The Iron Age 1892-03-03: Vol 49

IRON AGE THURSDAY MARCH 3, 1892, ‘THE The engine takes steam and exhausts four times at each revolution, and yet the motion of its parts is such that there are no dead centers. It has an automatically variable cut-off and can be governed so as to run easily at any speed desired up to or more than 1000 revolutions per minute. ' The piston, or wabbling spherical segment, the exception of the outer shaft bearing, are lubricated with steam. Its The American High-Speed Engine It is a difficult matter to properly and comprehensively name, in one term, the engine of which we here present engrav- Construction, Perhaps it may be best to first name the parts of the engine, reference being had to Fig. 2: 1 is the bed plate; 2 the cylinder; 3, cylinder head; 18, follower pin; 5 and ings and which is the invention of Elmer g! f . THE AMERICAN HIGH-SPEED ENGINE Fig. 2.—Interior S. Smith, and is built by the American Engine Company of Bound Brook, N. J. It is neither a rotary nor a reciprocating engine, nor does it resemble the so-called Colt’s disk engine. The designer appears to have discovered a new construction possessing several marked advantages. View—Working Parts in Full Lines, Outer Parts in Phantom. which corresponds to the piston in the ordinary engine, is perfectly balanced, as is also the crank, so that there is no vibra- tion and the engine runs smoothly and noiselessly. The engine, with its governor, is wholly self-contained, all the parts being in one case. All the moving parts, with 6, partition biades; 53, crank disk; 48, spherical bushing; 64, stuffing box; 67, pulley; A, steam chest; B, exhaust chest; C, live steam pipe, and D, exhaust pipe. The cylinder is bolted to the bed and pro- jects into the steam chest, which gives it a live-steam jacket. Radiation from the 394 * steam chest is prevented by a cast-iron jacket surrounding it. The piston is a segment of a sphere, and fits into the cylinder, which is concaved to receive it. The cylinder is formed with a circular opening, through which projects a stem, F, located centrally on the piston. This opening admits steam from the steam chest to the back of the piston, and this area is so proportioned as to balance the pressure of steam in the compartments act- ing on the face of the piston. Excessive friction between the piston and cylinder surfaces is thus prevented. THE IRON AGE. March 3, 1899 —————— LS parts are hardened and then gnedie fectly true. The bearing in the crank disk for the crank pin or piston stem ig of the same construction. The thrust collars on the outboard heap. ing are for the purpose of holding the shaft from moving endwise and keeping it in the proper position on the bearings, The follower pin is made hollow and connects the exhaust chest in the cylinder head with the valve chamber which passes centrally through the piston. It also fur- nishes an abutment for packing strips in the end of the partition blades. The op- posite ends of the blades are also provided with packivg strips, which prevent leak- age of steam past them from one compart- ment to another, Thesides of these blades are made radial from the center of motion, which allows for the taking up of any wear between them and their bearings against the piston. All such wear is taken : The Valves, There are two valves, & main and a cut. off valve, shown in Figs. 6, 7, 8 and 9 The main valve is located in the center of the piston and extends from the follower Fig. 3.—Vertical Section Parallel with Shaft. Fig. 4. The Fartition Blades. Fig. 6.—Main Valve. Fig. 7.—Cut-OfF Valve The partition blades 5 and 6, which are shown attached in Figs. 4 and 5, and two similar blades diametrically opposite, di- vide the space between the piston and cylinder head into four compartments. The follower pin, 18, the inner end of which is spherically shaped, fits into a cavity in the piston, and is for the purpose of furnishing a bearing to the piston. It may be advanced by the adjustment screw at its opposite end to take up wear be- tween it and the piston, and between the surface of the piston and that of the cylin- der. Such adjustment, however, is hardly necessary, because of the perfect balance maintained by the steam acting on the face and back of the piston. THE AMERICAN HIGH-SPEED up automatically by a spring advancing the blades toward the follower pin. These blades have a pivot connection with the cylinder head, which allows them to swing to accommodate the movements of the piston. The crank disk, 53, and shaft is sup- ported in two frictionless roller bearings, as shown in Figs. 2 and 8. These bear- ings are made interchangeable, and the construction is such as will insure the greatest durability. The bed-plate casting is bored out where the shaft passes through it and bushed with steel, and these steel bushings incase the roller bear- ings. Steel sleeves also surround the shaft to form its journals, or bearings. All the Fij. 8.—Cu'-OfF Vulve in Position in the Main Valve. ENGINE. pin, together with its stem, to the back of the crank disk, and describes a circle with the piston stem and crank disk about the axis of the shaft, the radius of the circle decreasing toward the follower pin. The valve also turns on its own axis, being rigidly connected to the spherical bushing 48, which is connected to the crank disk by a screw, as shown. This valve controls the admission of steam to the steam cham- bers, or compartments; also the opening and closing of the exhaust. The cut-off valve is located inside the main valve, and controls the time of clos- ing the steam port. Its stem extends through the main valve stem to the back of the crank disk, where it connects, by March 3, 1892 —_——_ of steel rods, directly with the gov- ernor weights, which have pivotal con- nection with the disk. The valves are cylindrical in shape, and, as stated, are located in the center of the istop, which is bored out to receive them. These valves, as before explained, turn upon their own axes, making one revolu- tion of the shaft, while the piston is sta- tionary upon its own axis. The ports, or steam passages, extend from the valve bore, jn the piston, to its face; these ports are uncovered for the passage of steam, and exhaust, as the valves turn upon their own axes in the piston. The main valve has a portion cut out on two sides; one is for the admission of live steam, from the inside of the cut-off valve, to the means | aor oom i Fig. 9.—Section through Main and Cut-Off Valves. AMERICAN steam chambers, and the other is fer the passage of exhaust steam from those chambers to the inside of the cut-off valve —the live and exhaust steam being sepa- rated by a partition in the cut-off valve, as shown in Fig. 9. Steam is admitted to the inside of the main valve through the aperture g, and passes to the inside of the cut-off valve, and thence through the port to one of the steam chambers, its course being indicated by the darts. The lower of the three darts indicates the course of the exhaust steam as it escapes from one of the steam chambers. The segment, or rib, fastened to the periphery of the cut-off valve by means of two screws, as shown in Fig. 7, forms the rear or trailing edge of the steam-inlet port of the cut-off valve. It projects out- wardly into the steam-inlet port of the main valve, with which latter the THE IRON AGE. 395 cylindrical face of this rib is flush. ; between bearings, to transmit a whole or The front edge of this rib per-|a part of the power; or, if desired, it may forms the function of cutting off the| be located outside the outboard bearing; steam, thereby regulating communication | or both pulleys may be used; or direct between the steam chest and the steam | connection may be made to the end of a chambers, through the ports. The steam | shaft by means of a coupling. port is fully open when the segment, or rib, rests against the rear edge of the Cpenen 66 Ce ae steam port of the main valve. The posi- | We will now follow the steam in its tion of the segment, or rib, in the main | passage through the engine, reference valve is varied by turning the cut-off , being had to Fig. 2, and note the effect. valve within the main valve. Its position, | Steam enters the chest A through the as shown in Fig. 8, represents the port in| pipe C. From the steam chest it passes the main valve partly closed ; by turning | through the holes seen in the piston stem the cut-off valve sufficiently, the port will, F to the inside of the cut-off valve. be entirely closed, in which position no | Thence through a passage in the piston to steam can pass through the valve, com-,one of the steam chambers or compart- munication between the steam chest and ments between the piston 4 and cylinder HIGH-SPEED ENGINE ? Fig. 11. steam chambers being entirely cut off. The cut-off valve stem being connected with the governor weights, as they move they turn the valve and change the position of | the cut-off segment in the main valve port, thereby varying the time of closing the ports in the piston as the valves revolve. The opening in the opposite side of the main valve, which covers and uncovers the ports in the piston on the exhaust side, remain open constantly, so that the ex- haust is invariable. The stuffing box 64, Fig. 2, is to pre- vent the leakage of steam from steam chest along the crankshaft. The spherical-shaped steel bushing 48 is seated in the crank disk, to receive the crank bearing. It is free to accommodate itself to the angle of the piston stem with the crank shaft. The pulley may be located on the shaft, COUPLED DIRECTLY TO DYNAMO. head 3, where it forces the piston away from cylinder head. The stem of the piston is prevented from moving in a direct line with the action of the steam by its connection to the crank disk 53, and is compelled to describe a circle with the axis of the shaft for its center. Steam continues to flow into this compartment until communication is cut off by the cut-off valve, after which it continues to force the piston away from the cylinder head by expan- sion, until the stroke is completed; or, in other words, until the face of the piston has reached the limit of movement away from cylinder head al- lowed by the piston stem, as it is guided in a circle around the axis of the shaft. The port through which steam had been admitted to this compartment is now put . EEO EHD. es) EE SP reer A A EEE 396 into communication, by the main valve, with the exhaust passage through the fol- lower pin, 18, and passes out the pipe D. In the manner described, steam is admitted to one compartment or steam chamber after another, completing the revolution of the shaft; the time of closing the port for admission of steam being controlled by the governor, automatically, so as to main- tain a uniform speed under varying loads and varying steam pressure. The main valve also opens communication with one compartment or steam chamber after an- other, and controls the admission and ex haust, which remains constant or invari- able. The Governor is inclosed in the steam chest. It consists of two weights—Q Q', Fig. 10—pivoted to the rear side of the crank disk on dia. metrically opposite sides of the engine shaft and connected with the stem of the cut-off valve by steel rods q q and a car- rier plate R. The latter is secured to the projecting end of the cut-off valve stem and is provided with two ears, r7, each baving on its inner side a spherical socket in which the spherical head of one of the steel rods, or links, is seated, the opposite spherical heads of the rods being seated in spherical sockets in the governor weights. he spherical connection of the rods with the weights and carrier plate permits the parts to move freely, although arranged at an angle to each other. The flat tapered springs TT resist the outward movements of the weights. These springs are secured to the rim of the crank disk, and their free ends bear against adjustable bearing pieces or rollers, ¢ t, secured to the outer sides of the weights. Each of the rollers is at- tached to the weight by a pivot bolt, 8, which is arranged parallel with the pivot of the weight, and which passes through an approximately radial slot, S', in the weight, so that the bearing piece can be adjusted toward and from the fulcrum of the weight by shifting the pivot bolt in this slot. Each bearing piece is arranged in a recess in the outer side of the weight, and can be adjusted on its pivot bolt to- ward and from the spring by a set screw, S*, which is screwed into the weight, and bears against the rear side of the bearing piece; the latter is provided at its apex with a roller, S*, by which it bears against the spring. By adjusting the bearing piece in the weight the pressure which the spring opposes to the outward movement of the weight can be nicely regulated, and the speed of the engine governed accordingly. The weights have a knife-edge bearing against their supporting studs, which re- duces the friction to the minimum and in- creases the sensitiveness of the governor. What little lubrication is required is supplied through the steam, and there- fore, as long as the engine is running the governor is lubricated, without any sf ecial devices or personal attention. Therefore, long runs may be made without stopping to oil the governor. In all high-speed machinery and so-called high-speed en- gines all bearing surfaces must have a constant supply of oil, as it is worked out of the bearings quickly and thrown off. This not only wastes the oil, but neces- sitates guards to protect attendants, floors and walls. These are more or less un- sightly and cause some expense. These objections are avoided in this engine, and besides, the governor is elso thoroughly protected from dust and dirt. When required, the engine is provided with a simple reversing mechanism. General, The last engraving, Fig. 11, shows the engine coupled directly to a dynamo, for which service its high speed and close regulation peculiarly adapt it. On account THE IRON AGE. of its extreme lightness and form, which is such as to require but little room and places the center of gravity very low, it can be used with advantage on boats. In short, it is applicable wherever high speed is needed. LL Steel Ties and 100-Pound Rails. The Railroad Gazette deals editorially with the interesting fact that the New York Central and Hudson River Railroad will put down 100-pound rails on steel ties on the four tracks from Grand Central Station yard to Mott Haven junction. Two miles of this distance is in tunvel and 24 miles in open cutting with retaining walls, or on viaduct. At first thought one would say that a tunnel was about the last place to get the economy of metal ties, because cor- rosion would reduce their life much below the normal. The life of a wooden tie would not be shortened in a tunnel nearly in the same ratio that the life of a metal tie would bereduced. With regard to cor- rosion, however, it should be added that the steel ties now being laid there are treated by the Angus Smith process, with coal pitch varnish and linseed oil at 300° F. One of the ties so treated was taken out of the track at Garrison’s, after having been down 24 years, and showed no indication of rust or corrosion. But the New York Central case is a special one. The four tracks from the Grand Central Station to Mott Haven carry the concentrated traffic of two great railroads into and out of the third city of the world. Over these tracks there are about 500 train and engine movements a day. With such a traffic the determining element in the life of a tie is its capacity to resist wear rather than its endurance against decay. On the New York Division of the Pennsylvania, for example, where an intense traffic is borne by oak ties in stone ballast. a rotten tie must seldom be taken out of the track. It is worn out before it has time to rot. The New York Central case is a similar one with further compli- cations. It is probable that the ruling element there is not one of tie economy; but that the most important factor is tne cost and difficulty of doing work on the track. There are, as we have said, about 500 movements a day through this narrow throat, or, on the average, less than three minutes between each engine movement. Added to this, there is scarcely room for refuge beside the tracks; much less, room for hand-cars, tools and material. Under such conditions considerable money can be spent profitably merely to keep work- men off the track. With 100 pound rails, on steel ties, in stone ballast, thoroughly drained, it may be expected that the work of surfacing, lining and renewals will be reduced to the minimum that can be reached in present practice. The work of the trackmen ought to be reduced to watch- ing the fastenings and looking for broken rails. It was found that in the year 1891 the cost of labor in maintenance on the experimental section of 100 steel ties put down in January, 1890, was but 3} cents per tie. Considering, then, the difficulties of working in the narrow limits of a tunnel, in the dark, and with incessant traffic, it is decided to reconstruct the track so as to make it really permanent way. This work is now going on at night, between 9.15 p-m. and6am. The old ballast is exca- vated and the sub-grade lowered 3 inches to allow for the higher rail and give a lit- tle more head room. The new sub-grade is sloped to drain into three 10-inch pipes, which discharge by silt basins, trapped into the city sewers. On the road bed so prepared 12 inches of broken stone ballast is laid. In this the steel ties are bedded, carrying the 100-pound rails, 6 inches March 3, 1899 a, high. The fastenings are by J-inch bolt, and clip washers 8 inches broad. The economic results cannot be deter. mined for some years, but probably the theory will be justified by the practice, J it is there are other places about New York where the same course will, pep. haps, be taken for the same reasons. Fo, instance, the Bergen tunnel of the Erie jg about 4388 feet long, double trackeg Through this tunnel are carried the pas. senger and freight trains of the main line including a heavy suburban business, and the trains of four other roads with a large suburban traffic. Just west of the tunnel are the principal roundhouse and an jm. portant freight yard of the Eastern ter. minus of the Erie, so that through the tunnel there is a considerable movement of light engines and empty cars, added to the heavy traffic movement. Altogether from 325 to 350 engines go through the tunnel every day, It is not surprising that between wear and corrosion the life of a rail is less than three years. Nothing heavier than 74-pound rails has yet been tried there, but an 80 pound rail is now being laid. Of course maintenance 1s dif- ficult and costly, and a matter of constant anxiety; but we remember of no accident there from defects of track. Certainly none has happened in recent years, but they have only been avoided by incessant care and expense, This, then, is another situation in which the most costly track may be the cheapest. Why would it not be a good plan to lay 100-pound rails through the tunnel, with steel ties cGne- half its length and oak ties and tie plates the other half ? en New Freight Arrangements in New England. Important changes in traffic arrange- ments by rail in the Eastern States result from the transfer from one corporation to another of the short line road, built some years ago from Waterbury and Meri- den to tidewater on the Connecticut River, with the design of rectifying alleged ex- orbitant charges on freight by the New York and New Haven Railroad. H. C. Wilcox, the enterprising manufacturer, of Meriden, advanced most of the money. As ar independent corporation it was practically worthless financially, but its position gave it a strategic importance for either the New York and New England or the New York and New Haven to control. Last week, by a ruse, the property slipped through the fingers of officials in the New Haven Railroad into the possession of the New York and New England. President Bostwick of the last mentioned corpora- tion says: *‘By securing this road the New York and New England now has a straight line from Danbury, Conn., to the Connecticut River. We already own a line running from Boston to Willimantic, 88 miles, double tracked most of the way. By building a link from Willimantic to the eastern terminal of this little railway only 18 miles in length, we command ab- solutely the shortest and most direct route from Boston to Danbury, and there our connections and traffic alliances bring us into commanding position. I will not say that we are going to build this link, but it is my impression that we are.” The New York and New England is be- lieved to be in sympathy with the Reading in its new combination. LL The Baltimore and Ohio Railroad has issued a new rate sheet on iron and steel commodities from the Pittsburgh and Wheeling districts to points in Western Pennsylvania and Ohio. It is interesting to note that it includes rates on tin-plate bars. THE IRON AGE. March 3, 1892 Soa Blast Furnace Slags.—II. Their Calculation by Graphic Methods. BY A. J. ROSSI, NEW YORK. (Continued from page 343, February 25.) Another probiem suggests itself: The ores, fuel and stone remaining constant in composition, it may be interesting to study 2 ad z Os - “ 2 ~ Zz ° 7 ° o = . o “i g Zz. > z graphically the effect that changes in the percentages of silica assumed in the slag will have on the quantities of stone re quired; in other words, given the analyses of certain materials, to find at once graphically the amount of stone corres ponding to different percentages of silica assumed @ priori inthe slag. The pre- ceeding equations furnish us all the ele- ments of such a construction. We will deal briefly first with the considerations which lead to the construction, and will then describe practically how they can be carried out. Returning to the _A—Bm ~ Om—D original equation y and calling z the percentage | | the quantityO M = m of silica now considered as being variable, the materials which have furnished the quantities A, B, C, D remaining the same, A— Be Uz — D — Dy + Br — A= O, an equation which represents an hyperbolic curve. Let X X, Y Y, be two lines at right we have y = , which gives Cz y angles representing what is called the axia | of co ordinates. By carrying below X X and to the right of c cle el ee et {~~ et 13.5 HUND, sil ticatalici i disse shies Rcuidbiniiiel cncnteaiatialianiealiadaddie staal +r 57.6 HUNDREDOTHS--— 0,574 <8) Cc 5 0 5 W 15°20 2% 3 3 40 45 Sv 2 YY,ON= 4 at a proper scale (as_ will be explained below), and drawing X' X’, YY’ parallel to X X and Y Y, it would be easy to show analytically that these two lines XX", Y’ Y’, intersecting each other at O', represent the asymptotes of the curve—that is, two lines toward which the curve comes nearer and nearer without ever intersecting or touching them, If, through O, we draw the two lines X'” X’”, Y’” Y’” making an angle of 45° with X" X”, Y Y’, we obtain the axis of the curve. If from O° we carry on X’” X’” to M’ 2cAc— BD) we obtain at ¢ 3 60 65 7 397 once the vertical M and its symmetrical M’. Drawing the circle with O' as center and O’' M’ as radius it intersects Y’ Y’ at N and the horizontal line passing through N it intersects X'"’ X’ at F, the focus of the hyperbola; taking O' F’ = O'F, we have at once the other focus F’—that is, all the | elements to construct the curve, once for all, for given materials without any more calculations. The curve once constructed, if from O, on X X, we lay divisions, proceeding by ;}, and representing per- centages of silica, dividing in the same 8 & — =a & Sas & #8 €&65 — on HUNDREDTHS OF TON OF LIMESTONE _ co /—-HUNDREDTHS-0F-TON— 4 OF siica |X co & Bas S& & 1 75 80 8S Ww 95 100 105 110 | manner the vertical O Y, the vertical lines | corresponding to the points of division of | O X intersect the curve at different points, which represent the corresponding quan- tity of limestone, easily read on the scale at O Y in hundredths of a ton. ! For instance, suppose that we read from O on O X, 35 per cent. silica (0.35), the amount of silica assumed @ priori as desired in the slag, then the vertical O P, read on the scale O Y, will represent the corresponding quantity of limestone in hundredths of a ton required with 1 ton of the ore and 3 ton of the fuel con- sidered for an assumption of 35 per cent. of silica in the slag. Having thus explained briefly the mathe- matical considerations which lead to the $98 THE IRON AGE. constructions, we will describe in full the | stone required for different percentages of graphic method, all technicalities dis- | silica assumed @ priori in the slag for the carded, illustrating it in an example, | given stone, fuel and ores. taking, for instance, the ‘‘first ore,” fuel For instance, using the preceding mate- and stone already mentioned, of which the | rials (first ore), suppose that we assume 35 composition was: Ore 1 Ton. Redd uses ca nana eee neebays 15.00 a — eau EN wes tARead Ree 3.50 ) 11.50 NR 4c ig ee 8.00 | a «ns kc harnekehyiucees 4.00 7 Sum of bases PE siiiccnakeotenxnns akneed 1.09 pe Fuel 34 Ton. Containing in hundredths of tons as explained above. Silica....... 1.24.50 a’ All bases . 8.00 b’ Stone. NO < ncinkcnuducwsde casual 8.00 a’ nk sncesnsanesnnceng eke ol. b” Magnesia............ . 2.50) Sum of bases. Taking a sheet of profile paper divided to the millimeter, and assuming each division or millimeter to represent 1 per cent. of silica, one hundreth of silica in the slag, draw the two lines Y Y, X X, and number them as in diagram, carrying the divisions below XX closer yet if desired. In the example chosen we have: a+da = A= sum of silicain ore and fuel = 19.50 a+a+6b+4= B= sum of all the constituents of ore and fuel = 19.50 + 11.50 + 3 00, or = 34.00. a’ +b’ = C=sum of all the con- stituents of stone = 8 + 51 = 59. a’ = D = silicaof stone = 8. 1°. Divide the sum of the constituents of ore and fuel (B) by the sum of all the consti- tuentsof stone ((C); thatis, in this example, 34 by 19.50, the quotient is 0.576, or 57.6 hundredths, which we can read very ap- proximately below X X from O, drawing at that distance 57.6, X” X’, parallel to X X. 2°. Divide the silica of the stone (D) by the sum of all the constituents of the stone (C); in this case, 8 by 59,we find 0.135, or 13.5 hundredths. Read to the right of O Y from O 13.50 and draw Y’ Y’ parallel to Y Y; we obtain at once O’. 3°. Draw at O' the two lines at 45°. O' X’", O' Y’". We then must find the point M. To do this: gives 1150.5; subtract from this the prod- uct of 8 by 34 (D by B), or 272, the remainder is 878.5; double it, we have 1757, of which the square root taken from any table of roots is 41.91. Divide 41.91, the root obtained, by 59 (C) (the sum of all the constituents of stone); the quotient, 0.71, 71 hundredths, carried from O’ and measured at the scale of O X and O Y gives the point M and its symmetrical M’ at once; the points F, F’, the foci, are easily obtained by drawing from O' with O M = O M the circumfer- ence O M M’, which cuts Y’ Y’ at N. Following on diagram the horizontal line which passes by .V or drawing it we have F, and of course F’, since O F = O' F’; the curve can then be readily constructed pencil like an ellipse. To construct it by points mark at ran- dom on X’” X’” certain points a, }, ¢, d, é, f, &c., beyond F, as many as desired. From F, with a radius successively equal | to Ma, Mb, Me, Md, Me, Mf, &c., draw arcs of circle (above and below X X). From F’, with radius successively equal to M'a, M’}, Mc, Md, Me, M' J, &e., draw other arcs of circle, which intersect the first ones at the points a, }, ¢, d, ¢, f, &c., which are points of the curve. As many of these points can be determined as will, by choosing them close enough, allow of an easy construction of thecurve by join- ing by hand the points thus determined by a continuous curve line. The curve when rawn gives at once the amount of lime- | iron. per cent. of silica in the slag. Reading 35 per cent. of silica 3,5, of silica on the divided line X X, the vertical line passing | by this point 35 intersects the curve at P and the vertical line (35-P) represents the amount of stone required. It reads on the diagram, on the divided scale O Y, 60, that is, °°; = 0.60 ton of limestone, exactly the figure we have found already by direct calculation and by the first diagram. To assume 1 millimeter for 1 per cent. of silica is sufficiently exact; were a greater accuracy required 2 milli- meters could be taken to represent 1 per cent. Each division of the paper would read then exactly $ of ~},5,and } of y},, or half the space beween two lines of the paper, could be readily estimated. Beside dividing the lines OX, OY as explained, it will — very convenient to draw the same scale on a separate narrow strip of the same profile paper and use this strip to measure the different distances, instead of and besides reading them specially for measuring the ordinates or vertical lines, such as 35-P. The curve intersects the line X X at a point which reads very nearly ,,j;. At this point the vertical line, which would give the limestone, is zero, is reduced to a point; that isto say, that with the pre ceding ores, fuel and stone, it would be impossible to obtain a slag containing more than 57 per cent. of silica, a result already found by another mode of reasoning. In fact, the point 57 corresponds to the limit at which the materials—ores and fuel— would be self fluxing, and consequently would not require the addition of any limestone. The line Y Y not touching the curve, and its distance from O being 13.50, it shows that it would be also impossible to obtain with such materials a slag con taining less than 134 per cent. of silica, another limit obtained also precedently in another manner. Though 13.50 per cent. of silica is theoretically the lower limit, an inspection of the diagram shows at once that even a practical limit of 25 per cent. silica would require an enormous amount . p of limestone, the vertical line passing by 4°. Multiply 19.50 by 59 (A by C), it | this point 25, read on O X, not intersecting the curve on the diagram, which is scaled to 43°, or 1.30 tons of lime. In other words, to obtain 25 per cent. only of silica in the slag it would be necessary to add much more than 1.30 tons of stone for every ton of ore and } ton of fuel— that is, much over 2.60 tons of stone per ton of pig, calling the ores 50 per cent rich, and reckoning the figures as 100 of The vertical line 27-27, correspond- ing to 27 per cent. silica, would corres- pond about to this amount of limestone. | To obtain even 30 percent. of silica in the | slag, following the vertical line passing by 96 | 166 i | calculation would give 0.959). by points or by continuous motion of a| 30 silica to its intersection with the curve at Q, we read readily on OY, 96, that is, of stone per ton of ore (the exact Hence per ton of pig in the same conditions as above, to obtain a slag containing 30 per cent. silica nearly 2 tons of stone would be re- quired, so that really the economical limits of silica for such materials would be com- prised between 30 and 57 per cent. silica in the slag. The preceding considerations show how useful such diagrams can be for certain examinations. In conclusion, we will recall to mind that all these construc- tions would apply exactly as well as already insisted upon had all the base elements of the different materials been transformed into lime for the reasons ex- plained at length previously. It would be sufficient in this case wherever the term ‘** basic elements” appears to understand by it the number representing their equiva- lence as lime. March 3, 1899 A Joliet Jollification. The Business Men’s Association of Joliet, Ill, according to their annual cys. tom, gave a banquet on the 17th of Feb. ruary. A numberof speeches were made by participants in the festivities, some b State celebrities with a reputation as post prandial orators, but the addresses which were the special feature of the evening were delivered by two practical men, William Garrett, the rod mill inventor and John Lambert, the barb wire many. facturer. Following is the address of William Garrett. Joliet has already gained an enviable position asa maunfacturing town, which, to a great extent, is due to her extraordi. nary shipping facilities, her excellent foundation, and an abundance of stone for building purposes; not only enough for her own requirements, but immense quan- tities are daily shipped abroad. Her natural surroundings are beautiful, with what was once a fine river flowing in her midst. On the west side there is elevated ground, with beautiful and comfortable homes, and on the east, south and north are plains suitable in every way for manu- facturing purposes, and accessible in all directions to her network of railways. Joliet is almost the birthplace of the barb fence industry, and with the excep- tion of De Kalb I believe is actually so. She has produced the best barb-wire ma- chine in the world, and to-day these ma- chines can be found in England, France, Germany and other European countries, Joliet can produce more barb wire than any other city or town in the world, Wire mills have sprung up in our midst; factories which started in a very small way—so small that I might compare them to the parable of the mustard seed, which is the smallest of all seeds —but these fac- tories have grown in keeping with the par- able to such an extent that the birds of the air seek a resting place, which is abundantly found in its thousands of miles in extent and inclosing the cattle, if not on a thousand hills, at least on a thousand plains. In the near future Joliet will use more rods and make more wire than any other single city or town in the world, except- ing, perhaps, Cleveland, Ohio. We have three wire-mill plants, which when com- pleted will compare favorably with any in this country for the purposes required of them. We have in our midst the largest individual wire-rod consumer in this coun- try, and when this is admitted it means the world. We have a steel works of which we may feel justly proud. In 1889, when the consolidation of the South Chicago, Union Steel Works and the Joliet Works took place, there natu- rally was a feeling of disquietude among the people of Joliet as to whether this move was to their interests, seeing that the facilities at South Chicago for making pig iron, which is the basis of Bessemer steel, were much better than at Joliet, and it was feared that when dull times came Joliet would be the first place to shut down. Since then we have passed through two of the dullest years we have had for 4 long time, but the Joliet Works have had the lion’s share of the business, This is not due in any way to partiality, but to certain advantages. We may say that the rolling of steel rails in Joliet is a thing of the past, and that being so, if enough of business can be obtained for the class of work for which the Joliet plant is at pzesent adapted, namely, a grade of soft steel suitable for making all kinds of wire, merchant steel, hoops, sheets, tin plate and a miscellaneous class of work, which always requires more March 3, 1892 labor than the making of one particular thing, and as the method of making steel rails is almost perfectly automatic there is nothing in the steel trade that requires less men per ton of product than in the ture of rails, so we can say we have gained by the change, but the past and present gain Is as @ drop in the bucket compared to the great gain we will derive in the future. At our last annual meeting we had the pleasure of listening to our Chauncey De- pew of Joliet. I mean ex-Mayor Paige. Ile, in glowing terms and in eloquent tones, which only come from a natural born orator, gave a few pages by way of de- scription of the future of Joliet. The north, the south, the east and west parts of the town had so spread that if I recol- lect aright, St. Louis, Milwaukee, Chicago and Cincinnati had all become suburbs of Joliet. But, after all, gentlemen, there was a great deal of truth in what Mr. Paige eaid, and the steel works of Joliet I be- lieve will be the main factor in bringing about this end, for 1 do not know of a place on this continent where there is a more fa- vorable opportunity to embark in the manu- facture of tin plate, sheets, s‘eel hoops and merchant steel bars than is presented by Joliet to day. We have the raw material at our feet and are located between all competitors and the markets of the West and Southwest. Permit me to show you briefly the amount of business in the steel trade, which rightly belongs to this viciaity. It is estimated that there are about 120,- 000 tons of iron and steel shipped to and through Chicago every year. We will as- sume that 50,000 tons of this is soft steel in the shape of merchant steel bars. Over 20,000 tons of tin plate was used in Chi- cago last year; 10,000 tons of sheets. About 12,000 tons of hoops are used with- in a radius of Joliet that would give her such advantages in freight as to shut out all Eastern competitors. In fact, thou- sands of tons of steel have been shipped to Pittsburgh and Youngstown, and shipped right past us to Peoria and St. Louis, The situation would then be : manufac 50,000 tons merchant steel bars, val- Pp. ROE: ikinccagtelelawacces $1,600,009 20,000 tons tin plates, valued at.... 1,500,000 | 12,000 tons steel hoops, valuedat.... 540,000 | 10,000 tons sheets, valued at........ 500,000 | 12,000 $4,140,000 The above is a fair estimate in quantity and a very conservative estimate in value. Thus we find a new business, amounting to over $4,000,000 annually, and all the raw material for over the 92,000 tons a year can be found right at home, and the market right at your door. But what are the special inducements that the steel works here can give you ? The works at Joliet are devoted entire! to the manufacture of steel suitable for wire rods, merchant steel, sheets, hoops and tin plate, and to give youan idea of the improved state of manufacture, will say by way of comparison that were you to go at sunrise and see the molten metal come out of the blast furnace and follow it through the various stages you would see it in the shape of barb wire or wire nails in kegs, ready to ship, by sundown. I may add in connection with this that not in the whole world can such a state of things be found to exist—sunrise in molten metal, which ifrun into molds and cooled, would be called pig iron ; sundown in a finished state, such as wire nails and barbed fence —and the same could be said in reference to sheets, hoops and merchant steel. I mention this to show the extraordi- nary facility there is in Joliet for mak:ng the above grades of steel and manu- factured articles. What will be the outcome of this con- dition of things ? THE IRON AGE. The time is not far distant when the towns in the West will grow up into cities, and villages into towns, and while not very many years ago, within the recollection of many present here to night, all iron in- dustries (there were no Bessemer steel plants at that time) of this country were located east of the Allegheny Mountains. Then Pittsburgh became and is still the iron and steel center of this country, but the West is fast gaining on her and the time is not far distant when Illinois will be the leading manufacturing State, espe- cially in iron and steel, for, notwithstand- ing the extraordinary facilities for trans- porting freight, which 1p cost per ton per mile is less than in free trade countries— countries which boast that free trade makes everything cheap, competition has become so great on the one hand, and the increase in demand on the other, that the West will find means to manufacture the goods she uses at her own door. The starting up of the Superior Steel Works, in Wisconsin, a few weeks ago, for the manufacture of steel plates, is an- other ‘‘handwriting on the wall,” that the day of supremacy of the East in the manufacture of iron and steel is getting less and less every day. The question now is, what part will Joliet take in bringing this about, seeing that ‘‘she floats in the cream of oppor- tunity ?” Allow me to tell you what she has done in the wire business. Before the close of 1892 you will have three wire mills capa- ble of turning out 500 tons of wire per day, or in a year, counting 250 days, 125,- 000 tons. If this is made into barbed wire it would be more than two-thirds of all the barbed wire used last year. If it was made into wire nails, it would equal 2,500,000 kegs, more than two-thirds of the wire nails used in this country last year. Just think of it —Joliet, a little Western town of about 30,000 inhabitants, able to produce two-thirds of all the barbed fence or two-thirds of all the wire nails a country of over 66,000,000 popula- tion can use. Trulr, so far as the wire industry is concerned, we can say to those connected with it: ‘* Well done, good and faithful servants,” you have added materially to the building up of the town. Before the close of this year we will see a sheet mill in successful operation, and /our tin-plate mill turning out tin plate equal to any in this or any other country, ; and once the ice is broken in this direc- | tion I venture to predict that tin-plate }mills and hoop mills will spring up all | around us; and as corporations do not gen- | erally purchase large tracts of land adjoin- |ing their present manufacturing sites to | grow roses or geraniums, we can fairly as- ‘sume that the tract of land south of the | | present site of the steel works will not be | used as a flower garden, but before many | years will be covered with machinery that | will give employment to thousands of men, and if opportunities in this direction are | availed of there is no reason why Joliet in | inhabitants. One of the penalties of the ‘‘ fall” was | that ‘* by the sweat of thy brow shalt thou earn thy bread.” That mandate has been strictly adhered to in all the past ages, and in fact the actual state of affairs is are thousands of men in this country which boasts of its prosperity who have not the opportunity to sweat and earn their daily bread, and as the Scottish bard truly says, ‘**See yonder poor one, labored wight, So abject, mean and vile; Who begs a brother of the earth To give him leave to toil.” While the foundation of all sources of wealth is derived from tilling the soil, yet ‘ manufacturing industries go hand in hand | the year 1900 should not have fully 60,000 even worse than the sentence, for there | |; Manac,; 399 with the farmers, giving them a home market for their produce, who in turn give a home market to the yfroducts of the factory, which clothe and supply the comforts of life; supply means for transportation for grain and for cattle across continents and oceans to feed the hungry in foreign lands. Show me a man that opens up an avenue whereby he can give his fellow men an opportunity to earn their daily bread and I will show you a benefactor of the human race. Many men have died after accumulating millions, which they, in a measure, locked up while living, and when dead having endowed or left their money to erect churches, in the vain hope that it was a premium against fire in the next world. Give me the man who uses the wealth that God has given him while he lives, and uses the money not in indiscriminate charity, but in enterprise and such busi- ness as will find employment for his fellow men, and to my mind a model type of such a man exists in Andrew Carnegie of Pittsburgh, who is at the head of the most successful organization in this coun- try, and who is continually branching and extending his business and giving employ- ment to thousands of men, instead of hoarding his money and investing it in bonds, »s many do, then die and leave their wealth to be fought over by their nearest and dearest relatives in the courts. Andrew Carnegie’s name will be remem- bered long after he is dead, more for the good he has done his fellow men, through bis enterprise in business than if he had — y given the money to endow libraries, cc. I will conclude by quoting the words of Daniel Webster, from a speech given in the United States Senate, July 7, 1846. ‘* And, sir, take this great truth; place it on the title page of every book of politi- cal economy intended for the use of the United States; put in every farmers’ al- let it be the heading of the col- umn of every mechanic’s magazine; pro- claim it everywhere, where there is work for the hands of men there will be work for their teeth. Where -there is employ- ment there will be bread. It is a great blessing to the poor to have cheap food, but greater than that, prior to that and of still higher value, is the blessing of being able to buy food by honest and respectable employment, which gives health, sobriety and morals. Constant employment and well-paid labor produce, in a country like ours, general prosperity, content and cheer- fulness.” After Mr. Garrett’s address the chair- | man called on John Lambert. to state the product of the Lambert Wire Mill for twenty-four hours. That gentle- man responded in an address second in in- terest to none made during the evening. He opened by saying there was no man in America to-day to whom the farmer owes a greater debt of gratitude than William Garrett. In 1865 there was no mill in the 'country producing more steel rods than | 10 tons per day. That was a little affair at Newark, N. J., which later moved to Johnstown, Pa., and the owners seemed to think wonders had been accomplished when 15 tons of rods were made in a day. ‘‘This brings me,” he said, ‘‘t» the subject of taxation, already alluded to to- night, and [ cannot refrain from making a few remarks on that head. Several years ago it cost the farmer more to fence 80 acres of land than the land itself was worth. Then Mr. Glidden of De Kalb got the idea of a barb wire fence, which he made by twisting a pointed strip around a ribbon of sheetiron. Our own pioneers, H. B. Scutt and William Watkins, also got the idea, and a few manufacturers with small capital asked Congress to put a 400 THE IRON AGE. March 3, 1899 small tax on wire rods, in order to give this country a chance to compete with Europeans, who were charging $80 a ton. The tax was put on and then American genius got in its work. Garrett, then working for a wire concern at Cleveland, conceived improved methods of making rods, resulting in what is known as the Garrett mill, which in 1878 produced 70 @ -- t y Bult Fe DRO PSK u SESS four times what it receives abroad in simi- lar lines, and we want to feel that this government is run for the American peo- ple and their material prosperity. ‘In 1891 three and a half million kegs of wire nails were made in the United States This year there will be about five ‘million. The business is increasing at a rate which will make it one of the most im- -———= - —— 11 6 — - ——- - ++ ll THE KENNEDY tons of steel rods in a day, while to-day the Garrett mill in Joliet produces 250 tons a day of better rods than ever were made before, while but $34 a ton is charged, as against the $80 that formerly went across the ocean. Could a better proof be asked that taxation does not in- crease the price of product? Give us protection in our industries and American genius will see that prices come down, not up. We do not forget labor, for our American labor is receiving as much as Fig. 2.—Plan. portant we have, and I think the time is not far distant when more wire rods and more wire product will be manufactured at Joliet than in any other five cities of America, and our mill alone in 1892 will use 350 tons of rods a day. ‘*As to Chairman Vance’s question, I will say that we started in yesterday to see what we could do, and in twenty-four hours we drew 284 tons of wire, while the foreman told me to tell Garrett if that wasn’t enough he could make it 300 tons.” —_— <— ( =0)C) fii Ley i ' BINS —_—— oo The Kennedy Universal Mill, Julian Kennedy, the well-known engi- neer, of Pittsburgh, has designed for an Eastern mill a universal mill, the princi- pal features of which are intended to ge. cure improvements in the construction of the upright rolls of such a mill. His aim has been to provide means for the rapid { UNIVERSAL ROLLING MILL. removal of the rolls, the setting of the guide bars in such a manner that they can be removed laterally, and power and com- pactness of the mill. The accompanying drawinys show the principal features of the vertical rolls. It will be observed that there are two working rolls, A, and two driving rolls, A’, Fig. 1, geared together by gears, K, attached to the rolls below the upper guide bars. Mr. Kennedy has thus departed from the practice of driving the working rolls by frictional contact, to avoid slipping THE IRON AGE. 401 March 3, 1892 eee tendency on the part of opposite mene rolls to ont with lack of uniform- ity. The reason for using two pairs of rolls is that with a single pair the driving bevel gears would prevent the rolls being brought sufficiently close to- gether to roll metal of small dimensions unless these gear wheels are made of unduly small diameter, or the rolls the.o- selves were taade of unduly large diameter. If it is desired to use the mill for work- ing wide pieces, the inner rolls can be readily removed and the outer rolls can be employed as the working rolis. The bear- ing box B, Figs. 1 and 3, is made in ver- tically divided sections, which are fitted around the roll journals between the guide bars, and have flanges which fit on the guide bars aud support the bearings. The adjacent bearing sections are securely bolted together by bolts, which also secure them to th