The Iron Age 1889-10-03: Vol 44

HE THURSDAY, OCTOBER 3, 1889 IRON AGE Spiral-Geared Planing-Machine. The exhibit of William Sellers & Co. (Incorporated), of Philadelphia, at the Paris Exposition comprises the following : 20-inch and 36-inch planers, 45-inch vertical drill, yatent tool-grinding machine, drill grind- ing and pointing machine, sh: ifting, pul- leys, injectors, &c. We illustrate here- with the 36-inch patent spiral-geared plan- ing-machine, which is driven by spiral gearing without the intervention of bevel wheels. The work done is smooth and entirely free from the chatter marks caused by the gearing used in other planing- machines. Driving belts are wide on high face pulleys. The reciprocating motion is produced by friction-clutches, not by shift- ing belts. The clutches are small in diam- ee MAH passe TTT i SPIRAL-GEARED PLANING-MACHINE, BUILT BY eter but certain in action, reversing the mo- tion without jar. The return-stroke is the quickest ever obtained on a planer without overrunning the required distance and the machine will plane to a shoulder with cer- tainty. The table is of unusual stiffness, with one plane and one very flat angular way, the latter having four bearing sur- faces, two to carry the weight and two more to take the side thrust. The table is guided laterally by two surfaces, both nearly vertical, and is free in its motion, running light under heavy loads. Im- proved oiling devices in the ways, thoroughly protected from dirt. The feed is distinct from the motion of the table; it is driven positively from the | slow-running pulley through an appliance for transmitting and arresting motion. It is set in motion by the adjustable stops on the table. The feed takes place, while the machine is reversing, and at the end of the back stroke if desired, no matter in which direction the feed is working. The machine is operated from either side by levers that control the table motion and at the same time can at will cut loose and arrest the feed, so that the table can be| “ aa peniiit ene j run past the stops as often as required for examination or adjustment of work, and | when the planing is resumed the cut will show no mark of the feed arrest. The cross-head 1s unusually massive, inclosing the saddles, the slides being broad and flat, not angular, anJ fitted with bronze taper- shoes to take up the wear. On planers of 36 x 36 feet and larger, when fitted with itwo saddles on one cross-head, the feed- screws and rods to each are separate, so that each can be operated in all respects inde- pendently except in the amount of feed, which will be the same for both saddles ; at an additional cost the amount of feed to each saddle can also be made independent. The feed is adjustable from one whole revolu- tion of the feed-screws down to nothing by an infinite gradation, no teeth in feed- am LET Oa ano asian rn il ee a | nT WILLIAM tau NL WT Mn Pater! Weert ml mm ee | ratchet to limit the changes: 25 x 25 inch planers and larger are fitted with tool- | lifter, raising both tools on the back stroke, no matter in which angle the planing tool may beadvancing. Vertical slides on both or either upright can be furnished with 36 x 36 inch and larger machines. The tools of the vertical slides stand in line with the main tools operated by separate feed, and can be lowered be- low the top of table when not in use: 36 x 38 inch planers and larger have lift- ing machinery for the cross-head which is operated by means of friction-wheels that can be held to their work without much effort, but which stop as soon as the work- man releases his hold on the lever, this being to avoid the accidents arising from hoisting- machinery set 1n motion and then left to work during the absence of the op- erator. Machines up to 54 x 54 inches inclusive have a return speed eight times greater than the speed of cut, or about 150 feet per minute. Sixty-inch machines and larger have a return speed six times greater than the speed of |cut, or about 110 feet per minute. For power of cut, smoothness of work, quickness of back stroke, convenience of h ndling the feed from both sides of the |machine, ability to throw feed out and in again without marring the work, great strength, ease in handling, this machine is | claimed to stana without a rival. It, like the Sellers old style of planer, stands parallel with the line shaft, economizing room in the shop. Having no shifting- belts from the counter-shaft to the machine, the position of the counter-shaft is not so limited as on the old style of planer. SS The Barrow Steel Company, of Barrow, England, have lately put down a hydraulic press for the purpose of working ingots into slabs, instead of using cogging-mills and steam-hammers. The Iron and Steel WILLIAM SELLERS & CO. Trades Journal states that this is the first time that hydraulic plant has been used for this purpose, but it is believed that the result will be satisfactory, and that the metal treated by this process will be found to be more homogeneous than by hammer- ing or cogging. We are advised, how- ever, that Bell Brothers, at Clarence, near Middlesborough, have been using a hy- 'draulic press without securing complete satisfaction. Our contemporary adds that a series of experiments is to be conducted by Mr. David Evans, the general manager of the Barrow company, and several experts have expressed their opinion as to their con- fidence in the process and the benefit the trade will acquire by its use. From different parts of the country come complaints of a growing famine in freight rolling stock. While this is a trouble usual at this time of the year, it seems that the fall traffic now is a good deal heavier than it ever has been before, and that even with the additional equipment pro- vided during the current year the leading railroads find it impossible to handle the business offered them. 5 eee amy pete) aD eter sawp 8)! — —— md > ie) > ep Bam pe ) Seen ee ee me am emee B y + st BB ot RE - -— PB "a 7 Dy a) 512 Electric Traveling-Cranes at the Paris Exposition. In our issue of last week we presented an illustrated description of the 10-ton electric traveling-crane constructed by Bon & Lustremant, of Paris. We now publish illustrations (for which we are in- debted to the Engineer, of London) of the 10-ton electric traveling-crane running on the track on the Ecole Militaire side of the Palais des Machines, and built by Mégy, Echeverria & Bazan, of Paris, who are widely known for their special designs of windlasses and cranes, comprising two different forms of friction-clutch and safety appliances. These clutches are used on the crane, permitting a perfectly gradual starting motion and _ rendering overloading of the crane impossible. We shall therefore enter somewhat into detail over this interesting part of the mechanism Another point of great interest is the electrical machines. The dynamo and motor used in this transmission are multi- polar machines constructed by the above firm to the designs and patents of M. Georges Miot. These machines, while doing their actual work on the crane daily, are exhibited in Class 62, al- though there is no separate electrical exhibit; the whole, in fact, forming one system. Although multipolar machines are numerous, this design has certainly some striking features, the more so be- cause without some explanation the raison d’étre of its peculiar disposition of brushes and field is not easily understood. Fur- ther interest attaches to the machine, as the ratio of output to gross weight is ex- ceptionally high—some 12 or 13 watts per pound. Referring first of all to the gen- eral construction of the traveling-crane, the general disposition of the mechanism and form of the crane will be seen by the side and end elevations in Figs. 1 and 2. In the latter are seen the three levers for controlling the clutches, the mechanism of which will be described. In the center is the hoisting-gear, which contains a fast ano slow motion and a safety-clutch, the action of* which is to render impossible the raising of a weight heavier than the predetermined safety limit. The clutch or coupling devised and con- structed by this firm is illustrated in Figs. 3 and 4, in which it will be observed that a sleeve with opposite projecting ears is keyed to the shaft, the projections serving as supports for the pivots of two levers. The extremities of the long arms of these levers are attached to the two free ends of a circular steel spring, the latter being held by levers in a position concentric to the shaft. The spring in general form re- sembles a piston-ring and its action is in some respects the same, since it is fitted to the inside of a pulley so as normally to press against its interior surface in the same manner as a piston-ring exerts con- tinual pressure round the interior surface of acylinder. The spring is not circular, but bulges somewhat in its unstrained state, and only assumes the strictly circular form when compressed and fitted inside the pulley. The outside of the spring is also faced with leather, to cause a firm adhesion within the inside face of the pulley. So fitted, therefore, it will be understood that if the shaft is running from some source of power the pulley is fast and runs with it; it therefore only remains to be seen how, when required, the pulley may be set free from the shaft while running. In the figure it will be noticed that the short arms of the levers above mentioned ap- proacheach other toward their ends and that a loose roller is fitted to each end. Space enough is left between the two rollers to admit of the insertion of the thin end of a wedge, W, between them. Now, if the wedge is forced in between the two short THE IRON AGE. October 3, 1889 arms the two long arms of the levers will approach each other and compress the spring, consequently reducing its reactive adhesion to the pulley, and the latter can be set free entirely from the shaft by fore- ing the wedge in far enough. It is now easy to see how the wedge is inserted or withdrawn at pleasure while the shaft is running. The wedge is rigidly fixed to a aa patties a ‘slip inside the pulley and the machine re- ‘fuse to lift if the limit of weight is ex- ceeded, It is therefore convenient in many cases to fit the spring alone to a shaft which is to do hoisting work, so as to secure this safety action, the above arrangement of the wedge and collar being added only when it is required to ‘couple and uncouple the gear from the A Aaa Fig. 3.—Mégy Spring Friction-Clutch. TEN-TON ELECTRIC TRAVELING-CRANE AT THE PARIS EXPOSITION. collar which slides on a feather on the shaft. | power-shaft or to reverse the motion. The collar while rotating can therefore | The hoisting gear on the electric crane Is be moved along the direction of the shaft | thus fitted—that is, in addition to the by a fork controlled by a lever placed in | reversal of its direction of motion by a any convenient position, and by means (nest of bevel gear and two friction- of a simple lever-motion the pulley can be | clutches, with their levers and wedges as made fast or loose with respect to the shaft. described, there is added a spring independ- Where this form of clutch is supplied to|ent of the reversing gear, and mounted windlasses and cranes there is po danger | on levers and a sleeve as above described, of lifting a heavier weight than the appa-| but with no coupling and uncoupling ratus will safely bear, as the spring will! wedge and collar gear, its function being October 3, 1889 THE IRON AGE. 513 simply to act as asafety-clutch should the weight exceed the safe limit. We have already described the wedge- and-collar movement for throwing a pulley in and out of gear with the power-shaft. This is applied to the electric crane to throw either the travel, traverse or hoist movements into gear, or to reverse the di- rection of either one of them. The next gear to effect this for each of the above movements is shown in Fig. 4, where it will be noticed that each of the two pulleys carries a bevel-wheel set imward, be easy to follow by reference to the plan it being considered that one speed is suffi- given in Fig. 5. It will be seen that the electric motor delivers its power to the maiv length of shafting through two sets of spur-gearing, reducing the speed twice. In this gear the first reduction of speed is by helical wheels, the two larger wheels in the gear being mortised. The three dif- ferent movements of the crane, each with their reversals of direction, are controlled by three nests of bevel-wheel gear as de- scribed above, the power-shaft lying par- allel to the track of the crane. The move- whose teeth gear permanently into those! ment of traverse, or the shifting of the TRAVERSE CLUTCH enn eT FTNWS ms re CNS i i AK 7 { NOT: SHEWN TEN-TON of the intermediate bevel-wheel keyed to the separate-motion shaft. The collar set on a feather on the shaft between the two pulleys carries a double wedge as shown, and can by means of a forked level be shifted one way or other along the shaft according to the pulley which is required to be thrown into gear with the main shaft. When the collar is midway be- tween the two pulleys the wedges on each side are inserted sutticiently between each pair of levers to compress the springs and allow both pulleys to be loose. To throw one pulley into gear the corresponding wedge is withdrawn by shifting the collar toward the other pulley. Having described the form of clutch in use on the crane, the mechanism will now Te cstanenaeel ELECTRIC TRAVELING-CRANE AT Hoisting GEAR NOT SHEWN HUA TUIINLIR a CHAIN TO CARRIACE 7 i ——— = cient for all requirements. The movement of hoist, or raising and lowering the burden, is controlled from the central nest gear. The details of the hoisting-gear are omit’ ed on the plan, as it could not be well indicated from that point of view without confusion, and can be easily explained. There are two sets of spur-gearing before reaching the final shaft carrying the hoisting-chair, which give respectively speeds in proportion of 1 to 2and can be thrown into gear for either speed by the lever marked B. This lever shifts a collar with projections fitting into recesses in the boss of either spur-wheel, according to which speed is required, the change being made before the gear is set in motion. In addition to this there is the safety- clutch spring, already described, to pre- vent the lifting of a load beyond the safe limit. The final connection of the gear with the hoisting-chain will be best under- stood by the elevation in Fig. 9. At the further end of the crane this chain is an- chored, from which point it passes over the two pu'leys on the carriage and through the falling block, as shown. Thence it passes round projections on the shaft sup- plying the power, and up through a semi- circular guide-tube containing projections for the links to hold by, whence the slack chain descends into a wrought-iron box. The movement of travel or the rolling , CLurcu FORTRAVEL CEAR SPeea OF HoisT ! ————— A () i" SPEED OF TRAVEL Fig. 5.—General Plan of Mechanism. THE burden across the track, is controlled from the first nest gear. The motion is trans- mitted from the power-shaft to a shaft at right angles, and this again by level gear transmits the motion to a shaft parallel to the first shaft, and therefore parallel to the _ track. Finally, the motion is transmitted through a _ speed-reducing pinion and spur- wheel to the shaft from which the chain is _ operated. This chain passes over link guides on the shaft, the upper side passing to an an- chorage on the carriage and the under side passing round a pulley at the further end of the crane and returning likewise to a fixture on the other side of the car- riage. This movement of cross-traverse is not fitted with gear for change of speed, PARIS EXPOSITION. of the crane bodily along the track is con- trolled from the nest gear on the right- hand side. The final direction of this motion is, of course, at right angles to the power-shaft, and therefore the only gear is to reduce the speed. Two sets of speed- reducing gear are fitted which are in the ratio of 1 to 2and can be controlled by the lever A, which operates a clutch similar to that described for the hoist speed-gear. One simple but excellent point about this motion is that the power is transmitted by a length of shafting direct to the center of the crane, from which spur-wheels oper- ate the traveling-motion shaft, so equaliz- ing the torsional strain on the latter and producing a simultaneous and symmetrical propelling effort at each end of the crare. 5 . Y fap PD yd / tDIIID oe ee ay, iN h “ 514 THE IRON AGE. October 3, 1889 For throwing each of the three move- ments in or out of gear in any desired di- rection the levers are controlled by the mechanism illustrated in Fig. 8. This permits the controlling of the movements from the upper platform of the crane by the direct rotation of the hand-wheels or by endless chains of suitable length pass- ing over each wheel the same may be con- trolled from any hight—that is, either from the working platform or from the ground. The clutch-levers are jointed to the under side of three movable racks placed side by side, the teeth of which are on their upper surfaces. The teeth of each rack gear into pinions keyed to three con- centric shafts, the two outside ones being, of course, hollow, so that any pinion may be rotated independently. The central shaft is prolonged and carries the hoist- | pinion; the hollow shaft inclosing this | carries the travel-pinion and the outside | ANCHORACE CARRIACE eS TEN-TON ELECTRIC shaft the traverse-pinion. These shafts at the nearer end are respectively keyed to the three toothed wheels of similar size, each of which can be independently oper- ated by a pinion on its individual hand- wheel spindle. As the only movement now used is that of travel for the carrying of passengers from one end of the hall to the other, the chains operating the hand- wheels from the working platform for the other two movements are removed. We may now discuss the electrical ar- rangements, first mentioning, however, the interesting fact that the crane when fixed in its final destination after the exhibition will have been worked by four different transmissions of power. It is intended to be finally worked by wire-rope transmis- sion. It is now being worked electrically, and it performed the first two months of its work in the exhibition by steam-power, a small 3 horse-power combined boiler and vertical engine having been fitted on the crane pending the completion of the electrical plant. Moreover, the shafting is arranged for the coupling on of a hand- winch. Two lengths of bare bronze conductor are laid along one side of the track, these being connected on at the suffren end of the hall to insulated wires laid underground to the generator plant in the motive-power court. The conductors are laid over porcelain reels fixed by brackets to the girder, and are passed over two insulated brass hooks carried by the crane on its under side, Fig . 10. <A constant rubbing contact is there- fore established between the bare con- ductors and the hooks which convey the |current to the motor, this contact being assured by the hooks being at a somewhat higher level than the porcelain reels, so causing a slight strain on the wires and | lifting them off the reels as the crane passes along. The motor 1n use on the crane is a six- pole machine, the field of which is built with three electro-magnets whose poles Fig. 7. Details of Mechanism. TRAVELING-CRANE AT THE are disposed as shown in the illustration, Fig. 6. It will be seen, therefore, that the six poles are arranged in three pairs, each pair being somewhat close together. At first sight there appears to be a chance of considerable leakage across the air- space between poles placed in such proxim- ity, and alsoa possibility of the magnetic circuit completing itself in one continuous circuit through the iron of the three mag- nets; that is, only passing through a small portion of the armature core. That these suppositions are purely imaginary is proved by the tests taken of the intermediate field, first with a single and then with two magnets. To describe this test, how- ever, we must first draw attention to the extremely ingenious instrument devised by M. Miot for measuring the intensity of amagnetic field. The instrument, which is called an inductometer, Fig. 7, appears to us to be of great utility, inasmuch as by its means magnetic fields in any direction can be compared and measured even when the magnetized masses between which the field is contained are only separated by a distance of 1 mm. The instrument is solid silicium ' therefore of the greatest use in explering the field passing across narrow air-spaces in a dynamo machine, and has couasider- ably facilitated M. Miot’s designs by en- abling him to investigate the proportion of useful and waste field in various forms of field magnets in cast-iron, from which it was easy to devise the best form and give the field afterward in wrought-iron. The inductometer, Fig. 7, consists of a U-tube with bulbs and openings as shown for the admission of mercury. Through the plugs in these openings pass wires which make contact with the mercury inside and are connected outside by flexible leads to a battery or dynamo, giving a steady cur- rent of two or three ampéres strength. The surface of the mercury in each bulb is covered with glycerine for prevention of oxidation. Between the two vertical sides of the tube another tube is fixed, which has an orifice opening into the first, and TRAVEL PARIS EXPOSITION. therefore is filled with mercury to the same level as the U-tube. To cut off all connection with the atmosphere the ver- tical sides are prolonged upward and join on to the central tube at the top. Immediately above the mercury level in the central bent there is a reservoir of colored spirit, and above this the bore of the tube is very small, so that a slight rise in the level of the mercury produces a considerable rise in the level of the spirit. If, now, the instrument is held in the hand and lowered, so that its lower extremity comes under the action of the magnetic field, the mercury will rise in the central tube, the force with which it is moved being, in fact, proportional to the strength of the current, the intensity of magnet field—resolved at right angles to the plane of the instrument—and the length of the orifice through which the mercury can rise from the §) tube into the central tube. This length is evidently the length of conductor acted upon, or rather is the only portion of the conductor upon which the action can take effect, and it is well known that the force with which a October 3, 1889 THE IRON AGE. 515 conductor is repelled or attracted in a] advantageous to cut them out altogether. | venience of passengers traveling on this magnetic field is length, the intensity of field strength of current it carries. we said the mercury would rise, but it is evident that a reversal in the direction of current, field or position of the instrument with respect to the field would cause it to full. It is of advantage sometimes to see in what direction one portion of a field is | with reference to another which is indi-| cated by a rise or fall of the mercury, but generally, for quantitative measurement, the direction of current is arranged so that the mercury is caused to rise. The read- ings are taken off the spirit capillary-tube | scale, this being provided to multiply or amplify the deflections. So far, the in- strument serves for comparison fields. For their exact it is easy to develop the necessary expression ; for the force exerted in maintaining above its normal level a and the proportional to its} Above | This is, in fact, what M. Miot does by an additional brush. Instead of one brush at the central point, two are employed, each making contact some distance from the central point and permanently con- nected together. In the machine, to avoid crowding, one of these brushes is placed on the other side of the commutator, | touc hing, of course, a point at the same potential. By this arrangement the imactive coils are short-circuited and the main current | does not waste energy in passing through |a common connection of | measurement | them. The motor is series-wound, the three coils of the field being coupled in | parallel by a circular brass hoop forming to them all. The motor absorbs 95 volts and 28 amperes when the crane is carryingits full comple |ment of passengers—120 to 150—and is | certain quantity of mercury must be equal | to the weight of the mercury. equal to the product of the hight raised, the area of orifice and the density of the mercury. field proportional to the hight through which the mercury is raised, its density an the area of the orifice, while it is in- versely proportional to the strength of This is} is Hence we have the strength of | | traveling at 42 | than Not more horse-power ef- n. per minute. about 3 or 4 fective is required, vapable of exerting three times as much A resistance is inserted in the main cir- cuit and fixed on the working platform of the crane. This is adjustabie by a multi ple contact switch constructed by M. G. Benard, which is also used to close and | open the main circuit. current and to the length of the orifice. The constant having been determined once | for all in C.G.S. measure, the instrument gives absolute measurements. To give an idea of the range of the instrument, the The generator is a four-pole series ma- | There however, the chine of the same type as the motor. is one point of difference, | generator field being wound with a laye r specimen exhibited will, under the action | of a field of 4000 C.G.S deflection of 20 cm. of 2 amperes. units, indicate a hight with a current The lower or active part of the instrument is connected by rubber tubes with the upper portion, so that while the divided scale is held approxi- mately vertical, the lower portion can be used to explore the field in any direction. This is of great convenieace and im por- tance, as the instrument only indicates the components of the field resolved at right angles to the plane of the tubes. We have stated above that the smallest size cap be made to enter and explore a field in as small a cavity as 1 mm. wide. The in- strument serves as a Lippmann ammeter when placed in the field of a permanent or electro magnet. To return now to the construction of the dynamo. One of the electro-magnets being mounted and separately excited, the field passing through the air-space between one pole and the stationary armeture was measured by the inductometer, and a second field limb, unexcited, mounted and moved up toward the first, until the nearest possible position was found without any more than a negligible loss occurring be- tween the two pole-pieces. It was found also that the magnetic circuits due to each lim were distinct and separate. Again, with regard to the disposition of the brushes, if we consider the commutator segments to lie in the same radial line as their respective coils and to neglect for the moment any required lead of the brushes, it is clear that the reversals take place exactly midway between each vair of poles, and therefore the brushes must be | set in this position. And ina six-pole ma- chine, which we are now considering, two brushes are only required if all segments separated by 120° are joined. The peculiar- ity of this machine is, however, that one pair of poles are very close together, while the adjacent pair are wide apart—Fig. 6. N .w, in the space between two such poles widely separated there is certainly one central neutral point, but for some dis- tance on each side of this point the field will not change much in intensity. Hence on each side of this central point there are several coils which are not useful in generating an electro-motive force, or so | little that it does not even compensate for their dead resistance. of fine wire connected as a shunt, for the purpose of preventing demagnetization in the event of any increase in speed of the motor. The maximum output required from the generator is 10,000 watts at 550 revolutions, the driving power being a Mégy 20-horse steam-engine, fitted with cylindrical valves and running at 220 rev- olutions. These valves consist of two eccentric cylinders, the outside being made to rotate at one-quarter the speed of the shaft by spur-gear. There are four ports in the outside cylinder coming successively into line with the admission ports of the cylinder, while the inside cylinder con- tains two ports and is normally fixed, but can be rotated through a small angle by hand in this machine to regulate to any required cut-off, steam being admitted through its center. A small direct-coupled plant of 44 horse- power, for lighting, is also on exhibit in the generator shed. The engine occupies very little space, being a compound en- gine with only one cylinder. Steam which has driven the piston down by act- ing on the rod side is admitted to the other side to drive the piston up. This it does expansively, in consequence of the volume it can occupy being much greater than that on the rod side. Actually, the rod is dispensed with, a large cylindrical tube taking up the space ordinarily oc cu- pied by it, “and the motion of the piston being delivered directly to the crank-shaft by a connectiug-rod inside the tube. The weight of the dynamo and engine com- bined is 7 hundred-weight and the e —— cal output 60 amperes ‘and 60 volts at 52( revolutions. A six-pole generator and en- gine is also fixed in readiness as a spare plant for working the crane. supplying the engines running the dyna- mos fér both systems of cranes is on the | Barbe system, with water-tubes, and constructed by the Société de Chau- dronnerie et Fonderies of Liége, Belgium. As a whole, the system appears to us to possess some prominent advantages, both mechanical and electrical. We are in- debted to M. Mégy and the engineer at the exhibition, M. Démange, for pointing out many of the details which would otherwise have escaped our notice. We learn that the firm have installed a 25-ton electric crane for Messrs. Farcot & Co., two of 6 tons each for Marinoni, at Mont Lucon of 1500 kg. The hydraulic Consequently it is! lifts at either end of the hall, for the con- The beilers | although the motor | ; Across crane, are also installed by the firm and worked by the city high-pressure water- mains. ——— EES Vibration in Buildings. One of the most perplexing problems that confronts the engineer is the vibra- tion in buildings caused by running ma- o_o Westinghouse, Church, Kerr & ‘o., of New York City, being frequently called on to locate W estinghouse engines on the upper floors of buildings, have had wide experience in this line and have given the subject much thought. In de- termining these questions they say the character of the building, the ground on which it rests, the weight, power and speed of engines are all factors which must be considered, some of which are very in- definite, or at least their effect is hard to pre-determine. combined with which is the very important influence, namely, the relation which the speed of the engine bears to the natural time of vibration of the floor-beams. It is evident that if the slight motion which every engine has is exactly in time with the natural vibration of the floor-beam each pulsation of the floor-beam will increase the scope of the vibration of the floor, resulting in a most disastrous shaking, while if the pulsations of the engine are in discord with the floor comparative quiet will exist. As floor- beams are usually long and their time of vibration correspondingly long, it is usually found that a fast-running engine will give less of its vibration to the floor- beams than a slow-running one. It is also worthy of note that the vibrations of a fast-running engine are more numerous and less forcible, hence easier resisted by the mass of the floor. An interesting example of preventing vibration by discord was shown in the case of a Westinghouse 10 horse-power engine which, on an upper story of a silver-ware manufactory, created such a commotion as to rattle the silver-ware on the shelves 100 feet distant. A change of 25 revolu tions in the speed, which change was in the direction of increasing the speed, en- tirely stopped the vibrations. A most interesting work of this nature, jalso, is in the great coffee-honse of Ar- buckle Brothers, in Brooklyn, where two Westinghouse engines of 125 horse-power each and one of 45 horse-power are located |on the fifth floor. These engines were erected on the heavy floor-timbers, the floor-boards being cut away and extra timbers being inserted between the joists. said timbers were placed oak stringers, which latter had been season- ing since the war in some unfinished ves- sels in the Brooklyn Navy Yard. On these the engines were mounted with plain fly-wheels, and experiments were conducted to determine the speed at which it would be best to run. It was found that at 204 revolutions the vibra- tion was at the minimum and was very ’| slight, being as little as that caused by any of the ordinary driven machinery. The speed was therefore fixed at this point, and the wheels then made to give the proper belt-speed. The erection of engines as large as this |on upper floors is somewhat novel, and should only be undertaken with full con- sideration of the surrounding conditions and with engines which are completely balanced. I Commodore Wilson, in pursuance to orders from Secretary Tracy, visited the navy-yard at Portsmouth, N. H., to ascer- tain the advantages possessed by the yard for establishing an iron plant and a depot and one | for supplies. It is estimated that it will cost $500,000 to establish an iron plant and construct a new patent dry-dock. & > Bowe a es Se A coe Pa D)) + eyo > 2) shee) Ss - _, e op LS Se) Cm mee? eens n Sw vie by) ay rt =>» 516 “THE PARIS EXPOSITION. Exhibits of French lIron-Makers. A model of the works of the Société Anonyme des Haute Fourneaux Forges et Aci¢ries du Saut-du-Tarn accompanies their exhibit of chrome steel, crucible steel, springs, hammers, picks, spades, shovels, scythes and knives, which on the whole is very creditable. Placed along a side wall is a small col- | lection of samples of pig-iron, ingots, rails, beams and shapes, which, however, repre- sents a concern possessing a position and |! ; | high, with 7 m. bosh and 480 c. m. capac- | commanding a future far greater than that of many works with a showier display. THE SOCIETE DES ACIERIES DE LONGWY, The Longwy Works are specially inter- esting because they are representative of the planis which with the aid of cheap Minette ores have cuptured the heavy steel trade since the introduction of the basic process. In 1863 J. Labbé, the creator of the Gorey Works, began the construction of a plant of three furnaces at Mont-Saint- Martin. In 1864 he, together with Baron O, a’Adelswiird, acquired a concession to mine ore, and as the result the latter put up two furnaces at Prieuré, op- posite the Mont-Saint-Martin plant. The invention of the basic process, with its manifest importance to the pro ducers of Lorraine, led in 1880 to the consolidation of the two works, Prieuré having previously built a third furnace under the title of La Société des Aciéries de Longwy, with a capital of first 15,000, - 000 frances and later of 20,000,000 francs. The furnaces were remodeled, equipped with Whitwell-Cowper stoves, a seventh stack at Moulaine was purchased, ad- ditional mining property was acquired and a large basic steel plant was built. The company own the Mont-Saint-Martin, Herserange, Moulaine and Valleroy min- ing tracts, and have an interest in those of Hussigny and Godbrange, the statement being made that out of the 2000 hectares the 100 hectares now completely devel- oped can supply 4,000,000 tons of ore. Besides drawing from their own mines, the company work a certain quantity of Luxemburg and local ores and use Bilbao ore to produce special grades of foundry iron. In makiny basic pig manganiferous ores from different sources are also used. The following analyses are averages of a large number of samples taken on deliv- ery at the furnaces: 1] g | | |g S | ;|.. | & si.| |8ig|2 Bl\elisliala|®e siaisis/8l/al\e Pig isfsiszisisaia asl/Slalwald|a | @ Longwy : Hussigny red....:39 0.2012.58 | 7 (0.20 07 Herserange.... 38 (0.1513 |9 | 6 (0.30 0.7 Godbrange .. ..37 0.1515 $9 |7 ..| 0.6 OOUMAT,.... 2.05500 42 0.2517 (4 | 7 cont OS Hussigny lime..28 0.1510 22 | 5 (0.25 0.5 Herserange lime 26 0.1510 24 |5 (0.25 0.5 Luxemburg: Sauvage....... 2 01513 |6 |7 0.5 Rumelange gray Dhaest ke oe 35 8 14.5 7 (0.05 0.7 Rumelange gray aS 34 8 15.5 6.5'0.10 0.6 Rumelange gray | Coached: aici 33 8 17 | 6.5)0.10 0.6 Rumelange gray Fs lst oie etek ear Kile 34.5 8 16 © Picuntvcas Rumelange gray eis ase ke ee 8 7 7 Rumelange yel- low K . -- (88 5 18 5 (0.15 Schiffange yel- low &. 29.5 1 9.522.512 10.15) The limestone used for the furnaces is obtained from Saint-Charles and Bellevue, tie former carrying 2.5 per cent. of silica and 3 per cent. of alumina, while the latter has 4 per cent. of silica and 3.25 per cent. of alumina, both containing 52 per cent. of lime. The three Mont-Saint-Martin furnaces are equipped with nine Cowper iron produced by THE IRON AGE. October 3, 1889 stoves, one 18.6 m. (61.4 feet) high|at some distance in the vicinity of the and 6.5 m. (21.5 feet) bosh, produc-/| three dolomite-calcining eupolas, so that ing 75 tons a day, while the other, 18.25 | x 4.90 m., makes 55 tons. The third is out of blast. Two horizontal condens- ing Farcot and one vertical Seraing blow- ing-engines supply the blast at a pressure of 10 to 11 mm. of mercury, the tem- | perature being carried up to 750° to 800° | C. Two of the Prieuré furnaces are | 19 m. high, with 6 m._ bosh, and | make 60 tonsaday, They are equipped | with seven Whitwell and one Cowper stoves, two Seraing and one double-acting horizontal Creusot blowing-engines. No. 6 | Prieuré, recently remodeled, is 22 m. ity. It is served by twoold small Whitwell stoves and four of the latest Cowper stoves. Blast is furnished by two vertical Seraing blowing-engines. The followiug are analyses of the different grades of pig- the furnaces : Carbon. 3 a | e e | S 2 Grade Eisiaisiz st ZlO;\Si a! a] h& — —— -| Special foundry No. 1.1.50 3.20 0.40 2.70 0.02/0.09 Special foundry No. 2.}1.10 3.05 0.50 2.30 0.04 0.07 | Special foundry No. 3./0.90 3.00 0.60 1.80 0.06 0.06 Special foundry No. 4.}0.85 2.50 1.30 1.40 0.09,0.06 hiaapeel White basic.. ......... 1.50 3.00 0.20 0.04)2.00 | Mottled basic ........./2.00, 3.20 0.85 0.02)2 % | | /contrasting stroagly the same blowers can serve them. The blowing-engine, of the Bayenthal type, is 2500 horse-power. The calcined lime for the basic operations is obtained from Ciney and Liége, the former carrying 0.8 per cent. of silica, 2 per cent. of alumina and protoxide of iron and 96 per cent. of lime, while the latter contains 1.5, 2.3 and 94 per cent. respectively. The Greven- macher (Luxembourg) and La Mallieu ( Bel- gium) dolomite contain, respectively, 1.1 and 0.5 per cent. of silica, 2.5 and 2.8 per cent, of alumina and protoxide of iron, 27 > we and 31.6 per cent. of lime and 20 and 21 per cent. of magnesia. Running full, the Longwy plant makes 22 to 24 blows in 24 hours, yielding a product of 250 to 300 tons of steel per day, or 6000 to 7000 tons monthly. This output is certainly very small considering the size of the plant, with the make of some of the German basic plants, and representing only a portion of the product of American works running exclusively onsoft steel. Even taking into account ‘that Longwy castsa wide range of sizes of ingots, from 100 pounds to 12 tons, and that the steel produced varies from the hardest to the softest, this product is very small for the equipment. The Longwy Company have adopted a scale of grades for their products and publish the table below of tests and analyses to show the quality, the tests being made on forged rounds 100 mm. long and 16 mm. in diameter, the analyses being approximate averages. The analyses of basic pig are particu-| The rolling-mill includes a 1.1-m. larly interesting, since they combine all'blooming-train and an 0.85-m. plate- — a - — | Tensile . strength. Kg.| Elongation. | ci Scale. per square Per cent. Manganese. | Carbon Phosphorus. mile. Ss DN ivan Kees 75 to 70 12 to 14 0.1 to 1.2 0.3 to 0.35 | about 0.1 i SE araaniecs 70 to 65 14to16 | 0.85to1.0 | 0.26t003 | about 0.1 No. 3, medium. 65 to60 | 6tol8 | 0.7 to0.85| 0.22 to 0.26 about 0.1 No, 4, medium....... 60 to 55 18 to 20 0.6 to 0.7 0.18 to 0,22 about 0.1 No. 5, soft............ 55to50 | 20to2 | OF to0.6 | 0.15 to 018 |............05 Pe iS a ves conse 50to 46 | 22 to 24 0.6 to 0.8 0.10 to 0.12 0.08 to 0.01 No. 7, very soft...... 46 to 42 | 24 to 26 0.4 to 0.6 0.09 to 0.1 0.08 to 0.01 No, 8, extra soft..... 42 to 38 26 to 28 0.25 to 0.4 0.08 to 0.09 0.05 to 0.08 No. 9, special.... under 38 over 28 0.25 to 0.3 0.08 | 0.03 to 0.05 the elements which are supposed to repre- sent the ideal of this class of metal—a fair amount of manganese, low silicon, very low sulphur and high phosphorus. The documents from which the above data were taken add the two analyses of iron for ingot-molds—Risdale, an English iron, with 1.15 manganese, 2.40 silicon and 0.25 phosphorus, and Isbuerges, a French brand, with 2.05 manganese, 2.10 silicon and 0.06 phosphorus. The following analyses of cinder are of interest in connection with the furnace- work : | ww lew, | ° |\°g | gig.iosi |e |S eSlag) | 3 €| 8 |SSlSa\ 5) 6 s|ele jes Els ni<4 ia Pe me | DR Vitreous basic . 82.5/16.5, 1.4) 1.6 46.0. 0.8 White basic... .../31.4)14.4 0.9) 1150.0) 1.1 Yellow basic.... ....../31.5)14.9 2.6) 1.5.48.5| 1.3 Black basic . |B2.2|15.0, 3.0) 2.4145.0) 1.4 eee $3.0/17.0, 1.8)....'46.5).... PORREET 656s. cv0se. 34.0/14.0 1.8) 1.0 47.0. The iron is carried direct to the basic Bessemer mill, which is equipped with three 15-ton converters grouped radially around one side of a circular pit com- manded by a central casting crane backed by three primary and two secondary ingot cranes, The two spiegel cupolas are near the converters. A plant of three iron cupolas, to serve for emergencies, is located train, with a Breuer & Schumacher bloom- shear and a Delattre plate-shear. Both trains are driven by a 2000-horse reversing engine built by Miller & Co., of Glasgow. A 650-mm, (25-inch) reversing-train is used for rolling rails and shapes. It is driven by a 2500-horse Miller engine, which at the same time serves as motive power for a universal train, with 750-mm. (29-inch) horizontal rolls, the vertical rolls having a maximum displacement laterally of 900 mm. (35 inches). <A three-high 600-mm. (23-inch) train is used for light rails, bil- lets, flats, rounds, squares, angles, &c. It is driven by a 300 horse-power Bayen- thal engine. The whole mill is com- manded by a 30-ton crane. In an adjoin- ing building is a rod-train driven by a 600 horse-power engine built by Gebriider Klein, of Dahlbruch, Germany. The daily capacity of the works is about 300 tons blooms, 100 tons plates, 200 tons of rails, 120 tons of beams or channels, 160 to 180 tons of billets, 140 tons of small rails, 120 tons of merchant sizes, and 40 to 60 tons of small sizes in the rod-train, <A machine-shop, boiler-shop, iron and brass foundry are adjuncts of the establishment, which possesses also a steel foundry with ten furnaces of four crucibles each. The Longwy Works produce daily 60 to 70 tons of basic cinder, carrying from 15 to 16.5 per cent. of phosphoric acid, a typical analysis being the following: Phosphoric acid. ............-- 16.1 SE veaeckwceded sss oe we 7.0 ORT ret eer eres 11.3 ee Sr I sonic ovicccccc decncsnnss 64 October 8, 1889 Alumina......... Ale Wasa Reha on baeas ; 7.5 Lime.. f caw exes Se Gulkeaeadnoducnsens 7.6 | I 6 ctw eer aent ee eaall c= easy 3.7 ME niteretnn. ‘Aiandivdes Poouaasanees 99.6 The Longwy Works until lately allowed this cinder to slack, and after bolting it sold the fines as a manure, the drawback being that the absorption of water and carbonic acid caused the product to be lower in phosphoric acid from 8 to 10 per cent. They have lately put up a plant for grinding the cinder in the manner adopted in Germany and described in The Iron Age in connection with a sketch of the Rothe Erde Works. The Société des Forges de Franche- Comté, at Besancon (Doubs), who are also licensees of the Robert process, make a wide range of products, including plates, sheets, very fine wire, barb-wire, wire nails, tacks, chains and _ special shapes. The concern are very large, employing about4000 men. Theircapital is 18,741,500 francs. The works seem widely scattered, at Fraisans, Raus, Champagnole, Bourg- de-Sirod, Pont-du-Navoy and la Saisse in the Jura department, and Lods, Buil- 1000->! | j-——m HOUSING LON ET COMMENTRY ton, Chenecey, Quingey and Casaméne in | foucauld, Paris. | established in 1845, have a capital of 12,- the Doubs department. A very fine exhibit of axles and forged | wheels for locomotives, cars, artillery | trucks, carriages, &c., is made by the Forges de Gouzon, of the firm of Lucien Arbel; A. & P. Arbel, Fils & Cie., successors, of Rive-de-Gier (Loire). A rather poor looking lot of ingots is displayed by the Forges d’Henneborst, of H2nneborst (Morbihan), the steel being produced on a magnesia hearth by the Muller process. The concern make sheets, tin-plates and decorated plates. Axles, shapes and bars are produced by the So- ciété Anonyme des Forges et Fonderies et Laminoirs de Saint-Roch-lez-Amiens (Somme) and the Forges de Rimancourt. A. 1 ‘inat & Co., the Hauts-Fouraeaux et Forges d’Allevard, of Allevard (Istre), make a specialty of springs, picks, hammers, spades and magnets, using open-hearth steel. The Compagnie des Mines, Fonderies et Forges d’Alais, xt Alais (Gard), have a capital of 9,000,000 francs, having been established in 1830. In 1875 the plant and property were leased to the Terrenoire Company for 21 years, bat by mutual agreement the lease was canceled in 1884. The concern have iron mines at Alais, col- lieries at Trelys, a large coking plaut, six blast-furnaces at Tamaris, a puddling-mill, open-hearth steel-works and rolling-mill, construction shops and chain-works and 5| foundry. FOR ARMOR-PLATE TRAIN, THE IRON AGE. The products are bars, shapes, beams, rails, tires, sleepers of the Sévérac type, springs, turn-tables, signals and chains. The rolling-mill is now turning out from 1200 to 1500 tons a month, but enlargements now progressing will carry it to 2000 tons a month. The only charcoal pig-iron maker of France is A. Gourju, whose furnace is at Boignoud (Istre). Crucible steel is made at Bonpertuis (Istre) and special shapes for agricultural purposes are made at Rivier (Isére). Thus far your correspondent may ac- knowledge he has not brought the readers of The lron Age to the crack establish- ments of the exposition. We may confess that it is a temptation, being constantly in sight of the great trophies of the leading works, to wander away from the smaller displays described. Taken collectively, probably the most impressive collection of metallurgical products is that of CHATILLON ET COMMENTRY, or, as their full title 1s, Compagnie Anony- me des Forges de Chatillon et Commentry, with hea: quarters at 19 Rue de La Roche SHOWN IN COMPANY, EXHIBIT OF CHATIL- AT PARIS. The company, who were 500,000 francs, and are able to state that they have no funded indebtedness whatever. The company have collieries at Bézenet, Doyet, Les Ferritres (Allier) and at Saint- Eloi (Puy-de-Déme), iron mines and quarries at different points, blast - fur- naces at Montlucon-Saint-Jacques (Allier), Commentry, Beaucaire (Gard) and Ville- rupt (Meurthe - et - Moselle), rolling - mills and steel- works at Montlucon - Saint- Jacques, rolling-mills, wire-works, nail- works, wire-rope manufactory at Sainte- Colombe, Ampilly, Mussy and Chamesson (Céte-d’Or), Plaines (Aube), Troncais (Al- lier), Morat (Allier) and Vierzon (Cher). The range of their products comprises nearly every manufacture. Your correspondent noticed a series of samples of ferro- chrome up to 39.48 per cent. chrome con- tents made at the Brancaire works, tung- sten chrome and cement steels from the Saint Jacques works, angles, beams, tires, bars, wire, wire rope, wire nails, tin-plates, &e. Asa specialty they manufacture two steel striated plates, one sample being shown 2.5 by 1.1 by 0.007 m. weighing 143km. Morestriking to the visitor were, however, the fine lot of steel castings, 1n- cluding a large stern-frame for a French cruiser, screws, wheels and locomotive and car castings and a large casting for the top of a 10-ton hammer cylinder. ‘ 51 To rolling-mill managers the most inter- esting part of the exhibit of the Chatillon et Commentry Company is the housing for the armor-plate train at Saint-Jacques, the idea being to avoid the necessity of a long wabbler. The accompanying sketch will explain the design. Two large gears are provided, A being the driven one, engag- ing with the roll pinion B. The upper roll D is driven through the intermediary of the gear C which is connected with D by rods E. The upper roll D is raised and lowered by means of the gear G and screw F. The maximum distance between its upper and lower position is 1m. While the roll D is raised this distance the pinion C moves horizontally through the distance n, C moving in a horizontal guide. In this manner the inconvenience and dangers of a wabbler long enough to allow for a difference in position of over 3 feet ia the upper roll are avoided. of the castings is