The Iron Age 1892-03-24: Vol 49

‘THE United States Naval Steam | Cutters. | Our naval steam cutters are built to withstand hard, rough usage. They are strong enough to be lowered or hoisted, with steam up, bunkers full of coal, tanks full of water and everything in readiness for instant service. They must also be good sea boats and able to steam Fig. 1.—Sectional with safety for long distances through | rough water. These requirements call for | rather heavy, broad, well-built boats. It | is also necessary to keep the machinery as | low as possible to give these boats the re- quired stability without making them so broad as to interfere tco seriously with their speed. The speed is in a measure sacrificed for other more necessary qualifi- cations, but by careful designing and the use of only the best material in the machinery of these boats it is possible to get a fair rate of speed. Under the ordi- nary conditions of service these boats will make from 74 to 8 knots per hour. The machinery of the new 28 and 30 foot steam cutters are very similar, differing chiefly 1 size, TuursDAY MARCH 24, 1892. ' Engines, The engines are designed to run at about 800 revolutions per minute, with steam carried at 160 pounds pressure. They are of the compound vertical type, as shown in Figs. 1, 2, 3and 5. The cast-iron cyl- inders are mounted on turned steel col- umns, The latter are stiffened by four horizontal steel tie rods, one of which is made larger and supports the lower end of the girder. Vibration of the cylinders is *~ 1}, Elevation. U. S. NAVAL STEAM CUTTERS. prevented by two diagonal steel braces connecting the cylinder castings at the bottom near the middle on each side with the opposite side of the bed plate. This form of framing is light and allows free access to all the working parts. Actual service has shown this framing to be amply strong and rigid. The valves are of the ordinary three ported slide valve pattern, driven by the Stephenson link motion, Fig. 5, in the usual manner. The pistons are made of composition packed with a cast-iron ring sprung into a groove turned in the face of the piston. The piston rod is screwed into the piston and held by a pin. The piston-rod stuffing IRON AGE forged in one piece. The connecting rod is forked and the wrist pin turns in a bushing inserted in the crosshead. An ingenious device permits the removal of the wrist pin at any time. The ends of the pins are coned, the bases being the same size as the wearing surface of the pin and joined to it. A ring is then turned to fit the eye of the connecting rod (which is bored out parallel) and bored out to fit the coned ends of the pin. Care is taken to fit this ring so that it will not Fig. 2.—End Elevation. go on to the pin quite far enough to be flush with the side of the connecting rod. The ring is now split in one place. A nut on each end of the pin forces this ring into the eye of the connecting rod, center- ing the pin, and holding it perfectly rigid. This arrangement allows the pin to be trued up in the lathe whenever necessary without affecting its fit in the connecting rod. As the wearing surface of the pin is always the largest part, there is no trouble in making the pin fit the new and smaller bushings. The connecting rods are made larger at the bottom than the top. The crank-pin brasses are secured by strap and bolts, the adjustments for boxes are filled with metallic packing.| wear being made by a sliding wedge The piston rod E and crosshead are! worked by a screw. Especial pains are 548 THE IRON AGE. March 24, 1899 = taken to make ail the moving parts as|the pins are of hardened steel. The ec- Condenser, light as possible, so that the engines will | centrics are of cast iron with brass straps. The exhaust steam is conde run smoothly at high speed, although the | There are two thrust rings forged on the | keel condenser formed by cutee In a steam follows nearly full stroke. shaft working in a brass bearing adjusta-| pipe along the keel of the a The crank shafts are made of wrought | ble in a fore and aft direction. side, around the stern post and “4 a steel. All the bearings except the crank | Screws, other side to the air pump. lie pin and shaft are fitted with brass bush- The screws are true helices. The | The air pump is driven from the low Ing. When worn these bushings are! blades are made rather broad at the points, ' pressure crosshead by a beam }\a\ ine ie. Fig. 3.—End Elevation. Fig. 4.—Plan at Cranks. Fig. 5.—Elevation Showing Stephenson Link Motion. U. 8S. NAVAL STEAM CUTTERS. simply driven out -and replaced byjin order to get sufficient surface with aj equal arms, thus reducing its stroke to mew ones. This reduces the number of/ given diameter. The after part of the | one-quarter that of the engine. The valves small parts liable to get loose and out of | driving surfare of the blade, near the hub, | are of metal with light springs on top. A order, and upon' the whole gives more sat- | is cut away somewhat, to allow the water| maximum lift of 4inch is all that is isfaction than adjustable bearings. All! to flow more freely through the screw. | allowed. Only water packing is used March 24, 1892 around the piston, small grooves being turned for this purpose. This pump is very reliable and produces a vacuum of om 18 to 22 inches of mercury. oes condensed water 1s filtered before The filter con- soing to the feed pump. THE IRON AGE. sists of a rectangular grate surrounded by a water box on all sides. in alternate inclined rows, running from side to side of the boiler, are water tubes, the sides of the boiler forming the tube sheets. Over the grate The outer shell, opposite the ends 549 pose of deflecting the entering water and preventing it from entering the steam pipe, which is further protected by a dry pipe at the top of the drum. The end of the drum opposite the furnace door is con- nected with the bottom of the water box by two large down-draft pipes. This ar- rangement secures good circulation; for the solid water in the drum draft pipes, being heavier than the mixed water and steam in the boiler, causes the water to | flow down these pipes into the water box | and thence through the inclined and hori- |zontal tubes into the drum. This boiler | has a large grate in proportion to the floor |Space occupied, and steams freely with natural draft. Under strong forced draft | the boiler furnishes dry steam and is rea- |sonably economical of coal. They have been used in the navy for about three |years and have given thorough satisfac- |tion. Another great advantage as a boat ‘boiler is their low center of gravity. They Fig. 9.—Cross Section through Machinery Space. U. 8. sists of a rectangular box, partially filled with sponges, and provided with suitably arranged diaphragms to prevent the oil and dirt from going to the feed pump. Independent feed pumps are used. Ver- tical duplex pumps take up but little room and give the best satisfaction. Bollers. The boiler used in these boats is known as the Towne patent boiler, which we have described in former issues. It con- Fig. 10.—Cross Section through Boiler Space. NAVAL STEAM CUTTERS. of the tubes, is fitted with screw plugs filling the holes through which the tubes are put in and expanded into place. Lay- ing across the top of the boiler, in the crotch formed by the inclined tubes, is placed the steam drum, extending beyond the end of the boiler. It is connected to the top of the water box by 18 horizontal tubes } inch inside diameter. The inside of the drum is fitted with a deflecting plate over the mouths of the entering tubes, and with curved diaphragms for the pur- are designed for a working pressure of 160 pounds per square inca. Dimensions of 28 and 30 Foot United States Naval Steam Cutters. Hulls: Length, extreme.. . 28 ft. 30 ft. Breadth.. .... 7 ft. 8in 7 ft. 9in. Depth..... eae 4 ft. 4 ft. Déin. Draft forward. 2ft.6in. | 2ft 5in. Draft aft........ 4 3ft.4in. 2ft. Win. Displacement. ... eer ees be gawetanin ad Engines: Diam. of H.P. cylinders. 3% in. 346 in. Diam. of L.P. cylinders. 7 in. 7 in. Stroke of piston... .... 5 in. 6 in. Area of H.P.steam port. 1.25sq in. 1.25 sq. in. Area of H.P. exhaust DNGss $keacdeacccecenne 2.25 sq. in. 2.25 sq. in. Top. Bot. —— Bot. inch. inch. inch. inch, Steam lap H.P. valve..... 7/;, 36 | "/ie Xs Exhaust lap H.P. valve 0 0 Area of L.P. steam port.| 2.81 sq. in. |2.81 sq. in Area of L.P.exhaust port) 5.06 sq. in. |5.06 sq. in inch. inch.|inch. inch Steam ay L. P. valve....| 7/1 3g V/is % Exhaust lap L.P. valve..| °/s¢ M4 | 5/ss rt Steam lead H.P. valve...| 3/52 5/33 3/sg°/s Steam lead L.P. valve...| 3/3 s3| */s2 9/s¢ Travel of each main We iikcecacciveseséccsl Se 15g in Total clearances in both ends of each cylinder. 44 in. 14 in Diameter of piston rods.| in. 34 in Diameter of valve stems) 46 in. tein Length of connecting ii cikentusinen. 10s esten | at in. | Lin. Diameter of wrist pins. .| %in. | %in. Length of wrist pins Dein. | ein 550 Diameter of crank-shaft and crank-pin journals 134 in. 1% in Length of crank pins... 2in. rs ‘244 - Length of forward and after crank-shaft jour- nals. eke Re 2in. 2in. Length of middle crank- shaft journal ... ci 3 in. 3 in. Diameter of line shaft.. 144 in. 144 in. Diame’er of thrust rings) 25/,,in. | 225/,6 in. Total area of thrust sur- TOGO cs k eece- se csnc] BERBER. | O-Teq.n. Compo- Diameter of propeller — sition. shaft , includ’g casing 1% 154 Diameter of screw ..... 26 in. 27 in. Pitch of screw..... .... 36 in. 48 in. Helicoidal area.......... 338 sq.in. 319 sq.in. Projected area.......... 258 sq.in. 223 sq.in. Air Pump: Diameter of plunger.... 2in. 2in. Stroke of plunger. 144 in. 149 in. Boiler: Grate surface............| 544sq. ft. | 5igsq.ft. Heating surface.........| S80sq. ft. 99 sq.ft. Ratio of grate to heat-! Re OD inks = os8005 De aes cea min we easesees Length of boiler overall 3 ft. 634 in. 3 ft. 749 in. Width of boiler... . ..../2 ft. 744 in. 2 ft.10% in. Hight of boiler from) bottom of ash pan to top of casing... Weights of Mach'y: 3 ft. 244 in., 3 ft. 10 in. Engine, pumps, shaft- ing and propelier...... 732 850 Boiler with water and all attachments in steaming condition... 1747 i) Bunkers, tanks, floor plates, tools. &c...... 5ll 570 SDSS See. SEES Awa ab ioeie> 500 600 Water b site Relein ceig? Hietini ted 640 Total fully equipped for oS ee aren 4154 4955 ee The Alloys of Iron and Titanium. BY J. B. NAU, NEW YORK. Titanium is found, and even often in large quantities, in many iron ores. Thus a magnetic ore from Ulfé in the Archi- pelago of Augermanland, contains, accord- ing to analysis by Dr. A. Tamm, 9.51 per cent. of T10.. Fernquist found in a magnetite from Taberg, near Jénképing, 6.30 per cent., and in another ore from Longhult Mine in Smaland, 8.5 per cent. TiO,. Finally in similar ore from Tug- lamola in the same province, 5 per cent. of TiO, were discovered. Titanium is difti- cult to reduce and by far the largest part of it in the ore goes to the cinder in the blast furnace, giving to the slag a dark and sometimes a perfectly black color, while it is generally very difficult to find only as much as traces of it in the pig iron produced. J. E. Eklund, in an analysis made at the School of Mines at Stockholm, found scarcely traces of titanium in pig iron obtained with titaniferous ores from Taberg, while the accompanying slag con- tained on the contrary 8.55 per cent. of TiO, ; in another blast furnace cinder ob- tained with the same ore, 10 per cent. of TiO. were discovered. A test made by Professor Eggertz, with titaniferous ores, in order to obtain titanic iron, was a failure ; another test, made in Percy’s laboratory, with a view to obtain titaniterous irons, consisting in smelting together in a graphite crucible oxide of iron and finely pulverized titanic acid, was unsuccessfully made. The globule of iron obtained contained no titanium. On the other hand, Sefstrim after having heated in a graphite crucible at a high temperature, first a mixture of oxide of iron and TiO, and then a similar mixture with an addition of a certain proportion of bisilicate of lime, obtained a pig iron with ahigh percentage of titanium. In the first case he obtained a very hard, though forgeable, iron with 4.78 per cent. of titanium, whereas, in the Jast_ case a velvet dark soft iron with 2.2 per cent. of titanium was ob- tained. In a third test, similar to the second one, an unforgeable white and hard pig iron with 0.5 per cent. of tita- nium was obtained. Some of Mr. Riley’s analyses also show that the same element is sometimes found in pig iron that has THE IRON AGE. been made by the ordinary methods. He found that with a blast furnace mixture into which a certain proportion of Irish titaniferous bog ore entered, pig iron was produced with from 0.5 to 1.6 per cent. of metallic titanium. Furthermore, Raum- elsberg discovered in a spiegeleisen from Lobhiitte in Miisen a small amount of titanium, and finally Karsten states that in many varieties of pig iron traces of titanium can be found. Besides, without mentioning the pres- ence of this metal in blast furnace slags, titanium is found in the shape of copper- colored compounds, either attached to the side walls of the blast furnace or incor- porated in the pig iron salamanders or even imprisoned in the slag itself. For- merly this compound was taken to be metallic titanium, but later Wébler estab- lished that it was a cyano-nitrate of titanium, represented by the formula TiC,N; + 3Fes;N.. This compound, ac- cording to Fincken, is volatile at a high temperature, and its appearance in the blast furnace is said by Wohler to be simultaneous with the formation of cyanide of potassium. In the dry tests of titaniferous iron cres a copper red skin is very often observed be- tween slag apd iron, and sometimes even surrounding both. This appearance is certainly due to the presence of the above mentioned compound, Furthermore, Kars- ten observed in some kinds of pig iron small red grains, whose presence, how- ever, was exclusively noticed in titanifer- ous irons. Based on this observation, Karsten doubts whether iron and titanium enter into a really chemical combination. As already stated, titaniferous ores are very difficult to reduce, so that with a dry test the amount of fuel required will be much larger than in the case of or- dinary ores, and this circumstance can perhaps be explained, in supposing TiO, renders the reduction of such ores more difficult, inasmuch as this element strives to retain in combination part of the oxide of iron. After smelting several times in succession in a graphite crucible the black scores obtained in the dry treatment of titaniferous iron ores, J. Akerman re- duced each time a pig-iron globule, while the resulting slag remained equally dark. It is remarkable that titaniferous ores can be smelted with the same result in a graphite crucible either in the presence of a flux of lime or in presence of quartz. Titanates are difficult to smelt, hence metallic titanium renders the smelting of the iron difficult. It is believed, however, that the presence of titaniferous ores is favorable to the formation of spiegeleisen. This cannot be considered as absolutely true, but it is a fact that spiegeleisen is obtained very easily from Taberg ores, not- withstanding their small percentage of manganese (0.4 per cent. of MnO); these ores, besides containing 18.3 per cent. of MgO and only 31.5 per cent. of iron, differ from Swedish ores only through the presence of a small amount uf vanadium and a large amount of titanium. Of course, sometimes a larger amount of man- ganese than the one above referred to is found in Taberg ores; but that the fitness of these ores to the production of spiegel- eisen depends upon other causes than the presence of manganese may be said to be established by the fact that two pieces of spiegeleisen from two different works in the Taberg district, analyzed at the School of Mines in Stockholm, contained only re- spectively 0.15 and 0.2 per cent. of man- ganese. Hence it seems probable that the presence of vanadium or titanium is the cause why spiegeleisen can be produced so easily from these ores. Ores from Ult6, on account of their dif- ficult reduction, have been used to a small extent only, and as far as I know, no spiegeleisen has been made with them; however, tests made by Clason showea March 24, 1899 that white iron can be obtaine them. In this experiment it was that whenever 19.4 per cent. of the basi mixture, which previously gave forth = iron (in the blast furnace at Bolsta) a replaced by Ulfé ores, the pig iron = tained became white with only a few gra : specks strewn in the mass. Therefore 4 may be supposed that titanium favors the tendency of the iron to combine wit) car- bon. If this is really the cause of the above named occurrence, the action of the titanium must be a very strong one, be- cause in the different varieties of pig iron produced by this method, not a trace of that substance could be discovered. What. ever may be its action, it has been observed that in the variety of spiegeleisen from Taberg, not more carbon was found than in the ordinary white charcoal iron, and that this iron was not brittle like ordinary spiegeleisen, but that, on the contrary, jt was broken only with great difficulty, Considering the difficulties of the re- duction of titanium and its tendency to unite with oxygen, it is probable that the titanium, which is sometimes found in pig iron, disappears completely during the re- fining of the iron, According to my knowledge, no titanium was ever found in soft iron (wrought iron). By the fusion of 99 per cent. of steel and 1 per cent. of metallic titanium, Kars. ten obtained an exceedingly good steel, of which the tenure in titanium, however, varied greatly, and he discovered in this circumstance another proof that iron and titanium in the metallic state do not enter into any chemical combination, but that they are only mechanically mixed. The steel made in this test, after having been polished and subjected to the action of acid, presented a beautiful damasked ap- pearance. Both Faraday and Stodart tried to ob- tain titaniferous steel by smelting together in one case steel shavings and a mixture of charcoal and titanic acid; in another case steel shavings with a mixture of char- coal and titaniferous iron sand. In both cases a good steel was obtained, which could be made to take a damasked appear- ance, but not a trace of titanium could be discovered in it, although a very high tew- perature had been used in its production. These experiments seem to prove that it will be possible only in exceptional cases to reduce metallic titanium from a mixture of titanic acid, oxide of iron and charcoal. It is true that tests have been made to pro- duce titanium steel, by the smelting of compounds of titanic acid with charcoal and iron, but Percy states that many well-known chemists failed to find any titanium in this metal, and without trying to decide the question, I canadd that I, myself, never discovered any titanium in such steel. The same thing may be said of Mr. Riley, who took so much trouble in the determination of titanium, and who really discovered such high amounts of this substance in certain varieties of steel. Ths great importance that was attributed tothe question of titanium can be best seen in the fact that the superiority of Danemora iron and other brands of iron was solely attributed to the presence of titanium in the ores used in their produc- tion, whereas as far as I know it is a fact that neither Danemora ores nor any other Swedish ores from which these celebrated iron and steel are manufactured contain titanium. From the above-stated facts the con- clusion may be drawn that if titanium has any noticeable advantage in the production of steel, its influence on the qualities of iron must be so powerful that even small d with proven amounts hardly detected by analysis make themgelves felt; this is in some manner strengthened by the adaptability of Taberg ores to the production of spiegeleisen, or the influence of titanium is indirect, con- sisting in the elimination of some obnox- March 24 1892 jous elements from tie steel. This may be the case, at least as far as sulphur is con- cerned; it bas indeed been noticed that in such blast furnaces where Ulfé ores are treated the addition of only 10 per cent. of titaniferous ores to the mixture reduces considerably the danger of red shortness. The same blast furnaces claim also that titanium purifies from phosphorus, but to my knowledge there exists no fact which can prove this. On the other hand, the partial imination of phosphorus is contradicted eli ! by the fact that Dr. A. Tamm discovered in pig iron obtained ina dry test at the School of Mines in Stockholm the whole amount of phosphorus that had existed in the ore. But this amount was so small (the ores contained only 0.07 per cent. of phos- phoric acid) that no conclusion can be drawn from these experiments. As can be seen in the foregoing, tests have been often and repeatedly made to reduce titaniferous ores and to incorporate titanium in iron or steel, though with varying success. This metal, as well as its acid, are sometimes difficult to detect in an iron ore, and an inexperienced chemist may overlook it in an ore where it exists in noticeable quantities. Ina very able pamphlet on titanium and its acid in iron ores by A. J. Rossi, published some time since, it has been clearly shown that this element is met with in many ores in the United States. Some of them contain it in large amounts, and according to the be- fore mentioned paper, many of them, where titanic acid reaches several per cent., have been treated very successfully in blast furnaces, yielding an excellent quality of pig iron. According to the same paper, ores with several hundredths of 1 per cent. of titanium are daily treated in many Eastern furnaces with best results. The writer himself had occasion to treat for some time in a blast furnace a mixture of which 25 per cent. were furnished by puddle cinder with nearly 10 per cent. of titanic acid. In other words, the average amount of titanium in the whole mixture was about 2.5 to 3 percent. The iron ob- tained was of superior quality for foundry purposes. The presence of too large an amount of phosphorus in the puddle cin- der prevented our using it for Bessemer purposes. Not the least difficulty re- sulting from the presence of this high amount of titanic acid in the mixture was experienced in the blast furnace. Whatever may be the possibility of re- ducing titaniferous ores cheaply in a blast furnace, and of incorporating a high | amount of it in pig iron, there is no doubt that its presence in the iron is very bene- ficial. THE IRON AGE. 551 wise, just received contract from the Penn- sylvania Steel Company of Steelton, Pa., and the Maryland Steel Company at Spar- row’s Point, Md., for 2750 horse-power, after using 18,000 horse-power during the past 16 years; from Oliver Brothers & Co. of Pittsburgh, for 3750 horse-power, after using 3000 horse. power for 16 years; from the Johnson Company of Johnstown, Pa, for 1250 horse-power, after using 3100 horse-power during the past five years. A new branch office has been established by James Berryman at No. 12 Schmidt Building, 95 Fifth avenue, Pittsburgh, Pa. ennersieigiianinsiene Transmission of Motion. From the Stevens Indicator we take the following extract from a lecture by Prof. Coleman Sellers in the Department of En- gineering Practice. The lecturer stated that his first experience in the machine shop was in connection with a rolling mill, after which he was superintendent of one of the large locomotive shops of the West. He then continues: Shaft Couplings. After about five years’ experience in this latter employment, I came East and took service with the then firm of William Sel- lers & Co., in Philadelphia, as their chief engineer. Now, it is to this particular firm that we are indebted for most of the improvements that have been introduced in the transmission of motion by means of line shafting and mill gearing in a very superior manner. They have been leaders to the highest condi- tion of the art at the present time. They were the first to manufacture what is known as ball and socket or self-adjust ing hangers, which enabled line shafting to be erected cheaply, and permitted the use of very long bearings for the shafts, much longer than was possible in ordinary rigid hangers. The most serious trouble connected with the manufacture of line shafting lay in the difficulty of fitting couplings to the shafts, which couplings were to join the inde- pendent lengths into one long line. The coupling used at that time, and the only coupling used to any advantage, was that known as the plate coupling, which consisted of two flanged hubs, one- half of each coupling being permanently attached to the end of each shaft and the halves afterward united by bolts that had been carefully reamed to place so as to per. mit no possible motion at the point of This metal, on account of its great | juncture. An absolutely perfect coupling, aflinity for oxygen, possesses undoubtedly | for shafting calls for something that must great purifying qualities. aluminum and some other substances, the | joint as the body of the shaft. Like silicon, | be as strong if not stronger at the coupled This is addition of such an element to a bath of | quite possible with the old plate coupling, molten steel or iron will decompose at | provided the work is properly done and once the oxide of iron formed and contained in the bath, and will consequently con- stitute a powerful preventive against red shortness and blowholes. This action will probably explain the beneficial effect that tnis metal has upon iron, as iron ob- tained from titaniferous ores is mostly of superior quality, evea if no titanium is found in its composition. ec Since steam users in the ‘‘ natural gas” | section have found it necessary to return from natural gas to the old method of using coal for fuel, it has caused a demand for all kinds of fuel-saving devices, prin- cipal among which are feed-water heaters and purifiers. Carnegie Brothers & Co., Limited, at Bessemer, Pa., have just con- tracted with James Berryman of 125 North Fourth street, Philadelphia, for 4000 horse-power of Standard Berryman feed-water heaters and purifiers, atter using 20,000 horse-power at their various works during the past 14 years. He has, like- |the couplings themselves are rightfully proportioned, but calls for very superior workmanship and great care in fitting. It necessitates, also, the use of open-sided or hook hangers, which will permit the separate lengths of shafting to be lifted into their bearings without the removal of the coupling. Double Cone Vise Coupling. Many engineers had worked on the problem of obtaining or inventing some | coupling which should have all the quali- ties of the plate coupling, but yet would have the advantage of being easily removed and replaced. It so happened that it fell to me to be the one who originated the coupling that seemed to answer all the re- quirements, and the invention known as the double cone vise coupling, now so largely and generally used, and the basis of many attempts to imitate it, has been accepted as the standard of excellence as to qualities required in a coupling for line shafts. The double cone vise coupling did away with the accurate hand work required with the old form of plate coupling, and per- mitted machine work to take its place. It claimed to be equally as rigid as the plate coupling, and yet be readily removed. It did not deteriorate under repeated re- movals, and, in fact, seemed to answer all the requirements called for. The important service, however, done to the art of making shafting by the inven- tion of this coupling was not confined to it alone. It enabled much improvement to be made in the form of hangers. It permitted the use of double-braced hang- ers—that is, bangers of the Y form, which would carry the bearings with equal steadiness, and required much less metal in their construction, and yet permitted the ready removal of the shafts for repair or alterations of the pulleys on the line. The invention of these improved hangers, coming as they did with the coupling, per- mitted the manufacture of shafting to be taken up as a separate and distinct line of mechanical industry, and now there are many establishments in different parts of the country confining their work almost exclusively to supplying the wants of the community in reference to all that goes to make up the equipment of factories in shafting, couplings, hangers, pulleys and gearing. Cincinnati as a Wood-Working Machinery Center. In a recent interview with Thomas P. Egan, president of the Egan Company of Cincinnati, Ohio, one of the most ex- tensive manufacturers of wood-working machinery in the world, there is stated the following: Cincinnati may well feel proud of her commanding position as a machinery manufacturer. In 1864, when I first went into this branch of machinery, the business was very small and very contracted. Not 200 men were engaged in it, and the machines were wood trames, and the most of them made to order as the operator wanted them. Now there are fully 5000 men in this and kindred lines, and the machines are all of iron and steel. The designs and improvements are superior to the world, and are sought after so that no foreign country or government but what stipulates in their requisition: ‘‘ Machinery from Cincinaati or equal to it.” It has been remarked that on account of the great reputation of two concerns in this city, they brought buyers from all parts of world and allowed several of the smaller concerns to grow up and improve. We have the best facilities in Cincinnati for manufacturing. Coal and iron are cheaper than in any other city, material of all kinds easily obtained, and our work- men are all mostly the best class of Ger- mans, and our great position gives us the benefit of lower freights to all points. I am personally acquainted with several manufacturers who were recently induced to change their location, and one and all of them admit that they made a mistake and wished themselves back in Cincinnati. In the recent flurry in Chili, the Govern- ment of the United States wanted a full outfit of machinery for the navy yard at Norfolk, Va., and wanted it at once. By special contract, Cincinnati again carried the day and filled the order for 32 ma- chines made by the Egan Company. At Paris, Vienna and London the Cincinnati concerns carried off the honors. Our com- pany have made application for 20,000 square feet of floor surface in Machinery Hall in order to display some 40 different machines of our own construction and origin, all in actual operation. Cincinnati as a machinery market, is now the largest in the world, and is becoming more and more expanded every day. 552 The Jarecki Pipe Machine. We present front and rear views of the pipe machine built by the Jarecki Mfg. Company of Erie, Pa. The machine is driven by an engine secured to the frame, as shown in the rear view, the cylinder be- ing 6x 8inches. The governor pulley is provided with steps for changing the speed of the engine. The fly wheel has a 34-inch face for belting toa line shaft if desired for operating other machinery. The engine is so arranged that by the movement of a lever it can be disconnected from the pipe machine part. In order to reverse the engine for cutting left-hand threads, a set screw is loosened in the ec- centric cam, which is then moved in the | gripping chuck is self-centering. THE IRON AGE. March 24, 1899 necessity of carefully resetting for every , boats, recommending that, in order to thread that is to be cut. With the verticai | protect them from pitting, pieces of zing lever the speed can be changed instantly | be placed on the inside of the vessel at while running or the machine can be|intervals of from 5 to 6 feet apart from stopped. The pump insures a steady sup- | stem to stern and as low down as possible ply of oil to lubricate the dies and knife, | so that they may be immersed in any bilge Oa the back end of the spindle is an ad- | water present, and so fastened as to be jy justable self-centering chuck to center the | metallic contact with the frames of the pipe; also the same on the die head to | vessel. steady the pipe when being cut off. The! Usually zine for boilers is employed jn the form of plates which are suspended jy | the boiler, and this is the form in which it is used in the separator of the Cushing’ | bqiler, but it is introduced into the y ing | cylinders, which are 14 inches interna di. ameter by 8 feet in length, in the form of | cylindrical rods 177 inches in diameter by 5 feet in length. These rods are squared — Zine Rods in Boilers. In arecent issue of the Journal of the | American Chemical Society we find a de- scription, by Charles E. Maurve, of some THE opposite direction to which the engine is to run. The dies used in the machine are quick opening and adjustable. After the pipe has been threaded there is no backing off | the dies as in the ordinary manner; all that is necessary is to open the dies and run the die head back. to admit of the pipe passing through them to the cutting-off knife. When the dies require sharpening they can be quickly removed and ground on any ordinary grind- stone. The die head is also provided with an adjustable stop pin, which is very con- venient when a large number of threads of the same size are to be cut. Ordinarily every time a thread is cut the dies must be carefully reset, but with this adjustable stop the dies are first set to the size to be threaded, then the stop is moved ‘ | and secured, which will only allow the| required | cam to move to thread to the point the proper size without the If the pipe is to | be cut off the dies will expand far enough | JARECKI PIPE MACHINE.—FRONT VIEW. zinc rods which, after exposure to the ac- | off for about 1 inch in length at each end, tion of hot water in the wing cylinders of ,so as to fit in notches in a steel frame, ‘the Thornycroft boilers on the United | from which they are suspended by their | States torpedo boat Cushing, had become ends in the center of the wing cylinder. | perforated throughout their entire length | These rods have evidently been cast ver- with a central canal. As, owing to the | tically, and when an unused one is fract- disastrous effect of scale in multitubular, ured the exposed surface of the interior boilers, soft water only can be used in| shows a mass of feather-like fretted crys- them, it is cssential to condense the ex-| tals radiating in pyramidal groups from hausted steam; but as the condenser is| the center, but forming a compact mass, made of tinned brass tubes with a copper | except for an occasional, but non-continu- shell, the electro-chemical action between | ous, small cavity at the center. The ex- the metals tends to pit and corrode the! terior of the rod is of a dull blue color, steel boiler. To prevent this, and also| and appears to have been chilled in cast- the pitting, zinc, which is electro-positive |ing. The rods had been exposed in the to the steel, is put in the boiler in such a! boiler for about two months, but the steam way as to be in close metallic contact with | was on during this time for but 608 it. This practice has been long in vogue | hours, the pressure varying from 50 to 250 for the protection of boilers, but more | pounds. When taken from the boiler recently it has come into use for the| these rods were found to have increased ‘preservation of the vessels themselves, | considerably in diameter; to have become Mr. Thornycroft in his ‘Instructions of | oval in form; to be perforated throughout March 15, 1889” for the care and preser-|their entire length, with a hole at the vation of the steel hulls of his torpedo! center of somewhat irregular shape, and March 24, 1892 varying in dia ( be tt or less corroded at intervals on the surface; to be bent down between the joints of suspension, and to be so rotten as to easily break under their own weight. | no opportunity of learning what becomes | fitting shop. The increase in diameter varied from }} 25 inch. De iiuiinn of the circumstances I am of the opinion that the formation of the tubular canals in the rods Is due to the fact that, as cast, the radiating crystalline mass is held in place by the outer envelope of metal which is produced by the contact of the exterior portion of the molten mass with the cooler walls of the mold, and that when, through the erosion or ¢>rrosion of this envelope by the rapidly circulating meter from ,), to } inch; to THE IRON AGE. days’ steaming that sometimes only small fragments and sometimes no portion what- ever of the zinc is found remaining in the boiler at the end of this time. I have had 15 1 this mass, as the Cushing was put out of commission when my attention was called to the matter. | : a The Niles Tool Works. From a very bandsomely illustrated cat- alogue descriptive of the many machines made by the Niles Tool Works of Hamil- ton, Ohio, we take the following brief ac- 558 road track, which permits the loading fof heavy machines on cars direct by means; of the traveling cranes. : The third section, 40 feet wide, is the In it are the vises, scraping benches, surface plates, and all tools and appliances peculiar to this department. This room is also supplied with overhead | traveling cranes of 3 to 10 tons capacity- | Part of this shop is occupied by the tool |room, which is thoroughly equipped with ‘the most modern machinery for making and repairing tools. It is furnished with standard gauges and templets and a very full assortment of tools. | The next section is 36 feet wide and }also 32 feet high under the trusses. It THE JARECKI PIPE MACHINE.—REAR VIEW, heated water, the tension is removed, the] count of the general arrangement of the | has also an overhead power traveling crane crystals are free to move over one another; and that when cooled from the high tem- perature to which they have attained the bundles of crystals contract along the transverse axis of the rod, away from the center, and since there is no longer a con- tracting, continuous exterior envelope to bring them back to their original positions the canals result. The oval form which the rods assume is due to the action of the force of gravitation at the time when the force of attraction of cohesion among the particles of the mass is least. And the action is aided by the fact that the higher limit of temperature which obtains in the boiler is approximately that at which cast zine becomes quite easily disintegrated. Iam informed by Lieutenant Cameron McR. Winslow, U.S. N., commanding the Cushing, that 250 pounds of zinc are used for a single charge in one boiler, and that when the boilers are first run this charge is so completely destroyed in seven ec several departments: Machine Shop. The main machine room is 400 feet long | by 216 wide, in five divisions. On one) side is the lathe room, which is 50 feet | wide, and fitted up with overhead travel- ing cranes. Here all lathe work is per- formed. This wing of the main building is two stories in hight, and the upper story is occupied by the light lathes, gear | cutters, milling machines and screw ma chines. which do not require to be on foundations. The next section is the main erecting shop. It is 50 feet wide and 32 feet high under the trusses. It is fitted with pits and foundations suitable for the erection of heavy machinery. Two overhead power traveling cranes, each of 25 tons capacity, span this section, thus equipping it for the handling of the heaviest work. It is also traversed its entire length by a rail- of 20 tons capacity, which is required to serve the large tools with which this room is furnished. Here are located the heavy planers, boring mills and horizontal boring and milling machines, radial drills, &c., which are arranged to machine heavy cast- ings to the best advantage. The last section is the planer room | proper, 40 feet wide, which is filled with planers, shapers and slotters, all conven- iently arranged, and is well supplied with small overhead traveling cranes. All these sections are crossed by railroad tracks leading from the foundry and other shops. In addition to this well-arranged system of shops there are also two others; one 340 feet long by 45 feet wide, the other 200 feet long by 48 feet wide, both thor- oughly equipped with tools and _ tool rooms adapted to the fitting and erection of the smaller machinery. Both are sup- plied with overhead traveling cranes of 554 from 3 to 6 tons capacity, and are con- nected with the main system by railroad tracks. The front building is 375 feet long by 44 feet wide and two stories high. The first floor is devoted to the offices and store rooms. The second story contains a large and elegantly fitted drawing room, 56 x 44 feet, lighted from the roof, with vault and store room for drawings, blue printing and dark rooms, all coonected, private offices, and a room 26 feet long by 44 feet ia width, which is occupied by the pattern shop. A large fire-proof building on the oppo- site side of the street, entirely isolated, is used for the storage of patterns. This building is 160 feet long and 72 feet wide, divided into three compartments by fire walls. It is arranged with two galleries and is lighted wholly from the roof. This is one of the most complete and safe pat- tern storage rooms in the world. Foundry. The foundry consists of four sections. Three of these are arranged side by side, with the fourth at right angles to and ad- joining. The first section is 300 feet long, and is supplied with two overhead power traveling cranes, each of 20 tons capacity. The adjoining section is 140 feet long and it has also two overhead power traveling cranes of 15 tons capacity each. The third section is 140 feet long and is sup plied with jib cranes. This room is used for molding small work mainly. The fourth section, at right angles to the others, is 170 feet long by 60 feet wide and is furnished with four jib cranes of 20 tons capacity, all driven by power. These wings are used for molding floors exsclu- sively. Other rooms adjoining and con- nected are used for core making, cleaning castings and the cupolas, all convected by railways and furnished with cranes for convenience in handling heavy work. The blacksmith shop is 120 feet long by 55 feet wide, and is provided with cranes, power hammers, case-hardening furnace, bolt-heading machines, and every appli- ance to make the equipment complete. The buildings are thoroughly well lighted, enabling men to work to the best advantage. At night the shops are lighted by an electric light plant with 160 arc lights, and gas. They are heated by steam and hot-blast air apparatus. Alto- gether, the works occupy about 15 acres, over 8 of which are under roof. em The Wilmot & Hobbs Mfg. Company of Bridgeport, Conn., have just purchased the property of the Bridgeport Rolling Mill Company. The original cost of these works was in the neighborhood of $100,- 000, and they have been in operation for a vear past, under lease, by the Stanley Works, Alfred N. Stanton having the direct management. The plant is located on the harbor at Cedar Creek, and on a branch of the New York, New Haven and Hudson River Railroad, and within about one block from their already extensive cold- rolled steel works, thus giving the best of water and rail transportation facilities, They have for a long time peen contem- plating the erection of a hot-rolling mill, as all of the cold-rolled sheet and strip steel which they produce has first to be hot rolled from their special billets into long strips before the cold rolling takes place. In having the hot-rolling mill also under their immediate control or super vision,they get many advantages, and are now able to materially reduce the enormous stock of steel which they have heretofore been compelled to carry in the form ofa multitude of widths and thicknesses of the hot-rolled strips. They have now an annual capacity of 15,000 or 20,000 tons of steel of all kinds. They are con- THE IRON AGE. fident that they will shortly be com- pelled to operate both mills day and night to fill their orders for hot and cold rolled steel, and thus at the same time reduce the proportionate running expenses to a minimum. This new acquisition, which is already in operation, will probably be known to the trade as the W. & H. Hot- Rolling Mill, and will likely be carried or as a department. — — The Race Across the Atlantie. Prof. Henry Dyer contributes to the Scottish Review a very interesting article in which he traces the development of steam- ships and their machinery. The great im- provements which have taken place may be roughly indicated by the amount of coal consumed per indicated horse-power per hour. Until about 1830 the boiler pressure seldom exceeded 3 pounds on the square inch above that of the atmosphere. From that date a gradual increase took place, and in 1845 the average was about 10 pounds per square inch. By 1850 it had reached 15 pounds. In 1856 Randolph, Elder & Co. employed pressures of 30 pounds in their compound engines, but it was not till almost ten years later that such pressures became general in the merchant service. On the compound engine becom- ing common, pressures suddenly rose to 60 pounds, and in some cases to 80 pounds and 100 pounds per square inch, and now for triple-expansion engines the average is over 150 pounds, while for quadru,sle-expan- sion engines it is 200 pounds per square inch. With regard to coal consumption, the earliest marine engines must have used very nearly 10 pounds per indicated horse- power per hour. In the well-known side lever engines it was about 7 pounds, while for engines in use before the general intro- duction of the compound type 4 pounds to 44 pounds was the average. Randolph, Elder & Co., with their compound engines, had an average of from 2} to 3 pounds. In 1872, when the compound engine had been in use for some years, the average was found to be 2.11 pounds, being a saving of nearly 50 per cent. over the ordinary en- gines, while in 1881 there was a reduction to 1.828 pounds, or a further saving of 13 37 per cent. With triple and quad- ruple expansion engines there has been a still further reduction of about 25 per cent., the consumption in some of those engines being as low as 1} or 1} pounds per indi- cated horse. power per hour. Professor Dyer traces the development of the size of steamships from the Great Western up to the present date. He gives figures to show the best runs during that period, and these are brought down to the recent ones of the Teutonic and Majestic. The latest development of the Atlantic race shows a close approximation between the best steamers of the White Star, the Inman, and the Cunard lines, there being only a difference of a few hours in favor of the order in which their names are given, the fastest passages of each varying from 5 days 16 hours 31 minutes to 6 days 2 bours 31 minutes. The Cunard Line is thus temporarily a little behind in the race, but a company which has shown such spirit in the past is not likely to give up the contest. Two new steamers, each 600 feet in length, have been ordered, and it is stated that their guaranteed speed is to be 22 knots on the measured mile and 21 knots at sea. This latter speed will enable the passage across the Atlantic to be ac- complished in about 5 days 10 hours. —ae— ——~— Franklin Van Winkle, consulting engi- neer and mill architect, who has recently removed to 126 Liberty street, issues a very neatly printed pocket table of dis- counts, oa March 24, 1899 i The Baldwin Business does not stand still in th establishment of Burnham, Williams & Co., Philadelphia. The works are reported as unusually active, over 400 hands bein at present on the pay roll, and al! depart. ments in full operation, completing some considerable coutracts for loc motives Further important work is in prospect in the near future, and the outlook jis de. cidedly satisfactory. The one hundred and sixty fourth com. pound locomotive built on their Works since 1890 is now in hand, and the total will have risen to 178 by the end of the month, 14 having yet to be constructed to fultill existing contracts, An order for 40 locomotives for the Baltimore and Ohio Railroad Company was received the latter end of February and of these 12 have already been de. livered, while the remainder are being rapidly pushed forward, and it is expected that the whole contract will be completed by the end of this month. These are heavy 20-inch cylinder, simple engines weighing 122,380 pounds when ready for service with water in the boiler. Boilers tested to 220 pounds pressure. Two additional engines for the Jaffg and Jerusalem Railruad were completed last week and have been shipped from New York to their destination. They are eight wheel, narrow-gauge locomotives of the ‘‘ Mogul” type, similar to the three furnished to that railroad two years ago. Twenty compound locomotives on the four cylinder or Vanclain system are being constructed for the Chicago Elevated Rail- road, and the first installment of the order will be forwarded to the West this week: the whole number being made up by April 1. These engines are probab y the most effective types of their class for power and speed, combined with light- ness and durability. They weigh %6,000 pounds. A double-ender logging engine, built to order, for the Alexander Boom and Lum. ber Company, was dispatched to West Virginia last week, and at the same time a very perfect little locomotive weighing but 6000 pounds was shipped for Cuba, for service on a sugar plantation. For t