The Iron Age 1888-12-27: Vol 42

| Hk The Armington & Sims Compound Engine. & Sims Engine Company, of Providence, R. I., for the machine shops of the Ord- Navy Yard. We regret having been un- able to obtain sectional views and details of the engine, but trust that our readers will be enabled to get a fair idea from the engraving of the general design. COMPOUND ENGINE FOR THE ARMINGTON pany, published in our issue of November 29, but we will repeat here that they are arranged for rope driving, as shown, each engine having two sheaves. Being double, with the cranks opposite, they are per- fectly balanced, and can therefore be safely run at the high speed, 275 revolu- tions oad minute, for which they were de- | signed. The cylinders measure 104 and 164 inches in diameter, and have a com- mon stroke of 12 inches. They will run with a boiler pressure of 220 pounds, and appear to be particularly well adapted for electric lighting where a high speed, close | regulation and compactness are required. — EE The Lehigh Valley Railroad have 1000 box cars, of which they are changing the wheels at Packerton, East Penn. Junc- tion, Bethlehem and Phillipsburg. Those which are now in use are not strong enough. They are being taken out and replaced with wheels having stronger THuRSDAY, DECEMBER 27, 1888. | Fullerton. changed. } = TT | Shipbuilding on the Delaware.—The nance Department of the Washington | iron shipbuilders along the Delaware River | are crowded with orders for large ocean | steamships. One of the largest ship- | builders said the contracts on hand would | The Pacific The en- | Mail Steamship Company are in the market gines were referred to in an article on the} for two iron steamships of about 5000 tons works of the Armington & Sims Com-! each, to cost $2,000,000, for the San Fran- } }take two years to complete. UOT : f AO HT a : a Win Con oe A My), * nt il Mt ie alt ae aa GOVERNMENT ORDNANCE SHOPS AT journals. The wheels undergo a test at From present appearances it | will take a year until the work is finished. We show on this page one of a series of | It is difficult and heavy work to perform. five compound condensing engines of 100|In all about 4000 wheels will be ex- horse-power each, built by the Armington | IRON AGE and Miners’ Line is building a new steam ship at Wilmington, Del., and Boulton, Bliss & Dallett have two iron ones at Cramps’s yard and a wooden vessel at Bierly, Hillman & Co.’s yard, for the | Venezuela trade. A contract for the con- struction of a revenue steamer for service in the Charleston, 8. C., district, was, on Monday, awarded to Pusey, Jones & Co., at their bid of $72,600. a Since the retent explosion of a petro- | leum vessel in Calais Harbor experiments have been made to determine what propor- | tion of petroleum vapors mixed with a given amount of air will form explosive WASHINGTON, BUILT BY THE & SONS ENGINE COMPANY, PROVIDENCE, R. I. cisco and Central American trade. The | Ward Steamship Line, to Cuban _ ports, contracted with the Delaware River Ship- | building Works, on Monday last, for two }iron steamships 310 feet long, to register | 3000 tons each. Contracts have also been | made for two iron steamships for the Ocean Steamship Line, to ply between New York, Philadelphia and Savannah. Charles Mallory contracted with the Del- 'aware River Shipbuilding Company for a 3000-ton coasting steainer to cost $350,000, for the Galveston line. The Morgan Steam- ship Line, plying between New York and New Orleans, the Pacific Improvement Company, of California, running to the North Pacific ports, and the Oregon Rail- way Company are also in the market for two new steamers each. Col. Edgarton Hogg, of the Oregon Pacific Railroad Company, also needs two iron steamships for the trade between San Francisco and Yaquina Bay, Oregon. The Merchants compounds. In mixing ordinary illumin- ating gas with air it is found that one part of gas to eight of air gives the most vio- lent explosion, and with the vapor of the volatile portion of petreleum nearly the same observation is made. With one part petroleum vapor to five of air no explosion takes place. With six parts of air there is a feeble explosion, nae with from seven to nine parts a very violent one. With 12 parts of air the detonation is still vio- lent, but with 16 parts it becomes feeble, and with one part vapor to twenty of air there is ordinarily no explosion. Mr. Rudolph Hering, C. E., is authority for the statement that the load which one horse can draw on an asphalt pavement will require two horses on the best Belgian block, three horses on ordinary Belgian block, five and one-fifth horses on good cobble-stone and seven and four-tifths horses on bad cobble-stone. a ane eH he ee ee ae ee. Oe GR ee i.e & a SY Se wate. e Wi en eee ke tee ae, ew oF ae =e le i si ee pe ee a pa ee a eee 962 THE IRON AGE. December 27, 1888, Eee SS — TOTO .o—leECETET lll The Reid Petroleum Burner ffor Steam Raising. In view of the growing interest attached to the burning of petroleum under boil- ers for steam raising, and not less of the conflicting testimony as to the merits of the various burners which have been brought out for the purpose, we are spec- ially pleased to be in position to give in this issue engravings of a burner, and of the setting used in connection with it, which seems to have given general satis- faction. The burner was invented by Mr. Joseph Reid, and is made by the Reid Burner Company, of Cleveland, Ohio. From Fig. 1 on this page a good idea can be formed of the construction and function of the apparatus. It is of the in- jector type, steam being used as the spray- ing agent, and its novelty is found more particularly in the mechanism by which the admission of oil and steam into the combustion chamber is regulated. This regulation is effected by having a recip- rocating nozzle, which controls the steam supply, so connected that when it is op- erated either to increase or diminish the flow of steam, the oil cock also will be opened or closed. The reciprocating nozzle in our engraving is designated by the letters C C, and is furnished with a steam part, B. The nozzle has the usual conical or funnel- shaped mouth, which fits over the end of the interior nozzle, D D. It will be read- ily understood that when the nozzle C is reciprocated the opening between its mouth and that of the nozzle D will vary, and thus regulate the volume of issuing steam. The rear end of the nozzle C is threaded and furnished with suitable packing and a gland to insure steam tightness, while the fixed nozzle D is provided with an internally threaded flanged collar set in a_ circumferen- tial groove, as shown. This collar has a wrench socket and. is adapted to engage the thread of the nozzle (, and when turned, moves the latter back and forth as desired. The oil-pipe A enters the side of the nozzle D, and ex- tends parallel with it on the interior, It is provided also with a rack, regulated by the lever H. Rigidly fixed to the recipro- cating nozzle C is a lug, which has an axial screw-threaded pin working the connecting rod R. The latter carries an index hand, and its left-hand end is at- tached to the oil-cock lever H, an anti- friction roller being arranged to work in a slot in this lever. It will thus be seen that the oil-cock and steam regulator are so connected as to be compelled to work in unison. The graduated strip S_ passes around the oil-pipe A, and its opposite end is slotted so as to permit free motion of the pin of the connecting rod R. The scale rod 8 has a guide, as shown, through which the rod R passes. After the parts have been put together and tested, the rod S is suitably graduated to indicate the quantity of oil passing into the burner for a given time. The burners are made in four sizes: No. 1, for large boilers and other very heavy work; No. 2, for boilers of from 5 to 60 horse-power and lighter work; No. 3, for burning brick, tile, fur- naces, small boilers, &c., and No. 4, burning lime. struction, easily operated, and low in cost, During the six months that they have been on the market they have given highly satisfactory results wherever used, In Figs. 2, use in connection with them. noticed that the grate-bars and firing and ash-pit doors have been removed. A wall is built up from the floor to a level with the bearing bar, about 4 inches thick and 32 inches distant from the front wall. From this an incline is made to meet the |tween the walls being filled with broken stone or clinkers. The angle of incline between these walls should be as near 45° as possible. Should it occur that the dis- tance between the walls is too great to | permit of this, it should be accomplished by making the angle of 45° from the front wail, thence going back in a straight line to the top of the old bridge wall. This wall and incline should be faced with the best fire-brick and well cemented. tire chamber should be narrowed the whole depth and length, and the bed made from the hollow bridge wall back, with ashes or clinkers, leaving a space of 16 inches The | back end of the lower and the front end of the upper section. Fire-brick standing on end is used in these. The whole should be thoroughly cemented. The ash-pit should then be filled with ashes to a level with the lower section. The air |passing through all these air flues be- comes greatly heated, that in the rear flues reaching from 800° to 900° F., and that in the front from 400° to 500° F. at the point of delivery. The firing place and ash-door openings should then be closed (entirely. Dampers may be placed in the air flues to assist in regulating the supply. The figures may “be changed as circum- GG\AAYBG GV OO ~ s te AR A RN S i AGA, 5 + Fig. 2.—Section Along C D of Fig. 3. THE REID PETROLEUM BURNER FOR STEAM RAISING. | between it and the bottom of the boiler. , stances require, In using ashes care should | for | They are simple in con- | 3 and 4 we show the form of | boiler setting which is recommended for | It will be An 8 1nch wall should be erected in the rear of and against the old bridge wall to within 23 inches of the bottom of the | boiler; upon this a hollow bridge wall, with space of 5 inches, | This is covered with brick laid edge- | wise, 4 inches apart. The distance be- tween the upper sides of these bricks and \the bottom of the boiler will be about 8 inches, Two 6-inch air flues are then constructed, beginning at the back wall and extending to and connecting with the hollow bridge wall (see Fig. 4). They are run parallel to the side walls, and at a {distance of from 15 to 18 inches from |them. They may be made of fire-brick or tile. Two supporting walls should be built for these flues. Two air flues should also be built in the ash-pit, as shown in be taken to have them as free from coal dust as possible. The cost of such a set- ting will be low, and one burner, it is stated, will be sufficient for any boiler of 100 horse-power or less. When a burner is set under a boiler it should be connected with both the steam and oil line by a swinging joint, so that |the direction of the flame can be easily changed upward or downward, or to either side, as may be required to secure a uni- ‘form heat. The front end of the burner ‘should be about 6 inches inside of the | fire opening, and after being connected up, this opening around the burner should be bricked up tight so as to prevent the cold air from entering the furnace. In starting the burner care should be taken to have the oil shut off entirely, so that there is no top of the old bridge wall, the space be-! Fig. 3, 7-inch openings being left at the | flow of oil whatever from the burner, December, 27, (1888. The dampers being open steam should be | turned on slowly, in order to blow any water or other substances out of the noz- zie. A lighted torch then being put in the furnace, the oil is turned on slowly until the fire is started. The amount of oil can be regulated at will by the valves on the burner. In shutting off, the oil should be turned off first. We understand that in all cases where the Reid burner has been employed emi- nently satisfactory results have been ob- tained. The Union Steel Company and the North Chicago Rolling Mill Company, of Chicago, IIl., highly praise it. Accord- ee ey k > f t ; ISS LU THE IRON AGE. £63 |oil flame from the Reid emer, we are merated for oil over coal by the manufact- told, has developed no difficulty of this|urers who have used both will evidently kind. Altogether the favorable experi- | cause them to continue the former, even ence with the system has induced the| after the consideration of economy shall North Chicago Rolling Mill Company to| have been eliminated, because of the make arrangements for its introduction | greater uniformity of héat produced, the into both their North Chicago and Bay | better control of the heat secured and the View mills—testimony which it is well} lessened repairs to boilers. worth considering. The insurance companies have abated Though we have shown the burner here |; their opposition to the use of oil for fuel, in connection with a setting for steam | and thus a serious obstruction to its intro- raising, we would repeat that the device | duction has been removed. Inasmuch as is turned out in modified forms tor the | the greatest danger in using it has arisen | different other uses to which the system from the storage of large quantities in [may be applied, such as for lime| tanks near the works, this matter has re- DEIRTCEILEING YY Fig. 3.—Vertical Section of Boiler Setting with Reid Burner. 2 ITT IIT ITY K LAID ON TOP » Fig. 4.—General Plan. THE REID PETROLEUM BURNER FOR STEAM RAISING. ing to Mr. E. Potter, of the latter com- pany,’ their boiler house at South Chicago formerly contained 12 boilers, from which, when using coal, they could not get steam sufficient for their requirements. Two boilers were, therefore, added. Now, with the use of oil, these boilers are run in two batteries, one of eight and one of six boilers. The main battery of eight boilers has, under the new arrangement, been found to yield almost all the steam required, only a moderate demand for as sistance being made on the other six. With the whole number going the supply is much in excess of the demand. The boilers are 16-foot flue boilers made up in the old way of a comparatively large num- ber of small sheets exposing numerous seams to the fire. While using coal the and brick kilns, furnaces, &c. The question of the relative cheapness of| burying the tanks under ground has been oil and coal naturally comes up for con-| | adopted, and is being generally followed. sideration in this connection. While | In some cases pumps are used to force the nothing positive can be claimed for the | oil to the furnaces, but water pressure is future, it seems certain that for a lone! now being applied wherever available, to time to come the supply of oil will be | secure a continuous flow of oil without the large enough to meet the demand without | use of pumping machinery. We may add any considerable rise in price, especially | that the Reid system has been adopted by when it is considered that the field for| the Union Steel Company and the North the use of oil fuel is restricted somewhat | Chicago Rolling Mill Company, of Chicago, by questions of transportation, the devel-| the Joliet Steel Company, of Joliet, IIL, opment of natural gas territory and the | the United States Rolling Stock Company, location of manufacturers in close prox-|of Hegewisch, Ill., the J. I. Case imity to coal deposits. The use of oil will| Plow Works, of Racine, Wis., the grow in the vicinity of towns and cities, | Wisconsin Malleable Iron Company, of where the formation of great volumes of| Milwaukee, and a large number of smoke and soot is highly objectionable,| other manufacturers, including _ brick and in districts somewhat remote from | and lime burners, and others requiring in- ceived careful attention, and the plan of boilers were almost constantly undergoing coal deposits, making the cost of coal com- | tense and uniform heat in conducting their repairs, owing to leaking seams; but the| paratively high. The advantages enu-| operations. e! in iy 1 ' | Be ; a 4 ® i ke v ¢) = tae f 7! # : . : ( Bile s ah c : 7 § 2) } 4 ae : o Y . = tee Ne ne Tae i ean INE a SN nll NESS. " ee me P+ ‘ ae mee ine 2 if Pome este abe. ~ , * w= eae Na She sow mane ¥ I md aa . a ae es et we | - . me Sd ———— a — - 4 . i k : 5) { A si 964 The Ideal Engine. | | The Ideal engine, of which we present | engravings in this issue, is an improved | form of the well-known high-speed auto- matic engine built by A. L. Ide & Son, of Springfield, Ill., and was designed to meet special requirements in electric lighting and other uses where high rotative speed, small space, perfect regulation and a re- liable, durable and economical power are | required. The construction, principle and opera- tion are the same as in the Ide engine, the only difference being that the Ideal has a double frame with two sides, like a right | and left hand Ide engine combined in one | frame, rendering it doubly rigid, with two main-shaft bearings and double cranks, | which support the driving-wheels without the use of outer bearings for the shaft. This construction of frame is a strong and | rigid form, and renders self-lubrication of | all the working parts of the engine pos- | sible and practical. The governor 1s sim- plified by dispensing with several parts which experience has proved unnecessary, and still retaining all the excellent quali- ties and unequaled performance of the | original Ide governor. The valve gear is simplified by connecting the eccentric directly with the valve stem, dispensing entirely with slides and rocker-arms, with their several joints. All parts are steel, phosphor bronze and charcoal iron, fitted | to templets and gauges, and are inter- changeable. Every engine is thoroughly tested by running in the works, and the valves and governors are adjusted and set to operate perfectly under varying loads and steam pressures, Fig. 1 illustrates the general design, while the longitudinal section, Fig. 2, and | my, « THE [RON AGE. fourths of the oil ordinarily used, besides giving more perfect lubrication. It will be seen from Fig. 2 that the oil is thrown upon the guides, and, being wiped from the top guide by the slide, passes through a tube in the top slide, entering a funnel in the connecting-rod, and after passing through the bearing drips to bottom of crosshead, The piston rod also receives December 27, 188%. gine disks are in rotation the centrifugal force causes the oil to be thrown into pockets provided in the hood over the disks, illustrated on the preceding page. From these pockets the oil flows through the pipes into a receptacle or pocket cast upon the main bearings. From this point it flows into the groove and channel con- necting with the crank-pin, which is hol- Fig. 1.—General View. a “A TL is init Le hance Fig. 2.—Longitudinal Section, Showing Lubricating Arrangement. THE IDEAL ENGINE, BUILT BY A. L. IDE & SON, the cross section, Fig. 4, explain the|its share of lubrication, the advantage of method of automatic lubrication which] which is obvious. has been adopted. Continuous streams of oil flow through all bearings, which enables the engine to run months, if required, without stopping for adjustment, and dispenses with the constant attention and care which must be bestowed when oil cups are used. As the oil is used over and over continuously, and not thrown over the engine-room floor, it produces a saving of over three- The crank-pin is large and made of hard tool steel, ground to gauge and forced in with hydraulic press under a pressure of 20 to 40 tons, according to the size of en- gine. The method of oiling the main bearings and crank is best shown in Fig. 4. It will be seen that an oil chamber is provided under the two crank-disks, which is supplied with enough oil to insure the disks dipping into the oil. When the en- SPRINGFIELD, ILL, low. The centrifugal force carries it into the crank-pin, from which it escapes through two holes into the bearing. Thus it will be seen that the main bearings re- ceive constant lubrication, while the lubri- cation of the crank-pin is insured by the supply of oil from each side. This method of lubrication is constant and perfect, and provides for the most important bearings about the engine. Sufficient oil is placed in the basin under the crank disks, so it will flow in streams through both pipes . § December 27, 1888. THE IRON AGE. to main shaft bearings and in drops to the eccentric, but valves are provided on the pipes, so that the supply can be regulated as desired, and the oil-chamber or basin can be supplied wish fresh oil while the engine is running. The oil from this | chamber can be drawn off by a cock in end of frame communicating with the | pocket and used over again. Besides the | saving in oil these devices keep a clean and presentable engine and engine-room. The governor, shown in Fig. 8 in po- sition in the fly-wheel, is simple in con- struction. All its parts are in sight, and are readily accessible for cleaning. It is secured to the side of the fly-wheel, and connects through the eccentric on the} main shaft direct to the valve without the use of gearing, pulleys, shafts or belts. It is attached to the valve direct, and gives an open port at the beginning of each stroke, and varies the point of cut-off as the resistance requires from the beginning to three-fourths of each stroke. instantly, and cuts off the steam at a Fig. 3.—Enlarged View of Governor. It acts | |cents, and 12-inch, 31 cents, and the | Bethlehem Iron Company, 8-inch, 24 cents; | 10-inch, 264 cents, and 12-inch 274 cents. There is an appropriation of $1,455,000 | for this purpose. - a The British Belted Cruiser Australia. The London Eugineer illustrates in a }recent issue the latest addition to the | British navy, the belted cruiser Australia, |a sister ship to the Galatea. Soth vessels, | built and engined by Messrs. R. Napier & Sons, Glasgow, belong to the class of swift and powerfully armed belted cruisers spe- cially designed forthe protection of com- merce. Their principal dimensions are: Length between perpendiculars, 300 feet; breadth, extreme, 56 feet; depth, molded, 37 feet; with a displacement of 5000 tons at 19 feet draft when in the normal fight- | ing condition, but this may be increased to ' 6000 tons when an extra supply of coal is ward and aft respectively; ten 6-inch guns similarly mounted on the broadside; eight 6-pounder and eight 3-pounder quick firing guns, also six torpedo tubes The engines, which were designed by Mr. A. C. Kirk, the semor partner of Messrs. Napier’s firm, were orgimally specified by the Admiralty to be of the ordinary com- pound type for 7500 horse-power; but from their previous experience Messrs, Napier were able to show that by substi- tuting triple-expansion engines they could guarantee an increease of 1000 horse-power, and almost a knot more speed, thereby enormously increasing the value of the ship as a fighting machine, without adding to the total weight of machinery and coal, or occupying more space. This sugges- tion was eventually adopted by the Ad- miralty and also carried out in the other ships of the class. Two sets of engines are of the three- crank horizontal type, working twin screws, and are placed one before the other in separate water-tight compart- Ls, YW: 7a Hdl Fig. 4.—Section through Center of Main Shaft and Crank Pin, Showing Lubricating Devices. THE IDEAL ENGINE, BUILT BY A. L. IDE, & SON, point that will just do the work and main- tain the fixed speed of the engine. The variation of speed from no load to the full power of the engine is claimed to be less than 1 percent. The dash-pot attached to the eccentric controls the movement of the weight, preventing any sudden move- ment or jumping of the weight when a great change of load occurs suddenly. The speed of the engine may be changed to suit requirements by shifting the | weight. Safety caps are fitted to the cyliader, as in the older design of Ide engine, to prevent breakage of the cylinder heads due to accumulation of water of contin | sation. The valve-chest, however, is mounted at the side of the cylinder in- stead of at the bottom. The safety caps when broken can be easily and quickly replaced. TT Bids were opened 20th inst. in the of- fice of Chief of Ordnance of the Army, in Washington, for supplying complete sets of rough-finished, oil-tempered and an- nealed steel forgings, of American manu- facture, for 8-inch, 10-inch and 12-inch guns. The bids were as follows: The Midvale Steel Company, Philadelphia, for the 8-inch, 29 cents a pound; 10-inch, 30) shipped. water line for two-thirds of the length SPRINGFIELD, ILL. The belt which protects the | ments, the cylinders being 36 inches + 51 inches + 77 inches x 44 inches, and steam consists of steel-faced compound armor 10 | is supplied by four double-ended boilers of inches thick, strongly supported by steel| the return-tube type, which are placed and teakwood backing, and terminates at | forward of the engines in two independ- each end in an athwartship iron bulkhead | ent stokeholds divided by water-tight 16 inches thick to stop end-on shot, Level| bulkheads. The results of the official with the top of the armor belt is a pro-| trials were highly satisfactory. In the case tective steel deck 2 inches thick on the | flat and 3 inches on the angle where it | | 9204, being more than 700 horse-power in slopes down below the water-line, and this deck also extends to the stem and stern respectively: All the machinery of vital importance, including the steering gear, air compressors, electric dynamos, &c., is placed under the protective deck, while above it, for the length of the en- gine and boiler-rooms, the sides are de- fended by coal, and am armor-plated con- ning tower on the upper deck is fitted with steering gear, telegraphs, &c., for working the ship when in action. precaution is thus taken to keep out shot and shell, the buoyancy in case of pene- While every | tration is insured by the minute subdi-| vision of the under-water portion of the hull, which contains upward of 130 sep- arate water-tight cells and compartments. of the Galatea the collective horse-power on the four hours’ forced-draft trial was excess of the contract; the highest power developed during any single half-hour was 9665 horses, and the mean of the last three hours gave 9415, equal to 1915 indi- cated horse-power above what was origin- ally proposed by the Admiralty. This re- sult was attained on a consumption of 1.97 pounds of coal per indicated horse-power per hour with an air pressure in the stoke- holds of only 1} inches. ec Reform in Bills of Lading.—The Boston Executive Business Association, at a meeting lately held, adopted the follow- ing resolutions: ‘‘ Resolved, That in the opinion of this association it is the duty of common carriers to issue bills of lading The armament consists of two long range | for the goods received for transportation, 22-ton breech-loading guns and central | and to deliver the goods and quantity re- pivot mountings on the upper deck, for-' ceipted for or pay for the deficiency with- D i] oes A he OE ei PR El a aan le Sl ieMaaR S a a lah we a a ee fea nn = . 5 7 > a 2° ta 2 : oe © aS, . . er 2 oc) S - %, ‘. v B oy lh Jad se ee Re a a, fhe eee . : _ a aaa ss om rf a 2 a se SF Pet 966 THE IRON E December 27, 1888, Out subjecting the receiver to the expense of litigation. Resolved, That we believe and insist that all merchandise should be | delivered to the receiver on payment of | the freight specified in the bill of lading. Resolved, That we heartily approve of the action of the Classification Committee of the New England railways in eliminating | from their classification and tariff ‘ owner's risk,’ and we strenuously urge the adop- tion of the same by all common carriers.” PRODUCERS an a = | } | GAS The Pencoyd Iron Works. During a recent visit to the Pencoyd | Iron Works of A. & P. Roberts & Co., sit- uated on the Philadelphia and Reading Railroad, at Pencoyd, on the Schuyl- kill River, in Montgomery County, Pa., we had occasion to observe the important improvements now going on at that estab- lishment, and obtained some data con- cerning the extensive plant for future en- largement, now being developed. The Pencoyd Works themselves were built in 1854, and the old puddle mill itself has since that time run almost without an interruption, and has never called, in all | that time, for any extensive repairs or | alterations. The present establishment is | the outgrowth of that earlier enterprise, | the firm having entered into the manu- facture of structural iron and beams as | the result of taking the order for the | erection of the Main Building at the Cen- tennial Exhibition in 1876. The Pencoyd | plant covers about 25 acres, the works | being built en échelon on a strip of land lying between the Philadelphia and Read- | ing Railroad and the Schuylkill River, the former being considerably above the gen- eral level of the works, while the latter is below it about 15 feet. Retaining walls are being built along the railroad and a wall is also projected along the river front. The works are thus ona strip about 2900 feet long, and averaging about 350 feet in width. In order to show the location of the buildings in detail the plan was di- vided into two parts in our accompanying | engravings, a part of the puddling mill in Fig. 1 being reproduced in Fig. 2. Beginning, then, on the right of Fig. 1, we enter first the steel works. In the year 1886 the Pencoyd Works decided to add | asteel plant to their establishment, put- | ting up a 20-ton Richmond & Potts open | hearth steel furnace, the gas being supplied | by eight circular producers located immedi- | ately below the railroad track. Later, a| new 12-ton furnace, with circular hearth | 84 feet in diameter, with water-cooled | doors and flues, circular regenerators and | removable roof for regenerators and fur- nace, was put in. The furnace is of special | design, with an improved reversing gear, | which in many respects departs radically | from the usually accepted type of this | class. Tle old furnace has been torn down, | and a second furnace, of the same type as | the new one, 1s being put in its place. Bot- | tom casting is generally applied. Between the two furnaces will be a large | pit for making heavy castings from both | furnaces, if necessary, while in front of each furnace is a semi-circular pit. When completed, the shop will have two ladle cranes, two ingot cranes, and one crane in connection with the foundry pit. Parts of | one of the new cranes, built by the I. P. | Morris Company, are now on the ground. | The older ladle crane and the two ingot cranes are by the Morgan Engineering Company. Immediately adjoining the open-hearth | melting department a new building, 154 x 100 feet, has gone up, which contains a 20-ton hammer, It is of wrought iron exclusively, with the exception of the | guides. ‘To make the foundation for the large hammer the excavations were carried | down to the solid rock, which was covered | with 2 feet of Portland cement concrete, ! out PULL (| wu cy 25 TON \ Crane - WAMMER | 1 | 9 TON HAMMER PA, NE PROPOSED RIVER & wanna PENCOYD, & CO., 6000 H.P. BOILERS ROBERTS To Be AE a & FF PLAN OF THE PENCOYD IRON WORKS, SCRap HOUSE December 27, 1888. THE IRON AGI 4s Tao \OING” WAT » Fig. 2. 967 —$— $$ PA. PENCOYD, CO... « ROBERTS & PF. ON WORKS, A, IR PENCOYD . THE OF PLAN and then the foundations were carried up of cut store, a free space of 5 inches being left between the foundations of each leg of the hammer and the foundation of the anvil, the entire depth of the foundation being about 25 feet, and being achored by i2 3-inch bolts. A manhole gives access to the latter. The anvil has a total hight of 11 feet 8 inches, and has a total weight of 421,155 pounds, distributed as follows: Pounds. Two blocks of 49,600 pounds Shae oe. 99,200 ote ss Gee 8 “aeawaddweeen 105,200 ee . 108,400 One ” SEU) "= ctecaueens 24,500 One steel block............... . A 4 18,600 One anvil-die .............., puddawanee eee Six wrought-iron bands................ 2,160 Four by i oes ban velay 3,050 Lead between anvil and timber..... -- 9,600 Zine between blocks—Ist course........ 8.315 7 7 2d a cage eee ee 3d = igietias a ith ‘* ieace ee "ROUNS Sein wateieks 421,155 The base of the anvil is 11 feet 10 inches by 15 feet 2 inches. The hammer, which was built by the Maerkische Maschinenbau Anstalt, has a diameter of 1100 mm. anda stroke of 2510 mm., the total hight being 10.118 m., the falling weight being 40,000 pounds. The hammer is served by two 20-ton cranes with a hydraulic pressure of 700 pounds. They are able to handle 20 tons each, the diameter of the hydraulic cylinder, which is attached to the mast, being 25 inches, with 11 foot 8 inch stroke. The trolley ram is 64 inches in diameter, with 124 foot stroke, while one ram 8 inches in diameter, and 24 foot stroke, through rack and_ pinion, revolves the crane. The mast is one of the heaviest wrought-iron forgings made in this coun- try, being 18 feet long. The hammer shop contains three re-heating furnaces, one with a hearth 13 x 7 feet 9 inches for two 10-ton ingots, a second, 20 x 64 feet, for two 8 ton ingots, andthe third, 20 feet 9 inches by 5 feet 8 inches, for twelve 1-ton ingots. They are served by hydraulic cranes built at Pencoyd, and a hydraulic arrangement is also to be put in for with- drawing the ingots. In the same hammer shop are to be two 3-ton axle hammers and one 5-ton hammer is also contemplated for forging. A new producer plant has been built for the kammer forge and other fur- naces, At the time of our visit a new boiler- house was being built, 123 x 50 feet and 40 feet high, the contracted space mak- ing it necessary to build it in two stories immediately in front of the retaining wall of the railroad track, which thus affords ex- cellent facilities for handling the coal cheaply. Into this house 5000 horse-power of Babcock & Wilcox boilers are being put, and a number of economizers are also to be added. The stack beme built in con- nection with it is to be carried up 30 feet with stone and 125 feet with ironwork, the total hight being 155 feet and the diameter 10 feet in the clear. Following the hammer shop is a 20-inch blooming mill, with three heating fur- naces and a small temporary hammer for cutting up the billets. On this mill are also rolled angles, for which a straight- ening machine is provided, channels up to 5 inches, beams up to 6 inches and 6-inch rounds. The mill is driven by a 32 x 48 vertical engine. Then follows, in the puddle mill, an 18-inch mill, rolling plates from 8 inches down to 24 inches, rounds from 6 in- ches down to 1} inches, angles from 4 x 3 inches to 3 x 3 inches and tees from 5 x 24 inches to 3 x 24 inches. The puddle mill contains 16 double and 1 single puddling furnace, with the puddle train, squeezer, hot-bed, &e. The works are equipped also with three axle hammers, one 3000 pounds, one 5000 and one 6000 ‘pounds. In the finishing mills are a 12- mene ae — + et at a be ee OE ee CR ee ee ae et a foie we o zs va - oan eng ee ee ee rare 4 y & wav La Be ew F a «7 = 8 o - 4 ms SEAS: dee eet A RS ere ~ = = 968 THE IRON AGE. + 27 December 27, 1888, inch mill and ; their complement of heating shears, hot-beds, saws, straightening ma- chines, &c. The 23-inch mill makes up to 15-inch and channels. Running parallel to the timshing mills are two ma chine shops, well equipped with modern tools. Further on the bridge shop reached, the o!d shop having been 200 x | feet. This year the large new shop | has been added, shown in our engraving | as the adjoining large square. This is an exceedingly handsome structure of great span, the roof trusses being designed to | take a load of 10 tons at any one point. furnaces, | beams is | oer oi | sired, the frictions can be released and the pulley a 23-inch beam mill, with {upside down. If necessary at any time, |shaft. The material is dumped into steel icrushing rolls, 4 feet diameter, falling brought back against the brake-block and | from them into the washers. the car held stationary in any position. In | this manner the operation of damping can be prolonged to any length of time de- | On releasing the friction device, | burgh, with In the bridge shop, at the time of our visit, | two pneumatic riveters of the Allen type were being used, while a heavy stationary | hydraulic riveter was temporarily placed | in a special building. I Power Dumping Apparatus. We illustrate a power dumping appa- ratus designed by Mr. W. R. Jenkins, of | the firm of Jenkins & Single, of Belle- | fonte, Pa., for the Scotia mines of Messrs. Carnegie Bros. & Co. ore The object | was to overcome the objections to the | . | ‘“‘dump™ or ‘ tipple” Since its erection about one year ago has been in constant use, and is in every way satisfactory. The cradle dump as usually built is de- signed so that when a loaded car is on it the center of gravity is above the center of the tipple, so that it will turn of its own accord and dump the contents of the car, | The result is that the load is discharged in an almost unbroken mass. cases very objectionable, as for instance when discharging the contents into a pair of rolls to be crushed, or as in the case for which the arrangement shown was designed, the dumping of the contents into a washer in order to separate iron ore from the clay, &c.; or the dumping of coal with the least breakage of the lumps. In any of these cases it is desirable that the ‘‘ material * be discharged gradually, and that it be under control of the opera- tor, who can, so to speak, feed the con- tents of the car into the receptacle as fast | as he desires. In the case of the cradle operated by gravity it may be well to ex- plain that after the car is turned upside down and emptied the center of gravity is again above the center of the tipple, and it is brought back into position automatic- | ally by gravity. At least that is the in- tention, but in practice it is a matter of hard work to assist in turning either in one direction or the other. The applica- tion of power to a dump of this kind, far as we are aware, is novel, and the re- sult eminently satisfactory. The tipple used is what is commonly known as the cradle dump, one end of so which next to the circular rail is hooped | with plate-iron, about 10 inches wide. To this is attached a chain, the other end being fastened to the drum A in the op- | erating mechanism, which in this instance was placed overhead, and is driven by a belt on the pulley B. On the same shaft with the pulley B a small paper friction pulley C. An intermediate shaft D has on one end a large iron friction | 1s This is in many | in ordinary use, | it | ! (cry (( lt Ne hah pulley E, and also on the same shaft is a’ small spur pinion gearing into a spur wheel on the drum shaft. The end of the | shaft D is carried by a pillow block, G, | which 1s capable of being moved back and forth, to permit of the friction pulley E being thrown into and out of contact with the pulley C, and also against the station- ary brake-block H. This movable pillow- block is operated by means of a lever, as shown. In operation, when a loaded car is run into the tipple, the friction pulleys are brought into contact and the drum / set in motion, winding up the chain and slowly turning the cradle until the ear is! a —— The Union Pipe Mill Company, of Pitts- a capital stock of $25,000, Fig. 1.—Elevation, Fig. 2.—Plan of Overhead Pulley Arrangement. POWER DUMPING APPARATUS, MADE BY JENKINS & SINGLE, BELLEFONTE, the cradle is brought back into its orig- inal position by means of the counter- weight O. The gearing was in this case | speeded to make one-half a revolution of the tipple in about 15 seconds. The cars had a capacity of about 30 cubic feet, and | | be extended 600 feet, at a cost of $70,000. were filled at the mines by a steam excava- PA. was chartered last week. The stockhold- ers are James J. Brown, B. Brown, R. .J Brown, Joseph Brown and Hugh Me- Elroy. The breakwater at Cleveland harbor will tor, two tipples being used, having a com- | The ironwork will be done by Andrew La bined capacity of 120 cars per hour. Both | Cour, of Cleveland, and the construction tipples are operated by the same driving | by Jas. B. Donnelly, of Oswego. : / Pe ra December 27, 1888. THE WEEK. Although the exports of petroleum from the United States are decreasing in quan- tity by reason of Russian competition they are not declining in value. The re- port of the Bureau of Statistics shows that during the eleven months ended Novem- ber 30, 1888, 506,153,493 yetroleum were exported, at the value of $42,549,492. In the corresponding period of 1887 the petroleum exports amounted to 530,571,678 gallons, of the value of $41,246,286. Thus, compared with the petroleum traffic of 1887, 24,418,185 gal- lons less in 1888 brought $1,303,226 more. gallons of | The lower end of New York City, more | particularly Wall street, Broadway, and | undergoing a | the region contiguous, is complete architectural change. The meta- last ten years the district referred to has almost passed recognition. The movement is the purchase by the Union Trust Company of the buildings at 78, 80 $1,200,000, with the design of erecting on the site a splendid structure for their own | use and for general office purposes. It is also reported that the five buildings on the southwest corner of Wall and Broad streets, opposite the Drexel Building, are to be torn down this spring and an office building erected at a cost of upward of $1,000,000. By advancing several million dollars of her own money Miss Mary Garrett, daugh- ter of the ex-president of the Baltimore and Ohio Railroad, has recovered that property from the control of the bankers who had advanced $500,000in furtherance of the plans of Samuel Spencer, who is now succeeded by Chas. F. Mayer, of Baltimore, and it is stated that the policy of the road will now be an aggressive one, that an independent route to New York will be established, and the Staten Island terminal work pushed with vigor. Leading Pittsburgh among whom are B. F. manufacturers, Jones, J. W. latest | Chalfant, M. K. Moorhead, Jas. Loughlin, | dr. and W. C. Quincy, are forming a dock company to build docks on Lake Erie at Cleveland and Ashtabula, to facilitate the handling of ore. In the same line of enterprise are three large docks to be built at West Superior, one of which will be the largest coal docks on the chain of lakes. Another is for the Ohio Coal Com- pany, and a third for the Eastern Minne- sota Railway Company. Canadian financial institutions have over $23,000,000 loaned in the New York mar- | ket, much of which represents the pro- ceeds of a loan placed by Canada upon the London market last July. the Government to make a $1,000,000 loan direct to the city of Toronto causes much complaint. Plans for the improvement of the East River from Grand street to Thirty-fourth street, for the better accommodation of | the Sound steamboats, have sented to the Sinking Fund Commission- ers from the Dock Board and approved. THE IRON AGE. | dise of our country, receives two-thirds of the import duties for our Government, sends out one-half of the domestic prod- ucts of the country and gives hospitality to one-half of the foreign tonnage trade with the United States. Three-fourths of | the passengers who come from and go to foreign countries, including three-fifths of all immigrants, find their grand depot at New York harbor. While it is admitted that New York has so large a preponder- ance of our commerce, with its exports and imports, the appropriation for the care of its harbor is grotesquely inade- quate. This bill, which appropriates $12,- 000,000, gives $100,000 for New York harbor, $20,000 for Gowanus Bay, $150,- 000 for the Harlem improvement and |$175,000 for the East Kiver and Hell Gate, hardly $500,000.” The Merchants’ Bridee and Merchants’ ; aT ! ne | Bridge Terminal Company have received morphosis is so radical that within the | ‘could be introduced along the several | |of retail stores, offices, &c. | to interest the present owners of property been pre- | | constructed buildings on either side, fac- The refusal of | jng the arcade, and available for all kinds | | | sail from port to port showing the superi |ority of German wares. | exhibitions,” says the prospectus, ‘* do not bids from the King Bridge Company, of Cleveland, the Union, of New York, and the American. Under the best bid, which, |it is said, was accepted, the bridge com- | , | plete will cost $1,200,000 and the ter- and 82 Broadway, near Wall street, for | minals an additional $300,000. The bridge will consist of three spans, averaging 522 feet, and two approaches, each about 425 | feet long, the entire length being a little short of a half mile. Bids for an armed coast defense vessel of 4000 tons, to be of materials wholly Amer- ican, will be opened by the Navy Depart- ment February 1. The remedy prescribed for rate-cutting in railroad transportation is to put men who are both honest and capable in control of our great corporations, Prominent real-estate experts and deal- ers in New York City have employed engineers, who are engaged in determin- ing the cost of a stupendous scheme for an arcade, or tunnel, designed to provide a thoroughfare on the West Side to remedy the long-block nuisance. The distance between the principal avenues averages about 900 feet, and it is proposed to divide | the blocks by opening an arcade for foot | passengers only over a railroad tunnel, or, as an alternative, to open a thoroughfare | for light vehicles, open to the sky, ex- | cept in business sections, where galleries | stores facing the street, under a glass roof. The expenditure would be mainly in the excavation for the tunnel and construction of buildings appropriate to each neighbor- hood. In the residence portions the arcade or thoroughfare would need be but a story high, admitting of the occupation of all of the space above the tunnel but the first story for dwellings. In the retail sections the arcade might be 50 feet wide, or less, and would be lined with rows of neatly One ‘plan is in a large corporation as shareholders, or | to carry out the scheme under the power | of eminent domain. Owners of property on the east side | protest against the monopoly of the piers | 'on the East River by rich corporations. A margin street 175 wide and a new bulk- | head line are proposed. The entire esti- mated cost $10,000,000. |The piers are being covered with sheds, | forcing ships which have landed and re- |ceive gargoes there to find wharfage in | | Jersey City or Brooklyn. The growing importance of New York | City, which Congressman Cox says will have 8,000,000 inhabitants 50 years hence. including the suburbs, is assigned as a reason for liberal appropriations for the improve- ment of its harbor. port,” said Mr. Cox, ‘‘ with its two entrances —East R:ver into Long Island Sound and thus to the sea, and through New York Harbor via Sandy Hook tothe ocean, New York imports two-thirds of the merchan- | even in our own ports. ‘* At this magnificent | Foreign vessels, according to the report of the Commissioners of Navigation, con- | | tinue to crowd us out of the foreign trade, British vessels pay the largest portion of the foreign tax. Nor- | wegian and German sailing vessels and | | German and French steamships pay a good | deal of the rest. The tax paid by vessels | of the United States is less than a quarter | Board of that paid by the British vessels, and the of each nationality is in about the same pro- portion. The figures giving the amount of tonnage tax collected from foreign ves- sels shows to what an alarming extent they are encroaching upon a trade that should be more largely ours. Mr. Robertson, of New Brunswick, of Joggins raft notoriety, is endeavoring to form a syndicate to promote the new mode of transporting logs to market so that the waste timber may be utilized. There is about to be built on the Washington Ter- ritory coast a raft consisting of about 8,000,000 feet, whose destination is Val- paraiso, Another will be sent to San Francisco fora mill on Soceleta Bay, which will be stocked entirely by rafts towed from Washington and Oregon Territories. The Philadelphia police authorities charge that at least 150 fires in that city during the year were the work of profes- sional ‘ fire-bugs” whose headquarters are in New York City. The firm have agencies in all the principal cities, that their guise is generally that of a glazier, and that they are ready to start a fire to order, furnishing supplies of clothing when desired, on stipulated conditions, also the needed chemicals. On two recent occasions, once at the lower end of Broadway, and again at the corner of Maiden Lane and Nassau street, the electrical subway has blown up with great force, destroying the pipes and iron castings. Electrician Wheeler, of the of Electrical Control, says that almost any underground system will work, viewed simply as an electrical channel. The problem is to get one that will pro- tect the wires against illuminating and Co-operation of competent electrical experts in laying subways is the only security against constantly recurring sewer gas, | explosions. Engineer Gustav Lindenthal, the pro- jector of the proposed high bridge over the Detroit River, has in contemplation a structure which would rank among the largest on the continent, with towers not less than 300 feet above the water, and the superstructure at least as high as that of the Brooklyn Bridge. The towers supporting the superstructure will be of steel, and will stan