The Iron Age 1889-04-11: Vol 43

‘THE TRON AGE THURSDAY, APRIL 11, 1889, International Congress on Mines and | ment, and the members becoming so upon | the payment of 20 francs Metallurgy. pa dtectrenen tee . 8) | Letters and communications from this | country relating to the subject of mines Professor Egleston, of the School of|and metallurgy may be addressed to M. Mines, informs us that the French Govern- | Castel, inspector-general of mines and ment has appointed an international con-| president of the organizing commission, gress on the subject of mines and metal- | 144 Boulevard Raspail, Paris. lurgy, to be held in Paris on September 2} The committee appointed by the French in this year, in connection with the exposi- | prey eGeaaOe dL RENARD Ny MT ta ee ' Government consists of: President, M. SSO Ten | HUTT i Ma My Heit att hn of the im The Eiffel Tower. The general characteristics of the famous Eiffel tower at the Paris Exposition, now completed, have become familiar to all through the drawings printed in the illustrated press. The magnitude of the work is hardly appreciated, however. No drawing gives so adequate a conception structure as the accompanying bail Td ll Hii THE EIFFEL TOWER.—PERSPECTIVE VIEW FROM BELOW. tion. The congress has for its object to make known and discuss the most recent inventions and improvements in mining and metallurgy, and will have brought be- fore it a considerable number of memoirs which have been prepared by engineers speciaily detailed for the purpose. These reports will be printed a distributed in advance to persons who wish to become members ef the congress and will form the basis of the discussion, but other sub- jects may be introduced or other questions presented by the members, with the ap- probation of the officers in charge. The congress will consist of members and honorary members, the honorary members being appointed by the French Govern- Castel, Inspector-General of Mines, presi- dent of the Society of Mineral Industry ; vice-presidents: M. Briill, past president of the Society of Civil Engineers, in Paris; M. Haton de la Goupillitre, member of the institute, Inspector-General of Mines, di- rector of the School of Mines, of Paris; M. Jordan, professer of metallurgy at the Central School, past president of the Society of Civil Engineers, of Paris; M. Rémaury, civil engineer of mines. Secre- taries: M. Dujardin-Beaumetz, secretary of the Central Committee of Coal Mines; M. Gautier, civil engineer of mines; M. E. Gruner, civil engineer of mines; M. Lodin, engineer of mines, professor of metallurgy at the School of Mines, in Paris. |impression it makes. perspective view, for which we are in- debted to the Génie Civil, whose editor, Max de Nausonty, eloquently describes the The photograph, which embraces that part of the tower below the first story, was taken at a shert distance from the base, showing its four legs, in which the elevators will run. a California has had the best possible weather for growing crops, and the most conservative predict a yield of about 60,000,000 bushels of wheat and 20,000,000 to 25,000,000 bushels of bar- ley. As to fruit, it is agreed that the yield will be enormous. Na a ‘i iY } ; * BE ——— DS SR anes arose RES #2 - ee * Cam 4 a, Sos enee are. Foe Vanek a — Fa amy * os on h 542 THE IRON AGE. April 11, 1889 Tests of Foundry Mixtures, It is admitted that foundry practice has made but little important advance in the past generation. Beyond some improve- ments in molding, a little better knowl- edge cf mixtures of iron and some recent study of the use of ferro-aluminium, ferro- silicon, &c., this whole great industry is practically where it was 25 years ago. There are exceptions to this rule. <A few | wide-awake, energetic foundrymen, under the stress of keen competition for impor- tant work, have experimented success- fully with lower grades and reached re- sults both as to economy and quality hitherto deemed impossible. In _ nine- | tenths of all foundries, however, one or other of the two conditions prevails: Either the shop is so full of work and crowded to get out castings on time and | in good order that the responsible head eannot find time and thought for careful | experiments, or else a state of ancient and rock-rooted prejudice exists that forbids any departure from the good old ways of the fathers. Under either of these condi- tions the chance for progress is small, It is an unfortunate circumstance also that intelligent, well-equipped foundrymen, with some little acquaintance with books and theory and good practical experience, are scarce, and when found are expensive men, And, parenthetically, it might be | remarked that in these days of over- | crowded professions and callings the young man who wants to make a sure thing of success in life has only to acquire | a fair technical education and supplement it with practical foundry work to open the | doors of many profitable places. Our attention has been called of late to an extended series of experiments in this line made by Rogers, Brown & Co., Cin- cinnati and Chicago: 119 distinct foundry mixtures are covered by these tests; in all about 300 bars were broken. The stand- | ard adcpted is an inch square bar, 24 inches between supports and broken by transverse pressure applied in the center. It was noted that nearly all bars overran in size trom ,5 to 4 inch, making} the actual breaking strength from 50 to 300 pounds greater than the correct result after being reduced by mathematical formula to inch square. This scarcely | noticeable difference in the size of bars makes a far greater disparity in breaking strength than is usually supposed, and ac- | counts for cases of unusual strength re- ported in foundries where only average results are realized. The bars for these vests were furnished by leading foundries in the West, particularly Ohio, Indiana, Missouri and the Northwest. They repre- sent all classes of work—agricultural machinery, general machinery, archi- | tectural work, jobbing, stove plate, | hardware, &c. The mixtures used | are from coke and_ charcoal irons, | mainly the former. The proportion of foundries using charcoal iron at all is less than 20 per cent. Those using it in any considerable proportion scarcely amount to 8 percent. These are mainly in the Northwest, where Lake Superior charcoal iron has been a recognized standard for years and is slow to give place to newer mixtures. One of the most interesting facts brought out is the average strength of about 300 test bars broken. This is 1120 pounds, and it may fairly be assumed that this is the average strength of all foundry mixt- ures west of the Alleghenies. Exclusive of bars containing tlaws, and of which no account was made in the inquiry, 37 broke below 1000 pounds, only 12 broke above 1400 pounds and 3 above 1500 pounds. One bar in which wrought-iron scrap and ferro-aluminium were mixed with pig iron broke at 1958 pounds, the strongest of the series, but it was hard to drill or work. | achieved. | brands, the | Rock, Lake Superior | foundrymen taking part in these tests as to \facts of foundry practice, |mary of the results of these will be given | | at a later time. | One of the younger manufacturers, who is | pound, as a raw material, he was about to The two weakest bars were made from a mixture of half each Lake Superior char- coal No, 1 (a favorite brand) and old car- wheels. The strongest bar, other than the one above named, was from an all-coke iron mixture, in which Lake Superior, Southern and Hanging Rock ores were about equally blended. It isclearly proved by the experiments that it is rather by the intelligent mixing of medium-grade irons than by the use of the strongest and high- est-priced brands that best results are In several conspicuous cases, where the highest-priced Lake Superior charcoal irons were mixed with best- known Northern Ohio soft or ‘* Scotch” object being to ‘‘ get the best,’’ without reference to price, the re- sults were below the general average, while of the very strongest mixtures a ma- jority were from the cheaper brands. In scarcely a single instance where Hanging | and Alabama or Tennessee coke irons, of proper grades, were mixed in judicious proportions was a weak, hard or defective casting obtained. Some low-grade and low-cost mixtures, thus judiciously made up, yielded strength and general working qualities that were quite ee. In such adaptations Nos. 2 and 3 grades were freely used with- out rendering work too hard for machine shop. Wrongly adapted, the same grades would doubtless yield hard and brittle castings. The bending capacity or deflection of bars was in each case noted. The maxi- mum test was ,,%; inch, the breaking strength 1435 pounds. The minimum test. Was + inch, the breaking strength being 845 pounds. In color and grain results were conflicting. “The darkest fractures and those of the cleanest, sharp- est grain were sometimes among the weak- est, but as a rule were of good strength and soft. A mixture with too much sili- con invariably proved weak and brittle, while too little silicon produced physical results very similar. An interchange of views and information was had among the methods of charging cupolas, pressure of blast at tuyeres, kind and proportions of fuel | used, &c., and it is promised that a sum- | — aE A bon mot by one of the veterans in the Eastern cut-nail trade is being widely quoted. At one of the recent meetings of | the manufacturers the delicate question of distributing allotment was being discussed. | described as a progressive and energetic | though somewhat impetuous man, in press- ing his claims for a larger percentage dwelt upon his ability to produce cheaply. After imparting to his colleagues that he was using skelp scrap, costing 1 cent a leave the conference when the chairman | quietly suggested that in his long experi- | ence as a nail-maker this was the first case in which he had knowa a skelp mill to be run to furnish raw material for cut-nail manufacture. The skelp-scrap-nail maker stopped to explain and the impending rupture was averted. Ryan & McDonald, of Waterloo, N. Y., manufacturers of contractors’ supplies, including hoisting and mining engines, derrick fittings, winches, drums, dump and flat cars for construction of railroads, brickyard and stone quarry use, are ship- ping large orders for their goods. Last week they sent a double-cylinder double- drum hoisting engine to Wilkesbarre, Pa. ; 30 dump cars to Brooklyn, N. Y.; 12 rotary dump cars into New Jersey, 50 into Pennsy!vania, several smaller orders to brickmakers, and will add several thou- sand dollars’ worth of new and special machinery to their already large plant. They propose to double their capacity during 1889. —— ————— The Armored Coast-Defense Vessel. Great interest was felt at the Navy De- partment on Monday in the opening of the bids for the armored coast-defense vessel. It was concluded generally that the figures proposed (the lowest being $1,614,000) constituted a fair price for the work, and the closeness of the bidding was remark- able, The appropriation act under which the vessel is proposed to be built imposed a severe limitation. It limited to $2,000, - 000 the cost (exclusive of armor and guns) of floating rams or other naval defensive structures, This implied that the $2,000, - 000 was to provide for the construction of more than one such defensive structure. A torpedo*boat had been contracted for at a cost of $87,000, and this left a little over $1,900,000 available, out of which, be- sides the vessel and machinery, anchors, boats, &c., were to be supplied. So there is much gratification felt at the fact that the proposals received were within the available appropriation. There are many features of interest about the new craft. One connected with the boilers has apparently given much trouble to the bid- ders and may influence the award of the contract. The specifications provide for two ordinary return tubular marine boil- ers of 1500 horse-power, but the remainder of the 5400 horse. power required is to be supplied by coil boilers. These have been tried with great success on yachts, and in a modified form by the French Government, but their use in naval vessels will be largely experimental. If they come up to expectations they will result in a large saving of space and weight. But at least one bidder—Cramp—does not feel confident of the result, for he propos ed to enlarge the two tubular boilers, and in consideration of this departure from the designs to waive all claim to any bonus for horse-power in excess of 5400. The next lowest bidder—the Union Iron Works—agreed to accept the Depart- ment’s plan and guarantee results. The new vessel will be a departure in design from any vessel in the navy, and Captain Hichborn, who is acting as Chief of the Bureau of Construction, is confident that she will be the most formidable ves- sel for her displacement of any in the world, and able to cope with anything afloat. She approximates the monitor type, and is of 5000 tons displacement in cruising trim. When she goes into action, by taking on water ballast she sinks until | her deck is but 16 inches above the water level, thus diminishing the size of the target exposed to an opponent. The sides covering the machinery are to be covered with 16 inches of armor, besides the pro- tection afforded by the coal bunkers. The barbettes containing the guns are to be of 16-inch steel, and the deck will be of steel 2 inches thick. She will be 261 feet long, 49 feet beam, 144 feet draft, and have a speed of 16 knots. At this speed she can steam 632 miles, but at ordinary | cruising speed (about 9 knots) she would |travel 2727 miles without renewing her coal supply. But the most remarkable feature will be the tremendous power of her armament. In the forward barbette mounted on a turntable and manipulated by hydraulic power she will carry a 16- inch rifle weighing 110 tons and 49 feet long, one of the largest guns afloat. In the rear barbette there will be a 12-inch rifle weighing 464 tons. A 15-inch dyna- mite gun 50 feet long will project from the bow, and in other places the vessel will carry six 33-pounders, three 9-pound- ers, two 6-pounders and four 3-pounders, and rapid - fire all revolving cannons April 11, 1889 ns. Machine guns and electric search lights on a hollow steel military mast will complete the ship, which will take three | and a half years to build. | Lubricating Loose Pulleys. | This method of lubricating loose pulleys | is the invention of John L. Bogert, of | Flushing, N. Y. It consists of an oil-hole | running diagonally across the shaft and | which admits the lubricant to an annular | ME TOU ] ory re Y 4 a WU BOGERT’S groove formed in the inside of the hub of the: pulley. A removable plug or cap covers the outer opening of the oil-hole and prevents the entrance of dust. When the pulley is revolving the groove can be filled with oil by removing the cap, the shaft being stationary. As there is a cur- rent of air through the hole when the pulley is revolving, it is necessary to cover the external opening in order that the bear- ing may not be covered with grit drawn in from the atmosphere. When both shaft THE IRON AGE. every afternoon. That part of the shop wall directly behind it had been changed from white to dark brown by the flying oil. | The above-described method of lubrica- tion was tried, the hub of the loose pulley being bored out with an annular groove that would hold about 2 teaspoonfuls of oil. After this it ran perfectly for three weeks without being touched, and then seized. An examination showed that there was plenty of oil and that the groove was full of grit, no cover or dust-guard having been used, The pulley ran without caus- METHOD OF LUBRICATING LOOSE ing any trouble after a cover had been ap- plied to the oil-hole opening; it has run ever since and is never oiled more fre- quently than every other week. I Wheel Chuck. Car- The accompanying cut represents a 42- inch car-wheel chuck made by the E. Horton & Son Company, of Windsor Locks, Conn. The main difference be- tween this and the regular car-wheel 42-INCH CAR-WHEEL CHUCK. and pulley are revolving, the escape of the oil through the hole is prevented by centrif- ugal force; when both are stationary the oil settles in the annular chamber. The shaft is not materially weakened, since, the hole being diagonal, only a small part of metal is removed from the section. The use of this metkod by Mr. Bogert in his own factory is thus described: The countershaft of a small lathe used by his pattern-makers for wood turning runs 750 | revolutions per minute. As _ originally made it had the customary oil-hole through the hub of the loose pulley. This ve trouble and required frequent rebush- ing. It was oiled every morning and chuck made by the same company is the | increased strength, the manner of insert- | ing the jaws into the body and the pro- | vision of so-called clamp-jaws. The latter (not shown in the engraving) are intended to hold the wheel or tire more firmly in the grip of the permanent jaws. The clamp-jaws are L-shaped and are dove- tailed so as to slide on the outer surface of the permanent jaws, the short leg of the L extending over the wheel held. These jaws are moved by screws entering threaded |holes in the end of the permanent jaws. | The bites of the latter are made to fit the | tread of the wheel, which has a tendency \to become loosened and pull out of the 543 grip of the jaws, but the clamp-jaws pre- vent any loosening movement of wheel away from the face of the chuck. These chucks are universal and operated by means of screws, pinion and rack; they are, of course, self-controlling, and are attached to the lathe or boring-mill generally by means of a face-plate turned off to fit the seat for that purpose in back of chucks, which if properly done will insure the true running of the chuck and its holding a wheel or tire practically true while being bored orturned. By the use of these chucks PULLEYS. much time is saved in adjusting work and accuracy isinsured. The faces of the per- manent jaws are true with the face of chuck, and the bite is made at an angle of 3° unless otherwise ordered, so as to correspond with the shape of flange and tread of wheel. The chuck will take in work from 424 inches in diameter down to 6 inches. When made with jaws with steps, or common jaws for general lathe work, itis claimed to make the strongest and largest universal chuck in existence. I Machinery for the Texas.—The plans and specifications for the ma- chinery of the armored battleship Texas were received by the Quintard Iron Works on Monday. The Texas is building at the Norfolk Navy Yard, and, like the Maine, her machinery construction is offered to private firms for contract work. The plans have only been sent out from the Department during the last week, and are ready to be sent to any one who may be inclined to bid upon the work. The plans and drawings were opened up in the drafting-rooms of the Quintard Works, and hastily placed in comparison with the drawings of the Maine’s machinery. So far as a cursory glance could deter- mine, the most apparent difference be- tween the designs is in the bed-plates, and also in the form of the steel columns. In the Maine these columns are single and apparently simple in form, while in the Texas’s designs they are in the form of a Y. This latter form is the same as is seen on the Inman liner City of New York, and is purely an English feature. The boilers for the Texas differ from the design of those for the Maine in being placed fore and aft, having forward and aft firerooms. The shafting for the Texas is shown to be similar to that designed for the Maine. In other respects the machinery for the two vessels appears, on the whole, very similar, and leads one to believe that it will not be a much harder undertaking than the construction of the Maine. The weight of the boil- ers for the Texas is 52 tons, being much greater and more unwieldy than those of the cruiser. The shell of the Texas boilers is of very great thickness, which accounts somewhat for the weight. The design for the battleship’s hull and ma- chinery came from the Barrow Ship-build- _ing Company, of England. _ . le , ~>) ae v- a sae mo, AGE iy) ibe ef - erze “ aE >?" =o i i mn 1) 2) Vere ee I BPW) Pas goats POS he > = et 44 544 THE IRON AGE. April 11, 1889 The Forward Gas Engine. |receives inflammable gas from the fixed | in the fixed cover >, which duct /? commu- eaten | gas duct j in the cover a the passage /* in| nicates with the port g of the small gas The distinguishing feature of this e , | the rotating disk a being brought opposite | chamber / g. engine, which is manufactured by T. B. | during the motion of the said disk, and| By the action of the ratchet motion the Barker & Co., of England, and the United ;Communicating with the duct or curved | small gas chamber / g in the disk a, hay- Hn Hit a States patents of which are in the hands of | Philip 8. Justice & Co., of Philadelphia, is a rotating valve by which the ignition of the combustible charge in the cylinder is effected. Inthe valveare eight ignition ports, which come into action successively. Each port having performed its duty makes a complete revolution before it comes into action again, and in the mean- time is exposed to the air, by which the greater part of the heat which it has ab- sorbed is carried away. This insures the cool working of the valve, which runs scarcely any risk of cutting, while the con- stant motion in one direction affords an- other element of safety. Every time the cylinder takes ina charge the valve gives a partial revolution, but when the gas is cut off completely the valve ceases to move, and the small firing charge, which would otherwise be wasted, is saved. The num- ber of missed explosions is not, however, great in this engine, as the strength of the charge is reduced as the work: falls off until it approaches the point at which it | would cease to explode; the gas is then cut off entirely, and the valve left station- | ary until the governor arms again fall. | The mechanical devices by means of which these operations are performed are shown by the accompanying cuts, which illustrate a 4 horse-power engine constructed in accordance with the patents of T. B. Barker. The valve @ is mounted on a} pivot at the rear of the combustion cham- | ber of the cylinder, and has a number of ratchet teeth, e, around its circumference. It is rotated by a pawl, 7, worked by a small crank at the end - the side shaft | and a connecting link, ». The cylinder being charged with compre ssed explosive mixture, the port d is also charged with the gaseous mixture. The disk a is by the intermittent motion imparted to it , brought into position at the required time | slot j in the cover #. The slot or small gas | ing been charged in the manner described, for igniting the mixture in the cylinder. | chamber 7 g receives atmospheric air to | is “carried rapidly forward, and the gas- The slot or small gas chamber fg in the | form an inflammable mixture with the gas |eous mixture therein is ignited by the disk a, which is approaching the port d, | in the small chamber through the duct 7° | fixed relighting gas jet h'. The igniting Fig. 2. THE FORWARD GAS ENGINE. April 11, 1889 of the charge in the small gas chamber f g takes place immediately before the passage A comes opposite the port d into the gas cylinder a®. The passage h com- ing opposite the port d, the flame in the small gas chamber f g ignites the gaseous THE IRON AGE. 545 tappet valve, the cam p' operates upon the| Fig. 7 a high-pressure card illustrating lever p, causing the stud g to be disen-| how the governor supplies a richer charge gaged from the slot, and allowing the pawl | of gas when any sudden demand is made to fall into the teeth of the valve. When/on the engine. At half-power the brake the engine is running so fast that the gas- | horse-power was 3.084, equal to a gas con- valve is not opened, the stud holds the| sumption of 31.86 feet per horse-power mixture in the port d and the engine cyl- | pawl out of gear. per hour. The lighting jet burned about inder a®. The passage / opens into the port g of the small gas chamber / g imme- This engine has been subjected to a}2 feet an hour in both cases. When the series of tests by Prof. R. H. Smith, of! engine was running empty it burned 53 Fig. 3. Fig. 4. diately after the said small gas chamber and the port /* are closed, the duct i com- municating with the port d a little before the port A communicates with the port d to effectSthe ignition of the gaseous mixture in the gas chamber or cytinder a’. The supply of gas is regulated by the lever o and the gas-valve r. The lever re- Fig. 5. THE FORWARD GAS ENGINE. ceives its motion through a spindle, o', from a second lever, which is acted upon by a cam on the side shaft. This cam is under the control of the governor. The lever o carries a cam, p', which engages with a lever, p, having at its end a stud, q', taking into aslot, g, in the pawl /. Upon the lever o moving so as to open the gas Mason College, Birmingham, and _ has | feet of gas per hour at the high speed, 44 given most satisfactory and economical | feet at the medium speed and 34 feet at results. It was tried at full working load, | the low speed. A comparison of these at half load and unloaded, the latter test | results with those obtained in the Society being divided into three parts—at fast,|of Arts trials in England shows that the medium and slow speeds. The full work- ing load trial lasted 85 minutes, the speed being 176.86 revolutions per minute. The ; ‘ [(\ Initial Pressure.............. 165 Ibs. per 3q. in. Average Mean Pressure..... 65.11 - 7 Revolutions per minute.... 177 Fig. 6. | Forward gas engine ranks among the best in the market in the matter of economy, while its mechanical simplicity is a great additional recommendation. LL The New York Iron and Chemical Com- pany’s shop, at Long Island City, was destroyed on Saturday by a fire, which | broke out in the tanks of the Empire Re- Initial Pressure.............. 220 Ibs. per 3q. in. Average Mean Pressure..... 77.73“ ; indicated horse-power was 5.54, andthe} "evolutions per minute... 175 brake horse-power 4.807, giving a mechani- Fig. 7. cal efficiency of 0.8677. The gas consumed ; in driving the engine was 163.2 feet, or| finery. There was a two-story brick and 20.79 cubic feet per hour per indicated | frame structure in which scrap tin was horse-power and 23.97 feet per brake | treated chemically to remove the tin from horse-power. Fig. 6 shows an average in-|the sheet iron. The loss was put at $40,- dicator card taken during this trial, and | 000. D » Mr ge Se | ER 2 ie EO eee 0S EBS UE WW af z we) a “ye Sa Tee ‘ tear ” / waar é vom . SNe “as PSeie +; ae foe: #1) VV ~— ee sa LS 5 trios: Fics et. o> ee ee feat co 546 Iron Chimney Stacks. i In many places, notably in ironworks, iron stacks are preferred to brick chim- neys. Their etticiency for the same dimen- sions is somewhat higher, because there is no infiltration of air through the brickwork. The stacks of che Pennsylvania Steel Com- pany, at Sparrow's Point, Md., of which we herewith present a sectional elevation and plan at the base, are lined with brick their whole hight, and are bolted down to the base, so as to require no stays, THE IRON AGE, the chimney. The relation is expressed in | the equation | d h? C = W b in which d = the average breadth of the shaft; A = hight; & = the breadth of | base; all in feet; W = weight of chim-| /ney in pounds, and 0 = a co-efficient of | wind pressure per square foot of a. This! varies with the cross-section of the chim- ney and = 56 for a square, 35 for an octa- gon and 28 for a round chimney. Thus a| square chimney of average breadth of 8 | though in this case they would be suffi- | feet, 10 feet wide at the base and 100 feet ciently stable from their own weight. A | high, would require to weigh 56 x 8 x good method of securing such bolts to the 100 x 10 = 448,000 pounds to withstand stack is practiced by the Pencoyd Iron | any gale likely to be experienced. Brick- Works, and is shown in detail in the work weighs from 100 to 130 pounds per annexed cuts. Iron stacks require to be|cubic foot, hence such a chimney must : Heicut or CHimmneys. eo “ == Cs a. : > —_— wa © wD i . Sé@e i Sdeo| Sp Sad = [30 ft\60ft\70 ft! 80 ft.| go ft. |100 ft.|rro ft.|125 ft.150 ft.|175 ft.j200 ft.) BEE | BLE) oS Res Be iomeke ; e<e5 28 BSERE - . an > ~ = wn co Commercial Horse-Power = F z | Fa 15 23 5 7 0.97 2.97 16 21 35 | 38 | 41 1.47 2.41 19 2 49 | 54/ 58 62 2.08 3.14 22 27 | 65 |-72 | 78 | 83 2.78 3.98 24 30 84 | 92 |100 | 107 113 3.58 4-91 2 33 ITS [125 | 133 14! | 4-47 5.94 30 36 14I |t52 | 163 | 173 | 182 | 8-47 7-07 32 39 183 | 196 | 208 219 | 6.57 8.30 | 35 2 216 | 231 245 258 271 |} 7-76 9.62 | 38 4€ 311 | 330 | 348 | 365 | 389 10.44 | 12.57 43 54 303 427 449 472 503 551 | 13.5! 15.90 48 sen 505 539 565 593 | 632 692 748 | 16.98 19.64 54 66 658 604 728 776 849 g18 g8r | 20.83 | 23.76 59 72 792 835 87¢ 934 | 1023 | 1105 | 1181 | 25.08 | 28.27 | 64 78 995 | 1038 | 1107 | 1212 | 1310 | 1400 | 29.73 | 33.18 | 70 84 1163 | 1214 | 1294 | 1418 | 1531 | 1637 | 34-76 | 38.48 75 go 1344 | 1415 | 1496 | 1639 | 1770 | 1893 | 40.19 | 44.18 80 96 1537 | 1616 | 1720 | 1876 | 2027 | 2167 | 46.01 | 50.27 86 Sizes of Chimneys with Appropriate. Hoyse-Power Boilers, — kept well painted to prevent rust, and generally, where not bolted down, as here shown, they need to be braced by rods or wires to surrounding objects. With four such braces attached to an angle iron ring at two-thirds the hight ot the stack, and spreading laterally at least an equal dis- tance, each brace should have an area in Holding-Down Bolts and Lugs, Pencoyd Iron Works. average 13 inches thick to be safe. A round stack could weigh half as much or have less base. HORSE-POWER OF CHIMNEYS. The effective area of a chimney for a given power varies inversely as the square root of its hight. The actual area, in practice, should be greater because of re- tardation of velocity due to friction against the walls, On the basis that this is equal to a layer of air 2 inches thick over the whole interior surface, and that a commer- cial horse-power requires the consumption on an average of 5 pounds of coal per hour, we have the following formule: 0.3 H ¥ h H = 3.88 FE Vh S=12 ¥VH+4 D = 13.54 VE +4 . (say E In which H = horse-power; 4 = hight of i =A—0.6 VA | chimney in feet; H =-effective area, and A = actual area in square feet; S = side of square chimney; D = diameter of round chimney in inches. The accompa- | | nying table 1s calculated by means of these | formule. For the foregoing valuable data | we are indebted to Steam, issued by the | Babcock & Wilcox Company, of this city. RM _— The Sperry Electric Company, 194 to} 198 South Clinton street, Chicago, have issued a very neat little pamphlet descrip- square inches equal to ys)5 the exposed area of the stack (diameter x hight) in feet. THE STABILITY or power to withstand the overturning force of the highest winds requires a pro- portionate relation between the weight, hight, breadth of base and exposed area of |tive of the Sperry automatic safe sys- ‘tem for electric are lighting. In addi- | tion to the claim made for safety they calt | special attention to a number of other) | technical advantages which they say are | realized in the use of this system. A large number of testimonials are printed from persons who have introduced the com- | pany’s various electrical devices, and have ‘found them to give entire satisfaction. ‘ TS Y V; 7 April 11, 1889 | l4 } ’ /} oe j. ola iF iL i 3 iH J f ; if ) { | nM - || im) tf | i it ' | | H | : im; fi = he ‘+ 7 4 Se ae ee eR He >2 - rn 2 fH; | | | 3 \(- A LL i= mig A it —_ ; | J | 7 7 3 ie ule i | 3 : 3 2 2 e e = e 2 x a S z ! A | a) r A | | | } 2! , td [| A> « : y, | ||; =8 Le * > + . 7 yj es ym) ||| WZ 4 1% Seo = 45 ee ead 225 O-tota’ |_| | SS EO = So = LY + = -=—- —— —— 40'0" A H ' SS ze KE KZ SSS ae -— 25 0 ~ eo. ——————— - - -—--= - ——4. == Sectional Elevation. Plan. Stack of Pennsylvania Steel Company, April 11, 1889 THE IRON AGE. 547 eS The Jones Ingot-Pusher. One of the minor improvements intro- duced at the Edgar Thomson Steel Works at Braddock, Pa., during the past year has been the addition tothe plant of two ingot-pushers designed by William R. | Jones, general manager of the works, and patented by him January 1, 1889. In order to relieve the pit, where usually the work of stripping the molds from the in- gots is performed, Captain Jones picks | up the mold and ingot bodily and transfers it to a car, which is hauled outside of the mill where the pusher is located. The accompanying section clearly shows the The apparatus consists of a construction. erty of every community where boilers are used, be it Resolved, 1. That we establish a mini- mum price or scale of prices for steam boilers below which no manufacturer shall be permitted to sell. 2. That we will in all cases use the best material, refusing to accept contracts where specifications do not call for ma- terial of suitable quality to be used in the construction of steam boilers. 3. That we invite all manufacturers of boilers to join our association, knowing as we do that our object is purely philan- thropic, and that while we are benefiting the supporter alone and also showing the rail in place, meets every possible ob- jection to iron or rock sleepers, and in view of its cheapness, simplicity and fa- cility of application, may be applied to | every kind of sleeper known. It 1s stated that it will prevent the cutting of the rail |into the wooden tie and will render the |track more elastic than wood ties, es- | pecially when the ties are of hard wood or | embedded in hard ballast. The fastening to | the ties is very simple and is made by bolts, spikes, latches or wedges, as may be | most suitable to the material and shape of the tie. To obtain noiselessness, still more ourselves, we are at the same time bestow- | elasticity, to keep out moisture and to ing one of the greatest blessings upon the THE JONES hydraulic cylinder mounted horizontally on a frame, and provided with the usual water-supply pipes. In front of the cylin- der is an upright frame connected with the cylinder supporting frame by heavy brace rods. The position of the ingot mold and ingot is shown in the drawing, the pusher piston ejecting the ingot through the opening in the upright frame and over the rollers back of it on the bed of the car ota in a position to receive it. The| dy of the ingot then rests upon the car and its rear end rests on the rollers of the table back of the upright frame, so that the car cannot be moved to bring it into position to receive another ingot without displacing the ingot unless the table be removed ; this is effected by reversing the valve shown below the forward end of the plunger, thus admitting water to the front end of the pusher cylinder, forcing it back. At the same time it allows the water to escape from the cylinder of the table back of the upright frame, and causes the sup- porting table to drop by gravity out of the way of the ingot. $$ The Boiler-Makers’ Meeting. A. T. Dougthett, secretary, has issued the following circular: At a preliminary meeting of the local contingent of boiler manufact- urers, held in Pittsburgh, March 20, 1889, it was decided to invite the manufacturers of Pennsylvania and ad- jacent States to meet in convention at Hotel Anderson, Pittsburgh, Pa, on Tuesday, April 16, 9 o’clock a.m., and that the sense of the meeting might be made known, the following resolutions | were passed merely as a suggestion of the line of thought to be followed by the con- vention: Whereas, The exigencies of our business, on account of the many combinations in other departments of trade with which we have to deal,,have placed us in such a posi- tion that it devolves upon us to protect ourselves in a manner best suited to our case; and Whereas, No business calls for greater care, better material in the construction of its commodity and more exact workman- ship than ours; and in view of the fact that so many disastrous explosions have occurred in the past where material after- ward tested has been shown to be of in- ferior quality; therefore, that we may bet- ter secure safety to the lives and the prop- INGOT-PUSHER. public at large, who should look with dis- trust upon any reason of personal motives, refuses to take this important step. ——E— EE Elastic Rail-Supporter. In previous issues of The Iron Age we have had occasion to mention the enor- mous inroads made by the wooden tie upon our fast-disappearing forests and to de- manufacturer who, by | | prevent sliding or working between the | spring-plate and ties, there can be placed under the plate a piece of asphalt felt or |any other comparatively soft material. The elastic tie plate is constructed in such a way, as will appear by the sketch, that it /can be replaced without removing the rail | by simply loosening the bolts and turning | the plate to an angle of 45°, when the clips | will clear the rail. These ties are made by the Elastic Tie Plate Company, of New | York City. I The Kelly & Jones Company. One of the largest and most complete | establishments of its kind in the country |is that of the Kelly & Jones Company, located at Huff Station, on the southwest |branch of the Pennsylvania Railroad, about 33 miles from Pittsburgh. The firm are engaged in the manufacture of special- ties for the steam-heating trade, consisting of cast and malleable iron fittings, globe and angle valves, heavy fittings in brass and iron for hydraulic and natural-gas works, mill and mining supplies, machin- ists’ and steam-fitters’ tools, besides a va- riety of smaller castings in use in the dif- THE ELASTIC scribe the attempts made to substitute | ferent trades. By means of tables we have com- | works of this firm were located at Jersey metal. RAIL-SUPPORTER. Until the present year the pared the cost of both and have presented | City, N. J., but, desiring to avail them- estimates of total cost for an extended | selves of the advantages of natural gas time. now repeat or to present a résumé of the advantages and disadvantages of the methods of supporting rails. It is not necessary, therefore, to|and at the same time secure additional facilities for the manufacture of their goods, the plant was removed to Huff In any sys-| Station, on the outskirts of Greensburg, tem of securing and supporting the rails | the citizens of the last-named place hav- it is essential to provide a certain degree of elasticity, which not only affects the durability of the ties, rails and rolling- stock, but largely controls the noise and easy rolling of the train. It is claimed that the elastic rail-supporter, of which we herewith present two engravings, showing ing decided to give the firm free ground and a cash bonus of $50,000 in order to secure the plant. The buildings are brick on stone foundations, and consist of a main building 40 x 226 feet, which is di- vided into offices, shipping-room and store- rooms. Four large wings extend back ie @/ 4 i, Ss) Biter. - Jj ae Aes fuer net hls << [ge F OG 7 ee ) rPapy er? Sarr tk a San 5 tegen see oe a3 BIG F tee * o # van a a ae Wt ratte, 548 THE IRON AGE. April 11, 1889 from this building. The outside wing is 690 feet long, 300 feet of which is 60 feet wide; the balance of the wing, 390 feet, is 40 feet wide. This wing is used for the gray-iron foundry and fitting department. The other outside wing is 650 feet long, 200 feet of which is 60 feet wide; the re- mainder, 450 feet, is 40 feet wide. This wing is devoted to the manufacture of malleable-iron pipe fittings. An _ inside wing, 440 feet long by 40 wide, is devoted to the brass department. Another inside wing, 200 feet long by 40 feet wide, is called the radiator wing. In this is man- ufactured steam-heating apparatus, for which this firm have an exceptionally large trade. In addition to these build- ings is another in the rear of the main building, two stories in hight and _fire- proof, 100 feet long by 40 feet wide, used for the making and storage of pat- terns. These buildings were planned and erected with the idea of reducing to the minimum the cost of manufacturing. Every machine is so placed that it is made to yield the greatest possible results. Many of the machines are ingeniously con- structed with reference to labor-saving qualities, quite a number of which were invented by Mr. L. D. Cassell, the general manager of the works. In the foundry a novel system of double track overhead railway for the delivery of the molten iron Fig. 1. THE from the cupola to the molders’ floor has been introduced and is ,in successful operation, the empty ladles returning on one side, while the loaded ones pass them coming from the cupola. It is, in short, an endless railway, running parallel. The most perfect devices for the prevention and discovery of fire have been adopted. A watchman is employed who walks through the buildings at stated times. His movements are recorded by a Howard electric watch-clock, which files a record of his movements as he makes his rounds. Automatic water-sprinklers are scattered over the entire building, on all the floors, at adistance of 10 feet from each other, which release a stream of water when the temperature rises to 160° F. When in full operation the works gives employment to about 600 hands, with a pay-roll amount- ing to over $5,000 per week. The capital SILENT Fig. 1 of the annexed engravings is a view of one-half of the case and one-half of the ring or wheel within the case; it shows the pockets or scoops for taking up the material and carrying it around and dropping it in front of the wheel, and also shows the ribs upon the inner surfaces of both the ring and case. are designed to crush large pieces of material when inserted at the trunnion and falling within the center of the ring, are shown more fully in Fig. 2, a section of which is broken away to show the pockets discharging the material just in front of the wheel. The case is driven by two friction-wheels having contact with the case at its lowest part. This does away with all noise due to theaction of gearing, GRINDING MILL, BUILT BY and permits the use of the mill in locations where it could not otherwise be placed. Being driven from below instead of at the center, the power required is small. heavy ring or wheel, rolling in the case at a speed of about 40 revolutions per minute | (when grinding cinders), has great crushing |force and grinds rapidly. As the joints are made water-tight by rubber packing, and the hollow trunnions have caps and clamps to hold them when desired, the | mill may be used to grind any material, either wet or dry. If it be used for grind- ing foundry cinders, or skimmings, a | branch can be led from the blower-pipe to the opening in the trunnion to blow away the dust as soon as pulverized; this passes out at the other trunnion and can be con- ducted away through a pipe placed loosely over the outer end of the trunnion. If | the dust is objectionable or the works have stock of the company is $300,000, while | no blower, the material can be ground wet its officers are as follows: John T. Kelly, of New York, president; James Balph, of Pittsburgh, vice-president; George M. | by leading a pipe to the opening in the | trunnion and allowing a stream to flow through, being carried away by a pipe Jones, of Greensburg, treasurer, and Waiter | under the outer opening on the opposite J. Kelly, of Pittsburgh, secretary. main office is located at the works, while a branch office and warehouse are at 141 and 148 First avenue, Pittsburgh, Pa. The side. In this case the openings in the | trunnions are of different size, the one in | front being 24 inches in diameter and the ‘opposite one, out of which the water flows, These ribs, which | ALBERT M. The | being 34 inches, thus allowing a down grade of 4 inch, the water flowing through the larger opening and carrying with it | the light matter as fast as ground. When it is desired to retain the material within the mill until sufficiently fine, as in the case of foundry facings, the openings in 'the trunnions are closed by caps and clamps. The material being put through the openings in the top of the case and the door inserted and held by its clamp, the grinding proceeds until the desired ames of fineness has been reached, when, the door having been removed, a few revolutions will discharge the contents into a box placed underneath the mill. To sift out the material as fast as ground, the door is furnished with a wire cloth through which the ground material passes at each revolution. As the countershaft runs Fig. 2. HILL. sontinually, the mill is started or stopped by raising or pressing down cam-levers which operate yokes at each side under neath the trunnions, thus lowering or rais- | ing the case and bringing it in or out of contact with the sheave. As all the parts ,of the mill proper are castings requiring no machine work and are interchangeable, any part can be renewed at small cost. | This mill is manufactured by Albert M. Hill, of New Haven, Conn. The steel steamship Cayuga, built at the Globe Iron Works, in Cleveland, for the Lehigh Valley Railway Company, was launched on the 2d inst. She cost $250,000 and measures as follows: Keel, 292 feet 2 inches; over all, 308 feet 8 inches; beam, 40 feet; molded hold, 25 feet 6 inches. Her engine is triple expansion; cylinders, 24, 38 and 61 inches, with a 42-inch stroke. She went into the water with al! her machinery aboard of her. Boilers are ready, and she will be ready for sea about the middle of May. The Cayuga’s carry- ing capacity is estimated at 2650 net tons on a 154-foot draft, or about 3000 net tons on a 164-foot draft, Her speed is figured at 14 miles per hour. April 11, 1889 “MANUFACTURING Iron and Steel. The employees of the Crane Iron Com- pany, at Catasauqua, Pa., have been noti- fied of a reduction of wages, as follows: Keepers, $1.90 per day ; first helper, $1.65; second helper, $1.50; fillers, $1.50; iron- men, $1.50; laborers, $1.10, and all others, 10 per cent. On Monday, the 1st. inst , a notice was yosted in the works of the Allentown Roll ing Mill Company, at Allentown, Pa., an- nourgcing a reduction of wages. The pay of puddiers will be $3.25 per ton here- after, a reduction from $3.60. Al! other employees, except laborers, will be reduced 10 per cent. The pay of the laborers will remain as at present, $1 per day. In answer to a report that the Sheldon Axle Company, of Wilkesbarre, Pa., had decided to increase the size of their plant and take on a number of additional hands, we received the following advices from the company under date of the 6th inst. : ‘*We have not increased our plant or facilities for manufacture in a long time, nor have we increased our output more than the demands usually made upon us at this season of thg year require. In our busi- ness the time of the greatest demand is during the winter and spring months, and we necessarily are running much heavier during those months than during other parts of the year. Business is fairly good with us; we have faith in a good average year’s business.” The Falcon Iron and Nail Company, of Niles, Ohio, started up their nail factory on the 8th inst., for the purpose of work- ing up a small stock of nail plate which they have on hand. When this is done the factory will be closed down again for an indefinite period. Mclivaine & Sons, of Reading, Pa., have resumed operations in their rolling mill, which has been idle for many weeks. No. 4 Furnace, of Laughlins & Co., at Pittsburgh, now in course of erection, is rapidly approaching completion, and in all probability will be blown in about the middle of next month. The firm are badly in need of this new furnace. Of their three furnaces only one is in blast. Their No. 1 furnace was torn down about two months ago, while No. 2 was blown out during the latter part of March for relin- ing. No. 3 is the only stack now in blast. This firm are making many extensive im- provements, which, when completed, will ive them one of the finest furnace plants in the country. During the month of March there were turned out 2500 tons of steel rails at the Edgar Thomson Stee] Works of Carnegie Bros. & Co., Limited, at Braddock, Pa. This is the largest output in any one month in the history of the establishment. The entire plant of the Bethlehem Iron Company, at Bethlehem, Pa., resumed operations in full on Monday, the 1st inst. The price of puddling was reduced from $3.80 to $3.45 per ton. The Steubenville Iron and Steel Com- pany, of Pittsburgh, capital $50,000, was chartered on the 8d inst. The stock- holders are Joseph R. Jackson and Horace Crosby, of Pittsburgh; James B. Murray, Adolf Crandon and William lles, of Me- Keesport, and Henry W. Bishop, of Se- wickley. The Millvale plant of Graff, Bennett & Co., at Pittsburgh, which has been idle since the failure of that firm, about a year ago, was put in operation on Monday, the 8th inst., by asyndicate of creditors repre- sented by James Friend and F. N. Hoff- stot. Only a portion of the plant is being operated, but it is the intention of | high and iron clad. THE IRON AGE. 549 the syndicate to put the entire plant in operation as soon as possible. The Mill- vale Iron and Steel Company is the name adopted by the new concern. under date of the 5th inst., says: ‘James E. York, who constructed the blast fur- nace power in this city, which is the largest of its kind in the world, has made a steel plant to employ 1200 men, and to cost not less than $1,000,000. Mr. York’s terms are that a suitable sum and a bonus | of $100,000 be giv