The Iron Age 1891-05-14: Vol 47

‘THE The Woodbary Automatic High. Speed Engine, The Woodbury high-speed steam en- gine is the invention of Daniel A. Wood- bury of Rochester, N. Y., one of the = in the field of steam- -engine build- lng. The engine has been before the public for about five years, and its introduction upon the market was preceded by a long- SN May 14, 1891. ‘which i is cuppo orted againet steam pressure at top and bottom by a forked or double | wedge, C, whose length is about equal to | that of the relief plate. It is obvious that |a longitudinal movement of the wedges ‘inward will force the relief plate away from valve, and the outward movement of wedges will let it down toward valve. The movement of the wedges and the consequent adjustment of relief plate is accomplished by the two adjusting screws Zl’, which fit loosely through cross piece of wedge and are tapped into relief plate. The collars of the adjusting screws are IRON AGE at right angles with the face, or, in other words, it is let down equally at ail points, and this without guesswork and with- out any refitting after the engine leaves the, works. The adjustment is made on the inside of the steam chest, and no meddlesome person can tamper with it from the outside. The passage & at the bottom of the chest allows a circulation of steam under the ledge, insuring equal tem- peratures for the ledges i 7’. The screw D, which is operated from the outside by the handle E, is also used as a means of moving the wedges inward continued series of experiments, extend- | notched on their peripheries. The collar| and throwing off the relief plate fora pur- AUTOMATIC CUT-OFF HIGH-SPEED STEAM ENGINE. ing over a period of 18 months. It is now, being manufactured by the Stearns Mfg. Company, of Erie, Pa. The details of construction are in the following description presented more fully than is customary: Referring to the cuts, Figs. 1 and 2 show the two sides of the engine. In the detail views, Fig. 3 vertical section through the same; Fig. 5 a horizontal section through steam chest above top of valve; Fig. 6 a view of steam chest with cover removed, showing back of relief plate. In all the views like let- ters of 1eference indicate the same parts. The Adjustable Balanced Valve. As will be seen by an inspection of the different views, especially Figs. 3 and 4, steam pressure is eliminated from the valve A by the relief plate B on the back, is a horizontal section | through the cylinder and valve; Fig. 4 a) has 100 notches, and therefore admits of a definite degree of adjustment being made, ithe minimum limit of which is a very | minute amount. On all sizes the adjust- ing screw is 10 threads per inch, and the | taper of wedges 1 inch in 10. One notch on the collar, therefore, representing ;}, of a turp, moves the wedge lengthwise zeee inch, and the relief plate toward or from the valve ;5}5, inch, corresponding | to sy4y5 inch on each face of the valve. | This device accomplishes the adjust- ment of the relief plate to the valve in the most satisfactory manner, being at once positive and simple, and while the results of the adjustment can be extremely minute it is very quickly done and admits of the valve being perfectly steam tight and yet offering no more resistance to movement than the friction of the stuffing box on the stem. The movement of the relief plate in the adjustment is exactly E pose explained hereafter ; but the plate cannot be let down further than the ad- justment allows, as the wedges cannot be drawn back further than the collars m of screws / /’, Fig. 5. The exact amount of inward movement is immaterial, and is regulated by the screw f, Fig. 6, which forms the stop for the inward movement of the wedges. This screw taps into the relief plate, and against its head the cross piece of the wedge strikes. When the handle E is turned to the left as far as it will go the wedges are back against the collars and are in proper working position. When, on the contrary, the handle is moved to the right, the screw which works through the stuffing box forces the wedges inward and throws off the relief plate. About one-halfturn of the handle is all that is necessary. The handle clamps to the stem of the screw D, and is placed in such fers = Scere rE Sere ed Ae ee ~<A * 2 EE BS 914 position that when down, as in Fig. 2, the wedges are back as far as the adjust- ment allows them to be drawn, and the relief plate and valve have their proper working bearing. This position is one of very slight pressure on the valve, just suf- ficient to keep the surfaces true and bright. The purpose of this handle and screw is not for adjustment, but to afford a means of separating the valve faces from seats in case they tend to adhere together after the engine has been standing over night or longer. This ‘‘ sticking” of the faces is very liable to occur with any form of balanced valve, unless loosely fitted, and it is very desirable to relieve it, which this device does perfectly, so that the engine starts with the valve entirely free and the driving mechanism relieved THE IRON AGE. May 14, 1891 A double exhaust is also used, as shown in Fig. 3, the valve being provided with supplemental exhaust ports ¢ c’. In the position of the valve shown the exhaust steam passes from cylinder port H into cylinder exhaust passage I, in the usual way, and, in addition, is passing through supplemental port ¢ into cen- tral cavity K of valve, and thence into passage I, as indicated by the arrows. The provision furnishes a very large ° area of opening for exit of the exhaust steam, and as the opening also takes place very rapidly, the pressure drops promptly at release and is maintained at or close to that of the atmosphere, even under the heaviest loads, until the exhaust ports close for compression. The plate e, form- ing part of the valve on the relief plate side, is for the purpose of a shield to free to separate from cylinder face and al- low the water to be forced into steam chest and exhaust port the same as a plain, un balanced slide valve, with the difference that it takes the relief plate with it. The danger of accident from water in the cyl- inder does not, therefore, exist in any- thing like the degree that it does in en- gines whose construction does not allow the valve to be be forced from its seat under any circumstances. The bottoms of ports are slightly lower than bottom of cylinder. Both steam chest and cylinder are pro- vided with drain cocks or valves. Ports The means of admitting and distributing the steam will be understood by a refer- 'ence to Fig. 3. The valve A, besides tak- ing steam at the ends, has supplemental AUTOMATIC from any abnormal strain. After the parts are thoroughly warmed up the handle should be turned down, or back, as far as | it will go. The advantage possessed by this device is that of allowing a closer adjustment of the working surfaces than is possible where no such relief is furnished, as, with- out it, either flat or piston valves must be fitted freely enough to avoid binding or sticking under the conditions above men- tioned, and this means a continual steam leakage, which is avoided in our arrange- ment. It is not strictly a necessity, and could be dispensed with, but it is regarded as a saving of steam, for the reason given, as far more than compensating for the use of this device. Fig. 2. CUT-OFF HIGH-SPEED STEAM ENGINE. admission ports a a’, which are connected | prevent the exhaust steam impinging upon at top and bottom by passages b }’, Fig. | the face of relief plate and wearing it by 4. In the position of piston shown it has| attrition so as to cause leakage. This passed the center at crank end and has! shield does not in any way interfere with moved a short distance toward the back or | free exit of the exhaust, but, on the con- head end. The crank end of valve is open | trary, assists in guiding it toward exhaust for admission of steam, which is entering | passage I. cylinder port H’, directly past the end of| The stuffing box G is bolted to steam valve, and also through cavity d” in re-|ehest on a surface that is scraped steam lief plate into port a’, as shown by the ar-| tight. The stud holes are somewhat rows. Steam is at the same time entering | larger than the studs and the stuffing box supplemental port a at opposite end at two| is, therefore, adjustable both vertically points, and traveling through the horizon- | and laterally. This permits a rigid con- tal passages into port a’ and cylinder port | nection of valve rod to valve, that will H’. The admission, therefore, takes place | not wear loose or shackly. at four points at the same time, and as the ports are very large the nearest approach to boiler pressure is reached and the usual | The cylinder and steam chest form one The Cylinder and Piston. The faces of valve and relief plate are at a slight angle from a vertical position, so that they lay in place when steam is off, and afford greater convenience when ad- justing inside. In case of over pressure in the cylinder, due to the presence of water, the valve is loss between boiler and cylinder greatly| casting. The back head is covered by a reduced. The initial pressure is well) polished cap, which also covers the nuts, maintained up to point of cut off, even | and is easily kept clean. The front head under the heaviest loads, and the cut off} is bolted between cylinder and frame, the takes place promptly, the closure of course | stuffing box being cast with the head. being made at four points simultaneously, | Both heads are made steam tight to cylin- the same as the opening. der by ground juints. May 14, 1891 The piston is hollow and as light as the requirements of strength will permit. It is in length equal to one-half the diameter of cylinder on all sizes, which furnishes ample wearing surface. The packing is simply narrow cast-iron rings, turned ec- centrically, and somewhat larger than cylinder, and after they are cut, sprung into corresponding grooves in piston head. ener a SS SS \ Yi = y — THE IRON AGE. The Frame. As absolute rigidity, and the ability to meet without flexure or vibration the varying strains imposed by direct thrust and by the action of the moving parts, are among the most essential requirements in securing smooth and cool running, this frame has been designed with these es- 915 the boxes, the latter being cast with the frame. The frame is of unusual depth, is heavily ribbed on the inside and has plenty of metal in it, especially at the crank end. The top flanges being at their lowes! point above the bottom slides, the oil from the latter cannot run down upon the outside of frame. All the oil and drip on the inside runs down on the cross web of the Fig. 3.—Horizontal Section through Cylinder, Steam Chest and Valve. Fig. 4.—Vertical Section through Cylinder and Valves. The rings do not extend all the way around, a portion of each groove at bot- tom being filled with a tight section of ring. These must always be left at or near the bottom in making any adjustment of the rod in crosshead. The top of pis- ton rod is so marked near the crosshead and this circumferential position of piston apust be maintained. pecial objects in view. In cross section | the frame is a tapering box, wider at the| base and heavily flanged at the top and | bottom, the top flazges extending from | the hood formed at cylinder end in a} t frame to the crank end and is there drawn off through a pipe. Cavities are pro- vided for catching the oil from the main boxes, eccentric and rocker arm. The space between crank disks is covered by two shields, which prevent the throw- ing of oil from the connecting rod into the room. The inner shield is bolted to frame and the outer one hinged at the bottom so that it can be readily thrown | back when desired. Both shields are of cast iron, and besides serving a useful purpose, are neat and ornamental in ap- pearance. The Governor, The governor, Fig. 7, is of that class in which the point of cut off or valve closure is effected by moving the eccentric across the shaft, thereby varying the length of the valve travel. The move- ment of the eccentric is operated by cen- | trafugal weights, the centripetal or op- posing force being furnished by a single spiral spring. The peculiar features of the governor are its simplicity and small number of joints, the adjustmeat of the spring for sensitiveness, and that the | direction of the pull of the spring is such | as to bring the bearings upon the pivot pins always on the same side, whether the | weights be moving outward or inward, thus avoiding all lost motion and rattling due to either wear or loose fitting. Fig. 9 is a side elevation of the gover- nor. The weight A is bolted to the eccentric arm, and is therefore pivoted to fly wheel at B, the same point as the eccentric itself. The weight A’ is ad- justable on the lever D, which is pivoted to fly wheel at B’, and connected to eccentric C, through the link E. Rubber direct line to main bearings. At the crank | buffers (not shown) at point a and point end the frame widens out to afford an|} form stops for the extremé inward unyielding support to the journals, and | position of the weights, and the one at c the top flanges also become wider toward | for the extreme outward position. mene ae ren ‘ms Peas. ae r ? _— = Peat Bae es —_ Fas eet =o 916 THE IRON AGE, May 14, 1891 In the position shown the abe are at their extreme inward point of move- ment, the center of eccentric being at d, and corresponding to point of cut off by the valve at three-fourths stroke. In the extreme outward position of weights the center of eccentric is moved to e, where the eccentric gives to the valve its least travel, the point’ of closure or cut off being at zero. This whole range is under absolute and immediate control of the regulator, with equal precision at all points of cut off. The spring F is pivoted to the eccentric at G upon a knife-edge bearing. The spring head isa forging screwed into the spring, and the support for knife edge is made separately and inserted in place. The knife edge itself is inserted in the pin, which is securely fastened to the mentite are, that the power due to the centrifugal force of the weights as they move outward shall increase in exactly the same ratio as does the power of the spring. When the force of the spring, as the weights move outward, in- creases faster than the centrifugal force of the weights, there will be too great a dif- ference in speed as between light and heavy loads or varying steam pressures. On the other hand, if the conditions are reversed, and the effective power of the spring increases too slowly to meet the in- creasing centrifugal force of the weights, the action of the governor will be un- steady and the engine will pulsate, or ‘* race,” as it is called. Owing to a Jack of uniformity in springs of the same size, no one position with equal tension is cor- rect for all cases. One method, and the sition of the spring, after giving it sufficient tension, which is obtained by the screw at the outer end, if there is too much difference in speed under varying loads and pressures, the slide / is moved to carry the spring towards the eccentric pivot B. Just inside the racing point is the proper place to fix the adjustment. The adjustments of the governor are made at the works, the engines being put into actual operation and tested thoroughly under varying conditions, and therefore no changes are necessary. If a different speed is ever required, it may be obtained by changing the spring tension if the change of speed desired is a slight one. If it is to be over, say, 5 per cent. either way, we would advise adding to or taking from the weights, or within certain limits, moving the weight A’. Greater spring Fig. Fig. 6.— View eccentric. The knife edge and its support are made of hardened tool steel, so that both wear and friction are entirely elemi- nated from this important pivot, which receives greater pressure than any of the others. It, of course, requires no oiling. The outer end of the spring is secured to the wheel in such a manner as to per- mit of a lateral adjustment of the former along the rim of the wheel, allowing the spring to be swung around on its pivot G toa point nearer to or further from the main pin B, and forming thereby a more or less acute angle with a line drawn from its point of support G to B. The bolts k k’ screw into the rim and pass through slotted holes in the slide 7, which permit of the necessary amount of movement of the slide and spring. The effect of this arrangement is to make the governor more or less sensitive as desired, the fine adjust- ment securing for the engine the closest possible regulation. In all governors of this conditions required for class the perfection of 5.—Horizontal Section through Steam Chest, Above Top of Valve. 5 a ah mil ‘an WAN mh i Hi ih i | ae a if i ni wil usual one for correcting this difficulty when good regulation is attempted, is to locate the spring arbitrarily and secure greater sensitiveness by increasing the tension of the spring (loading or shifting the weights at the same time) until ac- ceptable regulation is obtained. The ob- jection to this proceeding is that more tension is put upon the spring than is necessary for proper power in the governor, and this means an undue amount of press- ure upon the pins, causing unnecessary friction and rapid wear of the surfaces. This method is to give the spring sufficient tension to furnish ample power for the governor, and to secure the required de- gree of sensitiveness by allowing it more or less leverage or effective force. spection of Fig. 7 will show that as the outer end of the spring is moved upward from the position shown, thus bringing it |most substantially made and fitted, i H | | I Nit Hi \ Nh of Relief Plate at Back, with Steam Chest Cover Removed, tensionor lighter weights give increased speed, and vice versa. In most of the fly-wheel governors on the market two springs are used, Owing, however, to the lack of uniformity in springs before mentioned, and which pre- cludes selecting two that are just alike, | the use of asingle spring greatly simplifies the adjustments described, and makes a certainty of securing the conditions re- quired for the best results. The parts are the pins being of hardened steel, with bronze bushings for bearings and w ith proper pro- vision for lubrication. As will be noticed by the cut, provision is made for changing the weights so as to An in- | run the engine in the opposite direction. The Crank and Shaft. The shaft A and pin B are formed with nearer to the pin B, its effective force | the cranks in one soli] steel forging. The or leverage is lessened, and an adjust- ment in the opposite direction has | the reverse effect. In adjusting the | counterbalancing disk, the outside of which is concentric with the shaft, is se- cured to the crank by a wrought-iron ciip, May 14, 1891 THE IRON AGE. 917 which passes around the end of the crank, | parts is effectually neutralized by the extending through the disk and having} counterweight in disks, the consequent threaded ends for the nuts, which, when | horizontal strains being thus transferred tightened, seat the disk and shaft firmly | into a vertical direction, where they are determined for this engine by a series of experiments throughout the entire range of — and with changeable counter- weig ts. The proportions adopted are together. The crank is turned off for a short distance on each side concentric with the shaft and the disk bored to cor- respond, which forms a true and perman- ent seat. The central space or recess cored in the disk is filled with soft metal which fits closely against the shoulders in | crank, formed at the ends of the turning, | establishing the permanent longitudinal position of the disk. By this construction there is secured the important advantage of a removable disk, which is a feature greatly appreciated if at any time it is desired to true up the crank pin. The disks can be readily re- moved after unscrewing the clip nuts, and the pin can then be trued up in a lathe. This is an improvement over the usual method of filing the pin by hand. The disks are not only removable, but when re- placed they return to precisely their original position in every direction, and will run true with the shaft. This disk has less weight on the crank side than any other in use, and conse. quently requires less on the opposite side to obtain the required counterbalance. Its form permits of easy access to the crank- pin boxes and affords ample room for their adjustment. The inertia of the reciprocating parts is | a subject of interesting study for the engi- | neer, and has of late years received more | met by the foundation and transmitted to attention than was formerly given it. It | the solid earth. may be stated that the vibratory action| The relative weight of counterbalance to due to the inertia of the reciprocating Fig. 8.—Cross Head. such as to secure perfect smoothness of action and an entire absence of vibration under the different conditions of load, speed and steam pressure. The engines are tested for this quality by loosening the foundation nuts, and, with the belt off, running the engine up to speed. With the proper amount of counterbalance no vi- bration or tendency to longitudinal move- ment is shown, the engine running as steadily as when bolted down. The Crosshead, The upper view in Fig. 8 shows the top of crosshead, and the lower one is an end view, the piston rod being in section. The body A of the crosshead is made hollow for lightness and the hub B is secured to same by the two bolts C, which tap into crosshead. The holes in hub are made somewhat larger than the bolts, and after the alignment of piston rod is made and the bolts screwed up in place, the space around each bolt is filled with lead or other soft metal. The hub, which is very long where piston rod passes through, is threaded for one-half of its length for the rod. Itis split horizontally between the bolts C, as shown in the lower view, and the two bolts D clamp it firmly to the rod. The pin is flattened at top and bottom and the boxes cut away tocorrespond. The ad- vantages of the separable crosshead are threefold, and are stated to be as follows: 1. It allows the pin to be turned in an that of the reciprocating parts has been! ordinary lathe, thus securing true surfaces See i : : . aS ee FS PK ae! am 918 when new and enabling the pin to be re- turned if it ever becomes necessary. 2. The alignment of piston rod in con- struction is simplified and greater accuracy insured, as the hub is adjustable in each direction before the spaces around bolts are filled, instead of occupying an arbi- trary position. 3. It enables the vertical adjustment of piston rod to be made, should the wear of piston or crosshead in course of time ap- preciably alter their relative vertical posi- tions. While the proportions of wearing surfaces are such that ordinarily the down- ward wear of piston and crosshead are about equal, conditions may arise whereby the crosshead will wear faster than the piston and vice versa; should either of these occur, the adjustment can be made by taking out the bolts C, re- omving the soft metal and making the proper re-alignment, and pouring soft metal again around the bolts after they are screwed up in place. The clearance between piston and cylia- der head is kept practically equal at each end by turning the piston rod in cross- head one revolution at atime, when the wear of the connecting-rod boxes requires it. The operation of loosening the clamp bolts, turning the rod and tightening the bolts again is a very simple one, and the adjustment can be quickly made. The Connecting Rod, The construction ,of main connecting rod will be readily understood by an in- spection of Fig. 9. The body of the rod A is of I section, a form securing the maximum degree of stiffness with mini mum weight, and tapers in depth, as shown, from crosshead to crank-pin end. The strap B is secured in position by the key bolt C, which binds it firmly to the butt and performs the additional function of providing adjustment for wear. The key, which is of double wedge form, bears against the strap at top and bottom in front, and against the butt end of rod on the back. The upward movement of key will obviously draw the strap forward and the wearing surfaces closer together. The washers a é are hollow, or cup shaped, and receive the tapering portions of the key. The butt and strap are bored out for the babbitt metal bushings ¢c’, which are held in position by the babbitt anchors d. These anchors are poured after bush- ings are placed in position. The construction is alike at the crank pin and the crosshead ends. It will be noticed that the bushings or linings have no flanges at the ends, the butt and strap being in width equal to the length of the pin, and the bushings are, therefore, supported their entire length. The rounded portion of strap is thickened to give it greater stiffness and to receive the working strains without springing. This insures the boxes being rfectly supported at all times under the eaviest duty, which operates to secure greater durability of the wearing surfaces and cool running. A highly advantageous feature of this rod is in the fact: that the end of butt, being semicircular in form, surrounds one-half of the pin, and the inner half of box or bushing receives its vertical sup- port from the rigid butt instead of from the strap, the latter being the case with the ordinary construction, in all of which the straps are more or less elastic. The hinging action or springing of the ordi- nary strap, which takes place at high speed, produced by the rapid up and down motion of the crank pin, is avoided in this construction, as will be apparent by comparing it with the ordinary strap joint. This feature is of importance and value, and gives it no small share of credit for the uniform coldness with which this crank pin runs. The rod in this respect possesses the advantage of the ‘‘ En- THE IRON AGE. box bolted to end of butt. In this rod, however, less weight is required at the butt, and the adjustment for wear is much easier made. As the key cannot fly out, and there is no set screw to break or twist off, this rod is safer than the ordinary gib and key connection, especially when the latter is used at the crank-pin end. It possesses in a marked degree the elements of strength, mgidity and lightness, all of which are important factors in the secur- ing of successful and satisfactory opera- tion. glish ’ connection, which is a vertical half The Main Bearings. cap and having their bearing against the cap can be bolted down hard and leave the shaft entirely free. A gib at the top furnishes means of vertical adjustment, so ote LD that the downward as well as the side wear of journals and boxes is provided for, and the adjustments are made in the direction that the wear takes place. The surfaces are so large and well fitted, however, and the journals and boxes made from materials of such excellent wearing qualities, that the wear 1s very slow. The linings for the main boxes are similar to those used in the connecting rod, except that they are of uniform thickness, and they are secured in place by anchors in the same manner. The box and cap are bored out to receive the linings. Any soft metal will answer for the anchors, which are poured after the lining is placed in position. The linings are made in molds and are uniform in size, and the renewal of main box bearings becomes a simpie mat- ter. The anchors hold the linings normly in position, giving them a solid backing over the entire surface, the same as though they were in one piece with the frame and cap. Résumé. It will be seen from the foregoing de- scription that the valve adjustment pro- vided allows steam tightness to be main- tained throughout the lifetime of the engine. This is a feature of the greatest importance, for it is a well-known fact that the large steam consumption or poor economical showing of many engines, both high and low speed, must be in a great measure charged to valve leakage. With the majority of valves renewal or scraping is the only remedy, either of EEE The main bearings on each side of the | crank are cast solid with the frame, and , the speed would be absolutely the same the caps are placed at an angle of 30° from | under all loads and pressures. near a vertical line. Set screws passing through | est realization to this state of perfection is May 14, 1891 which affords but temporary relief. This valve is not partially, but wholly, bal- anced, and, with the proper adjustment, works in entire equilibrium. There being no pressure upon the faces, the wear is very slight, but, slight as it is, it must be provided for to maintain the steam tight- ness that is necessary to secure the best economy. This method of adjustment ef- fectually does this. In regard to regulation this engine is stated to be decidedly superior. The adjustment with which the gov- ernor is provided, by changing the posi- tion of the spring, allows the nearest ap- proach to isochronism, or perfection of regulation, This is a condition in which The near- just inside the point at which vibration or outside of box form stops to prevent the | “ racing ” appears, and this is secured in cap from pinching the shaft, so that the, our engine by the spring adjustment, as already described. Tests made by the well-known engineer, Geo. H. Barrus of Boston, show that this Fig. 9.—Main Connecting Rod. claim is founded upon the actual perform- ance of the engines Durability and Cool Running, These desirable qualities go hand in hand, and result from the liberal wearing surfaces provided at all points, combiae with a careful and workmanlike fitting of all rotating and sliding surfaces and the selection of the best wearing materials. — The great natural gas company, known as the Philadelphia, which supplies fuel to manufacturers in Pittsburgh, makes a report showing a net profit for last year of $1,148,000 and $3,000,000 of undivided profits. President Westinghouse said he believed natural gas can be had in paying quantities for at least six years to come, and that when the natural article gives out the company will at once supply, through its existing plant, artificial gas for heating purposes This would be a very comfortable outlook if ir connection therewith it did not contemplate an ad- vance in price to 20, 30, 40, 50 and even 70 cents per thousand. Irwin, Field & Co., manufacturers’ agents, located in the Pittsburgh Block, Helena, Mon., is a new concern recently established in that city. They propose to handle a full line of manufacturers’ goods, such as bar, angle and T iron, corrugated roofing, axles, hinges, cut and wire nails, &c. Mr. Irwin of the above firm was for a number of years secretary of the La Belle Iron Works of Wheeling, W. Va. May 14, 1891 THE IRON AGE, =- Grant Locomotive Buildings. The Grant Locomotive Works Company of Chicago, incorporated with a capital stock of $800,000, have just submitted their architect’s plans and asked for bids. Edward T. Jeffery, late general manager of the [Illinois Central Railroad, is presi- to have been agreed upon at a meeting of | coming to the aid of the undertaking the parties in interest in Chicago, 6th/ financially at the same time. Trials at inst. The capital of the consolidation | Dowlais followed. will, it is said, be $3,500,000. It will | It was at the spring meeting of the Iron manufacture all kinds of farm machinery, | and Steel Institute of that year that the and prices, it is claimed, will be reduced. | first modest announcement was made by The main part of the plant will be located | Thomas of his results during the discus- at Moline, but there will also be a branch | sion of a paper by Sir Lowtbian Bell on 919 dent of the company, who have purchased | the somewhat famous tract of land known | as ‘*Section 21, Cicero.” Sixty acres in this tract, at the northwest corner of Six- teenth street and Robinson avenue, have been reserved as a site for the locomotive works, about 250 locomotives per annum, and the entire plant will be completed within two years. Preliminary operations will begin} Jy the recent history of technical de- this summer. The works will be the only | velopment there is no more striking career locomotive manufacturing establishment than that of Sidney Gilchrist Thomas, the west of Dunkirk, N. Y., and Pittsburgh, | inventor of the basic process. His early Pa. The section is bounded upon three struggles for a living and a technical edu- sides by Oak Park, Austin, Moreland, | cation culminated in an extraordinary Morton Park and La Vergne, while upon : the remaining side, the east, lies Chicago. The works will be a little over 6 miles from the court house. The land itself is owned by the Grant Land Association, a corporation organized in connection with the locomotive works company, and the title is vested with David B. Lyman and Edward T, Jeffery, trustees. The Wisconsin Central Railroad runs along the north side and the Chicago, Burlington and Quincy along the south side of the tract. Both roads will have depots at Forty-eighth street, and the company says that both will extend their tracks from the main line and enter the heart of the tract at Six- teenth street. The Twelfth street and Ogden avenue street car line is completed | ,,,) development to within a short distance of the purchase. | repare for the study of medicine at Lon- The dimensions of the principal buildings | don University when his father died sud- NEW PUBLICATIONS. THoMAS. Edited by R. W. Burnie. John Murray, Publisher, London. and fortune, and the frail man sank to an early grave under the tremendous strain. During the short period in which in thesteel world he became widely known, and his visits to this country brought him American manufacturers. But little was then, and is now, known of his early struggles and of many sides of his character which the memoirs just pub- lished by his relative, R. W. Burnie, well bring out. April 16,°1850, at Canonbury, and grew up in a home which encouraged intellect- are as follows: Feet, |enly of apoplexy, and it was then ils tie 110 x 379 | that he took upon himself the burden Machine shop..... ....... clerk in 80 x285|0f earning a living as a 80x 125|/one of the London Metropolitan police 80 x 290! courts, beginning at a salary of £90 70 ) ; = perannum. He soon began, however, to DNNNE GO ce varsescnens soneee ces MR ADS oovicstxcdexs Kes cuaeds ‘ pe Serer eee cer eee PE GONE a. c6i0 06 ic snaneneacawcasne ON MO oes ce west Kedeneen nuns WOE We knee -< sesevpeederas on ig, See ee ee ery ce 100 x 60 x 130| other field, taking up chemistry in 1871. DOIG 696.05: 08 840K CAERenr uO KCKes 89 x 260 In 1872 he passed an examination in Dynamo POON <5 ven den wecadaenss ; 7 x = mineralogy at the School of Mines, follow- * Cupola room... 60x so | ing it up with an examination in inorganic DME NOONE. onic Secc ss cttwoertreexs 50x 70| Chemistry in the following year. In 1873 40 x 130| he visited the famous Low Moor Iron Works, which led to the first of a long series of contributions to Jron. Frequent visits were made to metallurgical establish- ments, and the study of current foreign and English literature on the subject widened his views and his knowledge. As early as 1875 he attempted to obtain a Bessemer blow by means of an impro- Ch OE Gas icticsbaceccecuiun These buildings will cover in all over 200, -: 000 square feet. The full list of officers is as follows: Edward T. Jeffery, president ; directors, R. Suydam Grant, William J. Watson, J. Fred Pierson, Morris Sellers, Elbridge G. Keith, Willard T. Block, J. H. Wilson, George M. Bogue and the president. ——_—$—$—$———aa are ; : fire place, but it was not till 1876 that he The National Storage Company, Calumet | communicated his theories in detail to his Building, Chicago, have secured an im-|¢ousin, Percy C. Gilchrist, then chemist portant judicial decision relative to the|j) Crom Avon. In the summer of that value of warehouse receipts. After long) year he made a tour through Germany. litigation, caused by the assignment of T. | His Jetters written during this time reveal Ww. Hall & Co., wool merchants, the Illi-| his interest in many subjects besides nois Supreme Court has decided in favor | those of his adopted profession. The fruit of the company. The appellate court had | of this brief season of travel, a series of | allowed the company for their receipt sketches contributed to Jron under the holders all the wool belonging to T. W.| title of ‘Technical Travel Talk” are Hall & Co. found upon the premises when | chatty, though they contain little that can the assignment was made, notwithstand- | pe regarded as a contribution of value to ing a vigorous fight by all the creditors of | technical literature, a fact which is not Hall & Co. combined against the storage astonishing when it is considered how ex- company. The decision of the appellate |haustively German writers have covered court was affirmed by the supreme court. | the ground. The company announce that they take} Jp 1877 Thomas went to visit the Bel- special care that their warehouse receipts gian iron works as the accredited corres- shall represent certain specified property | pondent of Jron, but before beginning his which must remain undisturbed and iso-| work took a dash into Switzerland. To- -ated until the receipt is returned to them | ward the end of that year experiments be- for cancellation. gan more vigorously, Thomas in the meau The terms of the consolidation of the|records. Early in 1878 Edward Martin, Moline Plow Company, the Deere & Mon- | manager of the Blaenavon works, was in- sure Company and the Deere & Co. Har- | formed of the tests, and at once afforded vester Works, all at Moline, Ill., are said | facilities for experiments on a largerscale, establishment near Chicago. | dephosphorization. The capacity of the works will be} Memorr anp LETTERS OF SIDNEY GILCHRIST} activity when he suddenly rose to fame | Thomas was the most conspicuous figure | into contact with the leading men among | Sidney Gilchrist Thomas was born on | He was beginning to) 70 x 239 | devote every leisure hour to study in an- vised converter in the ordinary domestic | time industriously searching the patent | The statement was passed over without attracting any atten- tion whatever. In the meantime he was | fighting for his patents, notably in the |German office. Finally the point had | been reached when publication was con- | sidered desirable. Thomas and his cousin Gilchrist prepared a paper to be read at the autumn meeting of the Iron and Steel Institute at Paris in 1878. .So little im- portance was attached to it that it was scarcely noticed and was left unread. We ! believe that we are correct in stat- ing that The Iron Age was the ;only technical journal on either side of the Atlantic which printed a long | abstract from this paper in its issue of | October 24, 1878. While the majority of | metallurgists gave the matter little atten- | tion, Mr. Thomas succeeded in interesting E. Windsor Richards, during an excursion |to Creusot, who was so much impressed that he erected converters, and in April, 1879, was able to.show the operation. The news of the success achieved spread with | wonderful rapidity, and Thomas was fairly besieged. The excitement reached its |highest pitch at the meeting of the Iron 'and Steel Institute, in May, 1879, and, | success being assured, Thomas resigned his junior clerkship in the Thames Police Court on May 10. Then followed a pe- |riod of extraordinary activity. Thomas had become, after Sir Henry Bessemer, the most famous metallurgist living. He was constantly traveling from one works to | another, on the Continent and in England, | watching the progress of his invention and conducting the many varied negotiations in connection with it. Early in 1881 the necessity for relief from work became ap- parent, and Thomas spent some time on the Isle of Wight. On the 10th of March he sailed for this country, where he was from some of his letters, appears at times to have wearied him. Early in July, 1881, Thomas returned to England, and after a brief period of rest again plunged into work, spending much of his time in Germany, but in the fall of 1882 was forced by ill health to start for South Africa, from where he traveled to India, and finally to Australia, eagerly gathering information on his way. Juaoe, 1883, found him in San Francisco and in July he was home again, plung- ing back into an incessant round of busi- ness. His health had not improved, and in the fall he was forced to go to Algiers, where he employed himself actively in working out the utilization of basic slag and in developing an improved typewriter. Amid all this eagerness to follow fresh fields of discovery, Thomas’ health was steadily declining, the fatal lung disease strengthening its hold upon him. In July, he reached Paris to place himself under the charge of a noted physician. He died in Paris on February 1, 1885. The greater part of Mr. Burnie’s work consists of letters from Thomas which reveal his intimate life and thoughts, mak- ing the volume doubly attractive. os rc — Entrance examinations for the Massa- chusetts Institute of Technology will be held on June 25 and 26, in New York City, Philadelphia, Chicago, St. Louis, Cincinnati, San Francisco, Washington, D. C.; St. Paul, Pittsburgh and Montreal. Shipments of copper from the Lake Su- perior region commenced 4th inst. by the water route, accorded an enthusiastic reception, which, t ee Be a & Se Pom 920 THE [RON AGE. The Davies Tin Plate Cleaning Machine. Isaac Davies of Pheenixville, Pa., who is familiar with the manufacture of tin plate, has been recently granted a patent, F. R. Phillips of Philadelphia, for a ma- chine for cleaning tin and terne plate. A, represents a suitable frame work, which is placed upon ground sills B. Journaled in suitable bearings upon this frame work, A, are the three pulleys C, which are arranged in the relation to each other as shown, and around’. which} passes the endless band or belt D, of any suitable material, and to which are secured the supports E in any suitable manner. These supports E are made of flat plates placed at a suitable angle, and which serve as supports for the tin or THE terne plates while being conveyed to the cleansing rollers F. The tin or terne plates are held in position by having their lower ends catch against recesses G, formed in the bases of the supporting plates E. When the plates reach the point where the belt begins to descend from the inner to the lower roller, the tin or terne plates are just long enough to reach to the adjacent end rollers F, asshown by dotted lines in Fig. 1, and as the belt continues in its revolution it moves forward, owing to the incline formed in passing around the lower pulley C, and thus pushes the plate forward until its outer end is caught between the said rollers F, when it is carried by them to the other rollers. The operating shaft H, provided with the driving wheel I, passes through one of the rollers C, and this shaft H has a beveled wheel, J, secured to one end and a pulley, K, secured tothe other. The wheel meshes with the pinion L upon the shaft M, while from the pulley K extends the belt N, which operates the pulley O, Mav 14, 189) placed upon the shatt of one of the rollers| from the shaft M. Also seeured to the . The rotary motion is conveyed from|shaft B’ is a pulley, F’, arownd which the first roller to the others of the series by | passes the belt G’, down around the pulley the idle wheels P, so as to have them all | H’, journaled near the bottom of the shute revolve in the same direction. Upon one end of each roller shaft is placed a wide gear wheel, Q, sothat the of which one-balf has been cssigned to rollers will not get out of gear as they are reciprocated, and upon opposite heads of the shafts are formed the grooved heads R. In between each set of four rollers is pivoted a vertical lever, 8, in the bearings T, and through each lever, 8, are formed the openings U upon each side of the center, through which the pivotal bolt passes. Through the openings U in the lever S are passed rods which catch in the grooved heads R of two of the upper rollers and through the two of the lower corresponding rollers, so that when the levers 8 are caused to rock upon their bearings the upper rollers F are moved = iG — ul — a ma abt 0 Fig. 2 —Plan. VY, in which the bran, sawdust or other eleaning material is placed. To the end- less belt G’ are secured buckets, which carry up the bran or other cleaning mate- rial and drop it upon the tim plates as they are passing through between the two sets of rollers F. The movement of the plates carries the cleaning material in between the rollers, and as the rollers reciprocate the plates are thoroughly cleansed. As cleaning materiai falls from the roils it drops upon the shute I’ and rolls down to where it will be readily gathered up by the buckets upon the belt G’. The principal objeet of the machine is to economize labor. It dispenses with three girls to a side, or nine girls to each mill, as now employed in Wales. The DAVIES TIN PLATE CLEANING MACHINE. endwise in one direction at the same time | that the lower rollers are reciprocated in |an opposite one. This reciprocating mo- tion is given to the rollers F at the same ‘time that they are revolving, so as to | thoroughly rub or scour the plates which /are passing through between them. To the lower end of each lever 8 is loosely ; connected an eccentric rod, V, which is | Operated by aneccentric, W, placed upon ‘the shaft M. As the plates issue from between the last pair of rollers they are deposited upon the endless belt X, which conveys them to the table Y in the sorting room. The belt X is operated by the belt J’, which passes /around one of its pulleys, and which belt J’ is operated by a pulley, K’, upon one /end of the lower roller C. The shaft M | is journaled in suitable bearings, Z, which | extend horizontally from the frame B. From one side of the frame A rise two standards, A’, in which is journaled a shaft, | BY, upon which is placed a pulley, C’, around which extends the driving belt D’ machines are manufactured by the Trethe- wey Mfg. Company of Pittsburgh, Pa, and orders have already been taken by F. R. Phillips. They are put down under a guarantee, a The Bates Machine Works.—The Bates Machine Company of Joliet, Ill., are meeting with excellent success in devel- oping their engine department. The Bates Corliss engine has met with much favor for general work, and is now being adopted for heavy service. The company have in hand at present a 1300 horse-power engine, which is intended for use in a Cleveland rolling mill, also an 800 horse- power engine for Joliet and a 700 horse- power engine for Cincinnati. The fly wheel for the largest engine mentioned will weigh 60,008 pounds. In connection with other contracts the engine depart- ment now has enough orders to run for tour months. The machine shop of this establishment is a substantial brick build- ing with: a lantern roof, and is 200 feet . May 14, 1891 THE IRON AGE. long by 110 feet wide. It is equipped al- most entirely with Niles tools of a chasis and capacity to handle any class of work from light machinery to very heavy con- structions. A pit lathe of their own de- sign has recently been put in, which will handle a wheel up to 34 feet in diameter ard any width of face. The wheel re- volves on its own mandrel, and two cut- ters are operated on each side of the pit. The machine shop is now being fitted with large cranes to handle the heavy work upon which the company have recently entered. The foundry is also built of brick and is 180 feet long by 100 feet wide. The pattern shop is 100 feet by 50 feet. A new 72-inch cupola is being put in the foundry to meet the requirements for heavy work. A large wheel weighing 50,000 pounds has just been cast to go to Omaha. It is 22 feet in diameter, with a 50-inch face. In addition to engines the company build barb-wire machines, and have equipped a number of the principal in the articles agreed upon with the American Government as compensation for its free admission of sugars; but that she will seek other ways in which to recu- perate her concessions is certain.” The local population, therefore, are not alto- gether reassured. S$ The Tinned Plate Manufacturers’ Association. Under date of May 8 the Tinned Plate Manufacturers’ Association sends out the following over the signature of J. W. Britton, chairman, and C. R. Britton, secretary, Cleveland, Ohio: It cap be truthfully stated that the manufacture of tin and terne plates has been inaugurated in the United States, and the new industry established so firmly that nothing now can prevent its advance- ment nor crush the enterprise and deter- mination already shown. Twelve differ SSS i foal A Zia Fig. 3.—End View. THE DAVIES TIN PLATE CLEANING MACHINE. barb-wire factories in the country. They also manufacture staple machines and stonecutting machinery. The works are at present running night and day, being lit at night with electric lights. rr Spain’s improved relations with Cuba, to be hoped for as a result of the new treaty with the United States, come none too soon, if the accounts received respect- ing the financial straits of the island can be relied upon as correct. Although Min- ister Fabic in the Cortes says ‘* Cuban taxes at present are moderate” repre- sentations come from other sources that the forced sales for taxes weigh heavily, especially among the poorer classes, A correspondent says: ‘‘ We know that it is in contemplation to sell a