 feet thick. We have stated that the line of the Cin- cinnati, New Orleans and Texas Pacific enters the coal-bearing strata about a mile south of the Cumberland River. The coal in section belongs to what is known in geology as the sub-conglomerate coals, being those seams existing in the shales and sandstones, between ‘the lowest and great- est comglomerate and the limestone. These coals are wanting in many sections of country, but in the region now alluded to reach an unusual degree of excellence and regularity. The coal from what was called the Cumberland mines, on the river above the railroad bridge, was for many years boated down the river to Nashville, where it sold in the market for considerably more | than any other coal. The first mine on this railroad is at Happy Hollow; the ele- vation of the track there is 998 feet above sea level, and the coal seam is higher. The first well-defined show of the conglomerate is at Flat Rock, ten miles south of Happy Hollow. The track is there immediately upon it, and its eleva- tion above the sea is 1300 feet. There is a general dip of all the strata and of course of the coal seams to the southeast. The elevation of track at Greenwood, three miles south from Happy Hollow, is 1200 feet, the Greenwood seam is a little higher, but the Beaver Creek mines are much lower. The natural inference from these data would be that the coal of all these mines, Happy Hollow, Greenwood, Beaver Creek and Barren Fork, are all below the great conglomerate which shows so plainly and so massively at Flat Rock. As there has never been any thorough survey of the Tennessee coal field the exact dip of the strata to the southeast is not known, but it disappears forever among the horizontal strata after its well-defined appearance at Flat Walden’s ridge. 100 feet | Rock, but is to be found in the vertical pitched-up strata of The disappearance of | strates the fact that all coals to the south- east belong to the series above it and may be more certainly depended upon for | permanence in area and regularity in thick- ness. As already stated, the first mining operation on the line of this railway com- ing from the north is that of the Cleveland | Coal Company, at Happy Hollow. Com- pared with many others this mine is small, but there are none anywhere more elegibly located for handling coal quickly and cheaply. The track which goes to the| coal-tipple is only 400 yards long, and the main entry is only about 150 feet from the top of the incline. The seam of coal ranges from 3} to 4 feet in thickness, There are three entries into the mountain. The output is now about 150 tons per day. Fifty miners and 16 outside men of all kinds are employed. This mine is 1724 miles from Cincinnati. The chief market of their coal is Kentucky towns and cities. The capital invested amounts to $50,000. The next mine is Greenwood, 175} miles from Cincinnati. This was one of the first | mines on the road, having been opened in | 1878, and it has been worked many years with varying fortune. The Greenwood /seam of coal appears to be diffe — from | any other in the neighborhood; it is in an | isolated series of knobs. In and Basted this /mine about 440 men are employed. From Greenwood Station a wide gauge railroad runs down 64 miles to Beaver Creek, where | there is another mine owned by the same company. At this place 65 men are em- ployed. Two miles east of Beaver the /same company is opening a new mine, with which it is connected by a narrow gauge railroad, This coal and that at Beaver is much lower than the track at Greenwood, | therefore the cars are lifted up to a tipple on an incline. Three steam engines are used in getting the coal from the mines to the main line at Greenwood. The total product is about 280 tons per day, of which Greenwood supplies about 180 tons. The entire output is taken by the railroad for its own use, The area of land owned by this company is 20,000 acres. The coal of the new seam being opened by this company is said to be identical with the famous Cumberland coa! previously al- luded to. An incident of the peri!s of old boating times is related by ohe of the men at the mine: On one tide 24 boats started out loaded with coal and only six reached Nashville. The great trouble lies with the falls of the Cumberland. A peculiarity in mining this coal is that no powder is used, the coal being prized out in cubical blocks. The seam will average 4 feet in thickness. The next mine is Barren Fork. It it ‘about 3 miles from the main line of the road, and i is near Flat Rock Station. At |this mine machines are used for mining. The output is about 10 cars per day, w hich is entirely sent to Kentucky markets, The Hellenwood Mine is 211 miles from Cin- cinnati in the State of Tennessee. It is | the first of the mines that may be assumed to be above the great conglomerate. As the line of road comes into Tennessee, there is to be seen on the eastern side, rising to avery high elevation, a series of peaks and ranges, all of which contain coals above the conglomerate, and many rising high enough to contain some of the upper measure seams. This is especially true further south on the line, as in Morgan County only a few miles east rise the high mountains of the Crooked Fork country, which contain many valuable seams of coal. The Hellenwood has been opened for many years and worked with poor re- sults. It is now leased by Mr. Fry. The ‘cause of former trouble was a seam of bony coal in the middle, which was very hard to get rid of, but Mr. Fry writes that this has almost entirely gone out. The | output is now about 60 tons per day. From 18 to 20 men are employed. This December 138, 1888, Seen _—_——_}])_——$———————$—————————— mine is owned chiefly by parties in Chatta- nooga. The next mine is near Robbins Station, 218 miles from Cincinnati and 117 miles from Chattanooga. is known as the on Coal Mining Company. The same seam of coal js worked here as at enna, The mine was opened July, 1887, and they have driven ina main entry 2500 feet. The seam ranges from 3 to 4 feet in thic ‘kness, The output averages 240 tons a day; 70 miners and 30 outside men are employe d, The property is owned by persons in Chattanooga. It is their intention to erect ovens and manufacture coke. At Hoff- man’s Switch a small operation has been commenced, which will be of considerable importance when gotten into the hands of persons with capital suflicient to dev elop it. It is called the Ottburg Coal Com- pany, and they have a lease on 1000 acres at the remarkably low price of $100 per This operation | year. The largest coal-mining operation on this division of the Cincinnati, New Or- leans and Texas Pacific Railway is that of the Glenmary Coal and Coke Company. The mines of this company are located near Glenmary Station, 223 miles from Cincinnati and 112 miles from Chatta- nooga. The mines are 7300 feet from the main line, near the station-house. Of this distance 3500 feet is a standard gauge railroad to the coke ovens and tipple; thence a narrow gauge 3800 feet to the main entry. This mine was opened in 1880, and had a somewhat precarious ex- istence for some years, but has been made a success under the excellent management of Col. John H, Clarke. The stockhold- ers of the company reside principally in Kentucky, but some are in Chattanooga Mr. Geo. W. Darnell, of Lexington, Ky., is president of the company, and Colonel Clarke is still superintendent. In 1881 there were shipped from this mine 45,000 tons, and 175 hands were employed, no coke being made. For the present year, 1888, the shipments of coal will average 400 tons per day, and of coke from 65 to 70 tons per day, while an average of 300 miners and 100 outside hands are em- ployed. The length of the main entry, out of which the coal is brought, is but a poor indication of the system of underground railways inside, it being only 3300 feet, while one cross entry is 5000 feet long, and the total length of entries is 7} miles. The seam of coal has improved in thickness the further under the mountain, and at 3000 feet is very regularly 4 feet thick The coal is all brought to this main entry by mules, thence it is pulled out by wire rope. When ‘‘a trip” of 50 to 60 cars is made up, the little locomotive on the nar- row gauge hauls them down to the tipple. In this handling so large a quantity at a time is one secret of the profitable opera- tion of the mine. This coal is very highly esteemed, and sells readily everywhere from Lexington, Ky., to Macon, Ga. The coke made is probably the best south of Virginia. Large quantities have been sent to Colorado and Arizona, It is made entirely from un- washed slack, and its analysis shows: Carbon, 91.00; ash, 9.00, and sulphur, 0.480. The company have not gone into the wild craze, too common in the South, of owning a large acreage not available for many years, but own only 3000 acres, a very large proportion of which carries the seam they are now working. This is the last mining operation imme- diately on the road line until the railway passes into the Tennessee Valley. nn It is estimated that nearly 40,000 square miles of the State of Colorado are under- laid with coal, embracing every variety, from the soft, clean and beautiful lignites to the highly bituminous, semi bitumi- nous and all grades of anthracite. December 13, 1888. THE IRON AGE. 891 New Stationary Blast Forge. | The accompanying cut illustrates a new stationary blacksmith’s forge, which was especially designed and built by the Buf- | falo Forge Company, of Buffalo, N. Wai for the Burton Car Company, Witchita, Kan., to meet their requirements for extra heavy work. It has a large deep | tire-pan, 62 x 48 inches by 10 inches deep, | with fire-pit 4 inches lower still, giving a depth of 14 inches from top of bowl to bottom of fire-pit, thus making it especially adaptable to handling large and heavy work. For light work the gates on side can be opened and fire lowered 4 inches. The tuyere iron is extra heavy with a 34-inch blast gate, fitted with an improved anti-clinker tnangular ball for regulating the blast, and is designed especially to withstand heavy service without burning out. The water and coal boxes are cast in one piece with the fire pan, with a sloping partition dividing the two for easy re- moval of coal. Although the patterns for these forges have been completed only a short time, we understand that they have NEW STATIONARY BLAST FORGE, COMPANY, BUFFALO, N. Y. already been supplied to the American | Brake Company, St. Louis, Mo.; Bing- hamton Wagon Company, Binghamton, N. Y.; Mexican National Railroad Com- | pany, and others, thus indicating their advantages for wide range from light to heavy work. — —— Wind Pressures on the Forth Bridge. Mr. I. E. Tuit, of the Forth Bridge Works, writes as follows in the Scots- man with reference to the effect of the | recent gales in Scotland on the Forth | Bridge: That the high winds that have prevailed | for the last few days could in any instance have been serviceable is not easy to be-| lieve, yet they should be the means of in- | spiring confidence in a great number of | minds when it is known that the Forth | Bridge has withstood their power without | sustaining the least damage. Of course | some part of the timber stagings used for the oe of erection, and also small wooden houses built for shelters for the men, which were situated on exposed | parts of the structure, have been damaged; | but the steelwork of the bride itself has not | suffered at all, and although about 100 cranes are distributed over the work, not one has sustained any injury. The total damage, indeed, can be made good with two loads of boards. | Engineers and others, who have taken special interest in the work, and who know that a wind pressure of 56 pounds per square foot has been allowed fer over the whole structure, would not expect any other result; but tothe uninitiated the gale | ; Should certainly be reassuring. It is greatly owing to the necessity of providing for a large wind pressure that the bridge presents such a massive appearance, for the surface exposed to wind action is so large that there isa pressure of 8000 tons allowed for between the two cantilever end piers, due to wind alone; the stresses on the steel, however, from this and all other causes do not exceed one-fifth of the amount that would actually cause any part to fail. The method of recording the force of the wind at the works is very complete. On the Island of Inchgarvie are placed | three wind gauges or pressure boards, the larger one, 300 square feet in area, 1s fixed square to the east and west winds, and of the two smaller ones of 14 square feet area, one 1s fixed as above, and the other is free to swivel square to the wind in any direc- BURFALGO FORGE GQ. so CESS eM\ ls 6 BUILT BY THE BUFFALO FORGE tion. There are, in addition to these, some half-dozen others distributed over the | works. The greatest pressure recorded during the present gale was on Friday, the 16th inst., when it was 27 pounds per square foot on the large board of 300 | square feet area; 41 pounds on the small fixed; and 35 pounds on the movable boards. The wind, being southwest, did not strike the fixed board at right angles. At the other parts of the bridge an average pressure of 32 pounds per square foot was recorded. It will therefore be seen that the greatest pressure during the present gale, as recorded by the largest pressure board at the bridge, was not quite half that which has been allowed for in propor- tioning the various members of the Forth Bridge. < canine 3 T. H, Carter, Commissioner of the Southern Railway and Steamship Associa- | tion, has issued the tollowing circular: ‘*T am advised by a number of the furnace | companies that it will be impracticable to report sales of pig iron within three days from date thereof, and there is a general expression of opinion from furnaces thus far heard from that the time within which sales may be reported should be extended to ten days, instead of three days, from date of sales. My letter of the 17th inst. is, therefore, modified so far as to allow, when necessary, as much as ten days from D date of sales. The term ‘regularly authorized agents,’ used in the letter, was |intended to apply only to agents who are | Practically otticers of the furnace com- panies, and not to commission merchants, who are, I suppose, in a certain sense agents for all the furnaces. To avoid duplicate reports or misunderstandings of any kind, it is desired that sales made by commission merchants shall be reported through the furnace companies for whom they are made.” - EE Rope Driving. There are three types of grooves used in various works—one is the U-shaped groove for binder pulleys only, where the rope rests in the bottom of a semicircle large enough to hold it; another is the Y-shaped groove, and a third is where the groove is approximately in the shape of an ellipse, the radius of the bottom groove being about 60 per cent. of the radius of the rope. The speed of such ropes is limited to about 5000 feet per minute, at which | velocity the centrifugal force becomes a | very important element in the capacity of the system for the transmission of power. The working stress of the ropes varies | very widely in practice. As high as 500 or 600 pounds have been applied on a 2-inch rope, although the best practice limits the stress upon such a rope to about one-half of that amount. The fol- lowing figures give the result of what has been shown to be good practice: Working Working Diameter stress on | Diameter stress on of r¢ oe one rope. of ropes. one rope. Inches. Pounds. | Inches. Pounds. 114 WT, 2 1-16 256 1 11-16 220 2 1-16 330 134 27814 2 1-16 349 134 330 2 205 134 563 | 2% 350 The advantages claimed for rope driv- ing are the absence of slip, the ability to turn the corners and to run to any desired distance; the cheapness of cost, it being about two-thirds that of leather, and also economy of maintenance. On the other hand, it is claimed that the mechanical efficiency of rope driving is not so high as by belt driving, that the power required to press the rope into the grooves, and then to pull it out as it leaves the pulley, is a large element in the problem, and also that the ropes are subject to a greater de- gree of wear than is estimated by their advocates. “There is also a difference by reason of the fiber used, and ropes made |of manila will not give results equal to |those of cotton, unless the manila has ' been laid and treated especially for the purpose, Sc — | | The contract for the ironwork of the | reconstructed Chamber of Commerce build- ling, on the corner of La Salle and Wash- }ington streets, Chicago, has been awarded | to Vierling, McDowell & Co., of the same |city. They have sublet the contract tor | the beams, girders and other wrought work | to Jones & Laughlins. Steel alone will be | used, and from 1200 to 1500 tons will be |required, The original building has been |remodeled to contain five stories, and a | new superstructure of eight stories and an |attic will be added. The whole building will then consist of thirteen stories, a base- |}ment and an attic, and will be one of the | tallest buildings in Chicago, or probably | the tallest. The alterations are to be com- pleted by the ist of August next. The | building will be exclusively used for offices. Baumann & Huehl are the archi- | tects. The Chamber of Commerce Vault | Company are the owners. | The connecting-rod of the new Puritan jis a forging 40 feet long and weighing, finished, 21 tons. lie + lll ene enh deminer =. WA eae re) ee | tM es pees te id) ao i ile, < ‘ oe in & Gate Wese, ae A @e1 sm ~~ os ~~ ne <4 eee: “ Seared _ > on a 4. 48 = CCW edad aed A re) A RA 2 CRE RE BO PE a 6 OS _ ARAB AY 4 ME EE 6 EE NS el a NC ey ce ce ce a tm « TOC <rErEraeeTS Te: re , 3 & e “2 yy ath 32 J i a = : oe dee ew we Pe ew z S = o Ti 3 cod z rt J ” cs a sw. ) Wier (weit ; (S's +e ee. ie ee a ee ee PLETE TT LE LEO LLL A <.. h ~~ « Aus J ‘Ss me > as oe 7 ss & Sir Se BE KF rite 2 ey amo J - wee : i s Be - a ie - - Se att 5 SEE Hie — * ae = Es @ as 7 ~“ . a 2 ke a SESS Y s _ i — Kan ae 892 Copper for Electrical Purposes. Referring to the Elmore process of turn- ing out elecrically deposited copper pipes, Engine r ing Says: The advantage to be derived by obtain- ing the best copper was perceived in the early days of submarine cable enterprise, and over 20 years ago Dr, Matthiessen car- | ried out a series of careful and valuable | experiments in order to fix a standard to | which the various samples of commercial | copper could be referred. By using e ‘lab- | orate precautions he obtained the purest copper that was then practicable, and de- | termined that a pure hard-drawn copper wire 1 m. in length and 1 gram in weight | should have a resistance of 0.1469 ohm at | the temperature of 0° C. This standard | has been in use up to the present and has been believed for many years to be the ex- treme limit of conducting power for cop- per. But, owing to the great care that has since been bestowed by copper manu- facturers, this standard has occasionally been surpassed, and by the introduction of the improved method under consideration has been rendered obsolete. Some of the early cables possessed a very low conduc- tivity,,but year by year steady improvement has been shown, until at the present date | copper having a lower conducting power than 96 or 98 is rarely accepted. In order to obtain the best quality of copper for cable and other electrical pur- poses the practice of late years has been to get electro-de posited copper in the usual manner, and then to exercise the greatest possible care in melting it for casting into ‘* wire bars,” which are then drawn into wire. A very small amount of an impurity, such as arsenic, antimony, sulphur, phos- phorus, &c., gaining access to the metal at once greatly reduces the conductivity. At Birmingham, Swansea and other places dynamo machines and tanks are at work depositing scores of tons of copper weekly, but the metal produced, although pure, is of the usual granular or crystalline text- ure of electro-deposited copper, and pos- sesses very little tensile strength and co- hesiveness. Therefore, as above stated, it is necessary to melt it into ‘‘ wire bars,’ and even if the greatest care 1s exercised the metal must deteriorate in the process. The new method has the important ad- vantage that impurities have no oppor- tunity of gaining access to the metal. By the nature of the process it is ne7essarily and unavoidably pure, Special machinery has been arranged so that an electro-bur- nished tube of any desired length, diame- ter and thickness can be cut spirally into a square wire, which can then be drawn down in the usual manner to any required diameter, The wire being drawn directly from the electro-burnished tube obviates entirely the necessity for melting, and thus constitutes altogether a new departure in the manufacture of pure copper wire, Some of the tests to which it has been subjected are very interesting. Two large coils of the new wire were taken, the wire of the first having a diameter of 0.113 inch (about 12 B. W. G.), and the second a diameter of 0.05 inch (about 18 B. W. G.), both being extremely hard-drawn. In order, however, to be perfectly satisfied | that the practical limit of hardness had | been reached, the larger wire was drawn | through 13 holes in a draw-plate (the last hole being of agate) without annealing, | working full time, until the diameter of the wire was reduced | to 0.057 inch. Its hardness may be judged of by the fact that the breaking strain was | 29 tons per square inch with an elongation | of only } per cent. The No. 18 B. W. ¢ wire had a breaking strain of nearly 29 tons per square inch, with an elongation of | only § per eent. When these wires were | annealed they showed an elongation of 25 | to 33 per cent. before breaking. The hard wire is admirably adapted for overhead telegraph wires, possessing tle THE TRON AGE. —_— conductivity. T he efficiency ot dynamo machines and electrical instruments can be increased because a greater number of **ampére turns ” can be got within a given space. The copper tape or ribbon used so extensively for lightning conductors can | be cut direct from the tube of any length and sectional area by the special mac chinery before mentioned, A —— Lister’s Tuyere Iron. sSers data : . ‘ . aven- | Messrs, Peter Lamp & Co., of Daven | officer, who devised it with the primary port, Iowa, have just brought out an ‘improved form of tuyere iron, of which we annex a cut. This clearly explains the construction adopted. No, 2 is the air chamber; 1, the tube where the blast is forced in from the _ bellows; 3, the air passage where the arrows are marked, and through which the air is forced up into the basin; 6 shows where the fire is placed; 5 is the cup which is by a rod, 4, crossbar 10 and runs down through the bottom of chamber 2, and is raised and lowered by lever 9. The latter is held in place by post 8; 7 is a tube put in close at the bottem of the chamber, so as to blow out any particles of dust or melted iron that might overflow the cup. This tube is stopped up with a plug when the fire is being used. When the fire is Lister’s Tuyere Tron. not in use the plug is removed, and draft enough will pass through the tube and up the chamber and into the fire, and will, it is claimed, keep the fire alive for two or) By removing the plug the | claims that by making the zig-zag tubes . 5 three hours, fire is always ready for use. No. 11 is a check-valve placed close to the nozzle of | the bellows, so that the cup 5 can be set in a fixed position, and the blast can be kind of work. The flange around the basin is left with a flat surface, so that a| wrought-iron band can be shrunk on to prevent the casting from cracking with the heat, making the whole tuyere iron more lasting and dur: ible. The device is made is five sizes, the smallest for use by common horseshoers, and the largest in railroad shops, &c. It is in use at the United States Arsenal, Rock Island, Ill. _— ee — There were up to last June three blast furnaces in operation in all Canada. | Within a year from now there will be ten Two of them will be situated in Montreal, and the other five scattered, principally through western Canada. The Pittsburgh 7imes says, the places where they will be located are so far kept quiet, as the contracts are not yet definitely concluded, The principal firms so far interested are J. P. Witherow jand the Swindell Construction Company. The Pratt & Whitney Company have lately put on the market a most ingen- iously designed automatic grain scale, which will be found a very convenient machine fcr warehouses, mills, elevators and other places where means of weighing grain quickly and accurately are needed. A large bucket hanging in a frame receives | the grain, and when a certain weight is in | regulated by the check-valve to suit the tion of sediment. December {3, 1888, | two requisites of great stre math oil high |the stream is automatically shut off and ‘the load dumps the bue ket. No springs of any kind are used in the machine, the movements being operated by gravity alone, I The Temple Water Tube Boiler. A recent issue of Zndustries contains il- lustrations of a type of water tube boiler which, although introduced in France more than two years ago, is but little known in this country. It is the invention of M. Felix du’ Temple, a French naval object ot replacing the boilers of the loco- motive type generally used on torpedo | boats. The boiler was first tried on the torpedo boat No. 20 in the French navy, ;and appears to have given complete satis- |faction, inasmuch as 27 trial runs were made with this boat without necessitating repairs of any kind to the boiler; and in view of this performance, the French Gov- ‘ernment have ordered a 500 horse-power placed under the basin, and is held in — e | boile= of the same type, for their torpedo | boat No. 54. The heating surface consists | of a large number of drawn steel tubes 0.4 ‘inch in external diameter, and bent into a zig-zag form, with their upper ends con- nected to a steam collector, and their lower ends to a rectangular water tube. The latter is outside of the furnace; but the steam collector is heated by the escap- ing fire gases, by which means thoroughly dry steam is produced. The boilers are made either with two water tubes or with one water tube only, and are accordingly classed as double or single boilers. The furnace of the boiler is protected by a fire- brick setting contained in an iron casing, which is carried up and forms the bound- ary of the flues. The feed water is intro- duced at the forward end of the rectangu- lar water tubes. These tubes are also joined by a breeches pipe in front with the lower part of the steam collector. As the water in the small tubes is evaporated, ;and ascends in the form of steam into the | collector, its place is taken by water flow- ing down the breeches pipe into the hori- zontal water tubes, and thus a very efficient circulation is kept up. The inventor ‘very small in diameter the danger “of any of these tubes exploding is greatly mini- mized, while the rapid circulation due to the small diameter prevents the accumula- The deposition of sedi- ment is limited to the collector and rectan- gular water tubes, and can be removed by the blow-off cock shown at the back of | the boiler. The zig-zag shape of the small tubes provides for their expansion and contraction, without putting any sensible 'strain on the other parts of the boiler. Owing to the small quantity of water con- tained in the boiler, steam can be raised very quickly. The inventor claims that a 500 baepeawer boiler can be put under pressure in three-quarters of an hour, and that its total weight does not exceed 54 tons, or about 25 pounds per horse-power. —_— hc In relation to the reported delay in the work upon the battle-ship Texas, Secretary Whitney says the plans of that ship are not wrong in any respect. After Mr. Bryce- Doug! as, the great engineer who designed the engines of the Etruria, went to the Barrow Shipbuilding Company as design- ing engineer, he began to overhaul the designs of the Texas, and asked for more displacement. The Department deemed it wise to add to her length from 10 feet to 15 feet for the sake of getting more speed, With the 10 feet additional length the Texas will be only up to the displace- ment of the Maine, her sister ship. The delay in her construction, Secretary Whit- ney says, is rendered necessary by the fact that the new tools and machinery have been delayed in delivery. D.cember 13, 1888, THE IRON AGE. The Deane Duplex Pump. We illustrate on this page a duplex steam pump, as built by the Deane Steam Pump Company, Holyoke, Muss. signed for fire service or other uses where a heavy and uniform pressure is required. Prominent features in this design are strength, compactness of arrangement aud convenience of access to the working parts, When used upon sprinkler sys- tems an automatic device can be obtained with the pump for controlling its action. The*internal arrangement of these pumps It is de- ! , 40-ton guns which are to be exhibited by | the Minister of Marine. The track will be | of the Decauville system, the steel rails | being riveted to steel cross-ties. A part at least of the line will be laid with the | ** portable ” track. aadic a Iron Making at Bilbao. <cceilipiia | One of the British consular reports con- tains the following data in iron making at | Bilbao, Spain: The Altos Hornos Com- pany have three blast furnaces, producing | s Fig. 2.—Longitudinal Section. THE DEANE DUPLEX PUMP, BUILT BY THE DEANE STEAM PUMP CO., HOLYOKE, MASS. is shown in the sectional view. In the on the average 1800 tons a week, and ex- steam piston may be seen the means for | port only the quantity produced in excess adjusting the packing rings. The action of the valve motion is also clearly indi- vated. In the water cylinder, it will be noticed that all the passages are direct and of ample size. —— Small compound locomotives are to be used for hauling freight to the Paris Ex- position of 1889. M. Decauville, the builder of portable railway plant and equipment, has issued acircular stating that there will be about 124 miles of track of 22.68 inches gauge laid with rails weighing about 14 and 20 pounds per yard. The cars will be hauled by compound engines weighing $4 tons empty and 12 tons in working order. Over these lines will be transported the | of their own requirements. To make 1 ton of pig iron requires from 17 to 18 ewt. of coke. The San Francisco Com- pany have four blast furnaces with 13 Whitwell stoves. The pig iron produced ;amounts to 1200 tons a week, requiring from 19 to 20 ecwt. of coke to the ton. The Vizcaya Company possess twv blast furnaces, producing 1200 tons of pig iron 'a week, requiring about 18 ewt. of coke In 1887 the exportation of pig | per ton. iron from these works increased by 76,368 tons, or 1784 percent. Of this amount seven-tenths went to Italy, one-tenth to France, one-tenth to Russia. The above , three works formed a syndicate for the sale of pig iron in Spain, but the associa- 893 | tion broke up in February last through the | Vizcaya Company producing in excess. The export of pig iron will probably fall |olf through producers not being able to ‘compete in foreign markets—Italy ex- cepted—and through the home demand, | Bilbao pig iron having already driven out ‘the English. The attention of producers |is now more particularly directed toward | promoting in the country various metal- lurgical industries. The Altos Hornos Company, established in the year 1885, built the first Bessemer mills and rail mill. The works are now busily engaged for home supply, and al- | ready rule the home market. During 1887 the company were also putting up new |plant for making open -hearth steel | plates. The Vizcaya Company are }erecting plant for a similar purpose, and also for the manufacture. of galvanized buckets, sheets, tin plates, &c., a new in- dustry in Spain. Itis doubtful whether, in spite of the duties protecting this in- | dustry, it will be able to compete with English manufactures. The Spanish Gov- | ernment have called for tenders for the con- struction of three cruisers, on the under- standing that preference would be given to local shipbuilding yards, foreign or native. The offers are three from the Bil- bao iron works, two English and one ‘French. Without waiting for the de- cision, an English company, the Naval Construction and Armament Company, have commenced the construction of a shipyard close to the Altos Hornos works, relying on the support of some Spanish firms, and expecting to obtain orders for cargo, mail and passenger boats from the steam navigation companies in Spain. From the many new lines of railway, the animation of different industries and the general satisfactory prospects there ap- pears to be a good field for British enter- prise here. Except mining, all industries in the Basque provinces are exempt from taxation, and foreigners enjoy the same im- munities, privileges, &c., as natives. Many of the frontier mines in the districts of Galdemes, Gallarta and Sommorostro, hitherto contributing largely to the ex- portation of ore, are becoming exhausted, and probably will be worced out in a few years. As they decline rich mines in the adjoining Sopuerto district will be devel- oped. Extensive preparations are being made for their working and the shipment of the ore via Castro, Povena or Bilbao- luir. The most, favored project of several is to | bring the Santander Railway to Bilbao via Trucios, through the Sopuerto Valley— 12 miles—and join the Deputacion Railway. If the scheme does not succeed capitalists and mine owners of the district purpose to make this railway by a private company, and in anticipation some mine dealers are getting hold of mining prop- erties. Capitalists should be on their guard, and satisfy themselves through trustworthy sources as to the real owner- | ship, importance and value of any mining property offered for sale. The works for the construction of a port outside the bar are to be commenced according to the plans, and under the direction of the en- gineer of the port, Don Evaristo de Chur- ruca. The port, though not so spacious as those proposed by Sir John Coode and Mr. C. Vignoles, will be one of the finest |commercial and naval ports in the world, | and a harbor of refuge for the whole of the | Cantabrian coast. A breakwater is to be made from the southwestern coast, starting ‘at a point 2025 yards from the old signal tower of Portugalete, running 1n a north- westerly direction 1039 yards, then turn- ing at an angle of 160° for a distance of 547 yards. From Begona Rocks, on the northeastern side, a counter breakwater is to proceed in a west-southwesterly direc- tion for 1172 yards. The entrance will be between the breakwater and counter-break- ne “~ ex Bln Ce ~- | (itt a, SA Mah R% RR OR AI ak. ae Wl a SE lh cb a ca ol SO a | [ee he Tee Re a A i Car ce 2 ee er er — , ‘ +O Stee, Ebr etal aed a ie Se ee SP) Wier za.) i Rees a See - MR 4 od ~ aS. i 2 : : A : ~ : 4 i mR oa ve ae ~ eee wesn, - ee ee ee s ne ao T it | | é Ny —— wa wr. =~ “ta é a, a a = a ‘Sidi TRBAALLH A Z sw. fa Z THE IRON AGE. water, face toward the northeast, be 2000! feet wide, and have a depth of water at, low neap tides of from 39 feet 6 inches to 49 feet. The available space for mooring purposes, &c., will be 1540 acres on each side, and the estimated cost of the works is £1,200,000, to provide which the Span- ish Government has sanctioned a duty of 24d. per ton on iron ore exported, and granted an annual subvention of £10,000 for 12 years, the remainder being made up _ by the local municipalities and provincial deputations. — — The Keystone [ron Works. We present on this page a general plan of the new works of the Keystone Iron Works Company, of Kansas City, Mo., builders of boilers, engines and general machinery, and also manufacturers of or- namental iron and brass work. The en- graving explains the whole arrangement, and calls for little remark. The new works are practically com- pleted, and ready for occupancy, the com- pletion of railroad facilities being the only thing which is now awaited before removing to the new establishment. A new 120 horse-power boiler has been put in, and a new 100 horse-power automatic engine for general power purposes. The foundry is equipped with a 35 horse-power engine and boiler combined. A new 30- ton cupola has also been erected here, and the machine shop has been equipped with a very complete set of tools. It is the in- | tention of the company to have a full line of traveling canes and trolleys for hand- ling all their work. When in full blast, the works employ 400 men, and are pre- | pared to make the largest and heaviest castings required in the West. We need simply add here that the office building is two stories high, and contains accommoda- tions for the drafting department. The | works are now supplying material and machinery as far West as Idaho, and as far East as Buffalo. —_————— A Curious Panorama. A curious panorama is to be’ provided at | the Paris Exhibition next year by the Compagnie Générale Transatlantique, to represent its fleet of steamships. The panorama, or, as we have been taught to eall it, cyclorama, is to be painted by M. Poilpot, who, according to the American Architect and Le Génie Civil, has already painted such views to illustrate the War of Secession in the United States, and, for all we know, may be identical with the eminent M. Philippoteaux, familiar to the American public as the artist of the ‘* Battle of Gettysburg,” the ‘‘ Siege of Paris,” and other cycloramic works which have made the tour of the United States. The Compagnie Transatlantique’s cyclo- rama is to be mounted in a circular build- ing by itself, and affords some novel effects. The spectator, on ascending the stairs, emerges upon what appears to be the deck of one of the newest and largest steamers of the fleet, the Touraine, which is now in process of construction. Around him are masts and rigging of the vessel, and he can hold by the shrouds and look over the bulwarks at the sea, which. ex- tends to the horizon. On one side can be discerned the red roofs of Havre, and lying at anchor at different distances are the other ships belonging to the company, while the illusion is hightened by the mists which obscure the background. In order to sur- prise and dazzle the spectator, which is important to the effect of a panorama, an ingenious device is used to detain him in the dark passage-ways leading to the fictitious ship's deck, in the shape of dioramas, or illuminated pictures, to be | looked at through a lens fixed in the side December 13, 1888, LOT LINE YARD I Sass ee ee < —-49 71g ’ FOUNDRY A Saas ! i S c ‘ I O = is CAR ROOM | = a Us ¥/ ae BS : i <a ° c 3} CAR ROOM < c \ — —— o 35 - - —- - —b r = i | A ™- ' | | | | a et : °o a i | | = . c % = > j z i x ‘ ad wa oO R 5 Fr fF | See f < - » a | i : mum. + 3l 6 { =— | ENGINE & ‘ A | MB eracksmitH © gar | 8 SHOP ? WARE ROOM iD iicinnsisinnsinninintes eieintiniiiiieaiatima MU. CITY., KANSAS COMPANY, IRON WORKS . 4 OF THE KEYSTON WORKS NEW OF PLAN GENERAL c a gf Oo m orm iL. December, 13, 1888. of a box. Seven of these are provided, representing the ship-building yard of the company at St. Nazaire, the embarkation of emigrants, and various scenes on board one of the great vessels during a voyage. All of them are interesting, and the visitor moves slowly through the darkened pas- sage-way, looking successively into the | lenses, unfil his eyes have become ac- customed to the feeble light, and the pupil has on een so much as to be quite | overwhelmed with the brilliancy of the great cyclorama, on emerging on the plat- form. ——— Lake Ore Shipments. The Marquette Mining Journal, sum- ming up the Lake Ore season from the shippers’ standpoint, says : Lake shipments for the season are pract- ically at an end, and the figures show that the Lake Superior mines have sent more ore to market by water this year than in any previous year in their history. At this date a year ago, the last cargo for the season had gone forward. This year's shipments to date are 210,577 tons in ex- cess of the total for 1887, and this will be | slightly increased by a few cargoes yet to be reported from Escaraba, Compared with the shipments of 1886, the difference in favor of the current year is 1,107,248 tons. The rail shipments this year are known to be larger than ever before, so that it is en- | tirely safe to estimate the output of the Lake Superior mines for 1888 at 5,000,000 tons, or about 300,000 tons more than their production in 1887. The depression that prevailed during the earlier months of the season, and the improvement that set in later can be traced from the following figures, showing how the shipments of this year and last compared, month by month: On June 1 the mines were 90,837 tons behind the shipments by watcr on the corresponding date in 1887; on July 1, 161,905 tons; | The re-| and on August 1, 245,065 tons. action then set in, and September 1 saw the difference in favor of last year re- duced to 222,887 tons. By October 1 it was cut down to 139,880 tons, and by the | Ist of November it was not only wiped out, but a gain of 27,973 tons over last year had been made. This has since | swelled to 210,577 tons, with the ship- ments yet to be reported to be added, to make the full excess over last vear. | By ranges, the shipments are as follows: Range. 1888. 1887. Menominee ............. 1,111,220 1,154,110 PINGS 5k a5 0<e veers 1,815,402 1,755,528 | on ce Ginn eei vans 1,223,334 1,081,872 WIEN cx ceca eine’ 453,607 302,081 po) eee are ... 4,583,563 4,585,391 By port shipments have been: Port. 1888. 1887. ee eee 844,694 803,411 pS eer 2,181,452 2,072,708 | We NOR, oa i6'6 baw ces 107,399 91,544 | Ashland, Wis........... 1,016,414 1,040,727 Two Harbors, Minn.... 450,475 390,467 BO ils pis atsustns 4,600,458 4,508,857 Fourteen of the larger mines of the | Marquette, Menominee, and Gogebic ranges have shipped by lake this season a | total of 2,658,066 gross tons of iron ore, the shipments of each being as shown in the appended statement : Name of mine. Tons. Lake Superior, Marquette range..... 228,593 P. & L. A., Marquette range... ..... 225,414 Republic, Marquette range........... 201 582 Cleveland, Marquette range . 181,706 Champion, Marquette range ........ 167,143 | Chapin, Menominee range............ 267,729 Florence, Menominee range ......... Vulcan, Menominee range .......... Dunn, Menominee range............. 159,421 120,541 112,558 Iron River, Menominee range..... .. 107,148 Norrie, Gogebic range............... 379,204 Colby, Gogebic range................ 202,485 Aurora, Gogebic range..... ......... 176,777 Ashland, Gogebic range...... 141,218 MU riche ticKanceinsueeeswatien 2,658,066 IRON AGE. THE This is over half the entire quantity shipped by water this season from all the {mines in the Lake Superior region. The mines of the Vermillion range are omitted | from this enumeration of the larger mines | and their work, for the reason that we get jonly a ‘‘lump” report of the shipments from Two Harbors, Minn., and cannot, therefore, give the shipments of any of | the mines on that range separately. NEW PUBLICATIONS. NOTES ON THE COMPRESSIVE RESISTANCE OF FREE STONE, BRicK PrerRs, HYDRAULIC CEMENTS, MORTARS AND CONCRETES. By (). A. Gilmore, Ph. D. Published by Jobn Wiley & Sons, 8 vo, $5.50. This was the last published work of th’s author, general and engineer. <At the time of his death he was probably t