The Iron Age 1899-02-02: Vol 63 Iss 5

THE ‘RON AGE "t “Pay . A Review of the Hardware, sg, 0 ‘a ‘-~1 Trades. Oo Published every Thursday Morning by David Williams Co. 5 lay " William S8t., New York. ie SEs MEE is WE? Pee ee f aaa Vol. LXTII: No. 5. New York, T. aa ies I bala uary 2, 1899. $4.00 a Yea, ee ee Reading Matter Contents.........page 52 Classified List of Advertisers.... “ 149 The Crowning Feature of a Most Successful Season for Alphabetical index te Advertisers “ 154 Advertising and Subscription Rates *‘ 69 TUDOR IRON WORKS. ST. LOvuUIS, Mo. MANUFACTURERS HARROW TEETH. Bristol’s Patent Steel Belt Lacing. SAVES Time, Belts, | Money. Greatest Strength READY TO APPLY §FINISHED VOT «with Least Me Send tor Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn. BRAIDED CORD. Send for Samples. SAMSON CORDAGE WORKS, - Boston, Mass. —— 7 LES, CH OFFICE: 11 ae New York. Cleveland’ City Forge and Iron Co., - Cleveland, O. DROP HAMMERS. NUFACTURED BY MERRILL | BROS., Brooklyn, N.Y. Soft Coal. PILLING & CRANE, Comic stock, Fitteburgs. eu The genuine is stenciled * Apollo-Vandergrift ” APOLLO BEST BLOOM GALVANIZED IRON Apy man does more and’ better work with Apollo than with common galvsnized irons Shows in the wages account and the business. Apollo Iron and Stee! Company Remington Guns Was the reception of the Gold Medal at the Trans- Mississippi Exposition. Write for complete illustrated catalogue of the guns, which have nearly a century’s experience be- hind them. REMINGTON ARMS CO., 3183 Broadway, N. Y. Factory, Ilion, N. Y. GAHALL BOILERS See Page 86, CAPEWELL HORSE NAILS. NEW YORK, ? PHILADELPHIA, CHICAGO, ST. LOUIS, BOSTON, DETROIT, CINCINNATI, SAN FRANCISCO, PORTLAND, ORE., BUFFALO, BALTIMORE, NEW ORLEANS. THE CAPEWELL HORSE NAIL COPIPANY, HARTFORD, CONN. BRANCHES: Excelsior Straight-Way Back Pressure Valve. This valve has no dash prings, guides or complicated levers to eae fae It is simple, reliable well made. Never sticks, can be relied upon at all times when using exhaust steam for heat- _ ing; or when used as a relief, or free - -haust on a condensing plant, it has no equal. Ht fo noteciona aad tres free aay complicated attachmnentds JENKINS BROTHERS, NEW YORK, PHILADELPHIA, BOSTON, CHICAGO, K slater ” Gycle Tubing the Best, 3. vb Best Anti- Friction Metal for all Machinery Bearings. Beware of Imitations. Genuine Magnolia Metal is made up In bars of which this is a fac-simile : The name ani trade- mark appear on each box and bar, and the words in United States” and tg are stamved on the un- der side of each Pittsburgh - e on , oes = - . O sadn sii - ————— MAGNOLIA METAL. MAGNOLIA METAL CO., (Sizncfacturerss) 266 & 267 WEST ST., NEW YORK, tracer Sia” THE IRON AGE Sti “Mnise gp” Correr Co. BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. ingot Copper. Tobin Bronze (TraDE-Makk REGISTERED.) Condenser Plates, Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. 19& 2! Cliff Street, - - RANDOL! New York. PH & CLONES WA Ni ERBURY | CONN, SEAMLESS BRASS AND COPPER TUBES, vein. to 32in. Diam. BRAZED TUBES and BRASS RODS, Brown & Bros. Seamless Copper Range Boiler. Waterbury Brass Co. Sheet, Roll and Platers’ Brass, German Silver, Copper, Brass and Ger- man Silver Wire. Brass and Copper Tubing. COPPER RIVETS AND BURS. PERCUSSION CAPS, TAPE MEASURES, METALLIC EYELETS, Brass Kettles, Brass Tags, Powder Flasks, Shot Pouches, &c., AND SMALL BRASS WARES OF EVERY DESCRIPTION. HICK’S PRIMERS, BERDAN PRIMERS. Cartridge Metal in Sheets or Shells a Specialty. DEPOTS: 60 Centre St., New York. 126 Eddy St., Provi- dence, R. |. 38 Mechanic St., Newark, N. J. MILLS AT WATERBURY, CONN. 88-102 GOVERNMENT BRONZE. EXTRA HIGH TENSILE STRENGTH. Write us for Particulars. Bridgeport Deoxidized Bronze & Metal Co., | BRIDGEPORT, CONN. MATTHIESSEN & HEGELER ZINC CO,, LA SALLE, ILLINOIS, SMELTERS OF SPELTER AND MANUFACTURERS OF GHEET ZINO AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use Selected Sheets for Paper and Card Makers’ use Stove and Washboard Blanks. ZINCS FOR UBCLANCHE BATTERY. " BRASS COODS MFC. CO. Address all communica - tions to the factory. tres. of Stamped Brass Goods, Labels for Cans and Rubber Moulds. FRONZE DOOR ENO BSB, Bronze and Plated Roses, Combined Rose and Esc Cushion Business Cards, Mucilage Brushes. Novelties of vtcheon Plates. new design made to order. SALESROOM: | 17 Chambers St., New York. FACTORY: 86-92 Third St., So. Brooklyn HENDRICKS Belleville BROTHERS, Proprietors of the Copper Rolling Mills, MANUFACTURERS OF Brasiers’, Bolt and Sheathing COPPER. COPPER WIRE AND RIVETS. Importers and Dealers in ingot Copper, Block Tin, Spelter, Lead, Antimony, etc, 49 CLIFF ST., NEW YORK. Silver and Nickeled Socket Shells, &c., Patent Mirror Pin THE PLUME & ATwooo M6, Co., MANUFACTURERS OF Sheet and Roll Brass WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kere- - sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, ROLLING MILL : | THOMASTON, CONN. FACTORIES : WATERBURY, CONN. SCOVILL MFG. CO., Manufacturers of BRASS SHEET, WIRE, TUBES, Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Bicycles, Braziers’ Solder, Aluminum. Factories, WATERBURY, CONN. DEPOTS : Chicago, New York, Boston. JOHN DAVOL & SONS, AGENTS FOR Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, New York, WILLIAM S. FEARING, 256 Broadway, NEW YORK, SELLS TO THE TRADE Sheet Brass, Fancy Sheet Brass, German Silver, Copper, Brass and German Silver Wire, Brazed and Seamless Brass and Copper Tubes, Brass and Cop- per Rods, Brass Ferrules, Pure Copper Wire, Sheet and Ingot Copper; Spelter, Tin, Antimony, Lead, &c. " DedIGH-LIght” Bicycle Lanterns. Send for Circulars and Electrotypes. THE BRIDGEPORT BRASS CoO., Bridgeport, Conn. 19 Murray 8t., N. Y. 17 No. 7th 8t., Futiadsiphis. 85 ‘to 87 Pearl St., Bosto a> HTS =~ Ca ‘THE IRON AGE. 4 THURSDAY, FEBRUARY 2, 1899. Cooling Tower and Condenser wiler Capacity the same, thus saving the cost of adding I t ll tion *K more boilers and eblarging the building, and at the ns a a . same time obtain better economy, as well as a create BY J. H. VAI capacity for production. nae -" PES, , ; ‘ , Tests of Boilers, rhe conditions existing prior to the installation of the plant referred to in the following paper were as fol To determine the steaming capacity of the boilers lows: two tests were made with one pair of boilers, which ; ‘ ; . r at : A net % The electric light station was equipped with 27 boilers showed the follow Ing results under regular working ; 48 inches in diameter, 20 feet long, with 22 5-inch tubes. conditions: a : re Rf 4 Diino - Xm. up gn} —_ | 2 ant nf TAT iy ie ic Ly ee i = i ¢ Fig. 1.—The Blake Vertical Twin Air Pump. COOLING TOWER These boilers were set two to a furnace, grate surface 8 feet 6 inches by 5 feet, the odd boiler being set to a single furnace. The engine capacity and the load on the station already taxed all the boilers to the limit of their steaming capacity. Plans had been prepared and estimates made for en- larging the building and increasing the boiler capacity prior to the time the proposition was given in charge of the writer. After a preliminary investigation of the existing con- ditions the writer recommended that by the putting in of a cooling tower and a condensing system the engine capacity of the station could be increased, leaving the *Paper presented at the New York meeting ¢ i ¢ (December, 1898) of the American Society of Mechanical Engineers. G AND CONDENSER INSTALLATION. Duration of test, five hours. Coal, Shenandoah pea. Average temperature boiler feed, 206.5 degrees I Grate surface, 48 square feet, total. Average steam pressure, 97.4 pounds. Average temperature boiler room, 69 degrees. Average temperature stack gases, 440 degrees. Coal tired, 6280 pounds. Weight of ashes, 892 pounds. Weight of combustible, 5388 pounds. Water evaporated, 704.6 cubic feet, 42,818 pounds. Water evaporated per pound of coal from and at 212 degrees, 7.13 pounds. Water evaporated per pound combustible from and a’ 212 degrees, 8.24 pounds. Saab 6 Sw ee Fn f= Coal burned per square foot of grate per hour, 29.2 pounds. This test showed that each 48-inch by 20-foot boiler would evaporate into steam 4281 pounds of water per hour, giving a capacity of 115.587 pounds steam per hour with every boiler in operation. Coincident with the boiler tesi, one IS'4 x 30 Buckeye engine was using the steam from the boilers under test. Indicator cards were taken at 15-minute intervals for five hours. The result from the engine test and average of all cards showed a steam consumption of 46.8 pounds steam per indicated horse-power per hour. A specimen card is shown in Fig. 4. and will serve for comparison with cards taken from the same engine gome months later, after altera- TIONS After the data derived from these tests had been analyzed the writer recommended that the Buckeye en- gine should be converted from the 1S!, x 30 high pressure engine into a 1444, and 25 x 380 tandem compound con densing engine. Also that an additional 750 horse powel! tandem compound condensing engine should be erected in the station, together with a cooling tower and the neec- essury condenser equipment, and that the only change in boilers should be to raise the working pressure. No increase of boiler capacity has been made. After investigation, the Barnard patent cooling tower was selected as desirable to best meet the conditions ex- isting at this plant, which were minimum floor space, and minimum weight, and a considerable elevation above floor level of engine room The elevation and general view of the tower and building are shown in Fig. 2, while Fig. 5 gives the in- terior arrangements of mats, &c. Details of Cooling Tower. The cooling tower is of the twin type, having two chambers, with a pair of fans, supplying a strong draft of air to each chamber. The interior dimensions are 12 feet 3 inches by 18 feet by 29 feet 6 inches high. The tower is mounted on a substructure of steel columns and I-beams supported on substantial foundations. Chere are outside galleries and ladders affording conven ient access to necessary points. The shell of the tower is of steel plate, properly reinforced with angles and channel irons The hot water from the condenser discharge is deliv- ered through a 10-inch wrought iron pipe, extending the whole length of each chamber, and is slotted on top and perforated at the bottom, giving equal distribution to a series of distributing pipes, extending across the tower, each pipe being slotted and perforated, thus insuring a very uniform distribution of water. Means are provided for cleaning these pipes, which is found necessary in cold weather, when the cylinder oil from the exhaust steam is liable to clog the pipes and interfere with the uniform and free distribution of the water The hot water falls from the distributing pipes over galvanized wire mats, arranged as shown in Fig. 8. Each mat is suspended by galvanized iron hooks, and is easily removed for cleaning or repairs. In actual serv- ice it is found that the water is uniformly distributed. ‘ulation of air is furnished by two pairs of S-foot diameter fans, each pair of fans being mounted “ight and left on the same shaft, and the four fans being capable of delivering the necessary quantity of air when driven at a speed not exceeding 150 revolutions per minute Che air entering the tower chambers at the lower see- tion is detlected vertically from each fan, thus avoiding eross currents, and affording a uniform blast upward and between the mats. The rated capacity of each section of this cooling tower is to cool the circulating water needed to condense 12,500 pounds of exhaust steam, from an initial temper- ature of 182 degrees IF. to SO degrees F., when the at- mospheric temperature does not exceed 75 degrees F. nor the humidity SS per cent On ount of suitable floor space for the cooling tower not being available near the ground level, it be- came hecessary to mount it on a superstructure above the boiler room, the total elevation from the condenser to the discharge opening at top of tower being 5S feet fotal weight of cooling tower, including water in ransit, S.Q00 pounds This elevation places more duty l pul p than is desirable, but was unavoidable it ‘ CAist = S ed Phe g er is handled by Blake vertical twin air pump and jet condenser, Fig. 1 Fan Driving l pment of this kind it is vy important t have facilities for driving the fans at variable speeds; this requisite flexibility is been obtained by using a small vertical engine, direct connected to the shaft of THE IRON AGE. February 2, 1899 The first intention was to drive the fans belted from electric motors. An analysis of all the conditions proved this method undesirable for the reason that there would he too many translating devices interposed between the live steam pipe and the shaft of the fan. These translat- ing devices would have been as follows: The engine, the generator, the transformer to reduce the primary current to secondary current for use on the motor, a motor with intermediate shaft, belting and pulleys to reduce the speed of the fans, and the losses in intermediate devices would more than overcome the original low cost of power. In this connection it must be remembered that two- phase A. C. current is the only kind available; and that there is a notable disadvantage in the induction motor; that is, the speed is not subject to wide variation. | 2 | ij 2 = $ii4 | | ' 4 | —i3 Fig. 2.—Sectional Elevation of Building, Showing Location of Tower. COOLING TOWER AND CONDENSER INSTALLATION, and any special means of external regulation to vary the speed would tend to reduce the efficiency. It was, therefore, determined to connect direct with the shaft of each fan a vertical engine without a governor. This plan has proven to be exactly what is required in prac- tice, and moreover its first cost was only one-fourth of the cost of a motor equipment, with lower cost of oper- ating expenses also largely in favor of the engine driv- ing feature. Under varying conditions of temperature the speed of the fans must be increased or decreased, according to high or low atmospheric temperatures. In winter there are many hours during each day when the low tempera- ture of the air circulating through the cooling tower will cool the water for a partial engine load without running the fans at all. During high temperature in summer the fans must be run at maximum speed. The following table, extracted from the log records for many months, shows details as to temperatures, speed of fans, reduction of temperature of condenser dis- charge, &¢c.: + he February 2, 1899 Table of Extracts from Log Book Showing Temperatures, Vacuum, Speed of Fans, Heat Extracted Through Cooling Tower, dc. ae —_ ] £9 , -—____——____—_ Jan. Feb. June July. Aug Nov. 31, 20, 2 $ NI eter: jit a a --. 9pm, &p.m, & p.m. &§ p.m. &S p.m, 4.55 Temperature atmosp here... uy 3s 73 6 Bt au Temperature condenser dis- charge water to cooling BOWE. 06500 « Le LW 120 L3us 118° 129° remperature injection Wi iter return from tower... ...... 65° S4 s4° g3° SSS ges Degrees of heat extracted throumh tOweP?...-sccccsecce 13° PH. 36 37° 30. 3 Speed «cf fans at tower, LS Sees ore 36 0 145 Itz 150 14s Vacuum atcondenser,inches. 254g 26 2 2446 25 28 Strokes of air pump we () 37 14 433 > Boiler pressure, pounds...... 110 110 120 120 120 112 remperature boiler feed i> 212 210° = 211 215° 213 Test of Engines, As previously noted, the 1844 x 30 Buckeye engine was changed to a 144% and 25 x 30 tandem compound BARNARD’ ARDS “COOLING TOWER, MTU TAN ATTN i ni WT) Pa TT a FAN Fi @LOWER a ty is \ , = tt — 4 aod OVER FLOW PIPE hhh ae ame © A AEP: Caen | Oe ee 4 on mun A an, i == : { ne Hitt HH geil { ; Fig. 3.—Broken Away View of Tower. COOLING TOWER AND CONDENSER INSTALLATION. condensing engine by bolting new tandem cylinders on the existing = and making necessary alterations in valve rods, Specimen eon taken from this Buckeye engine after being compounded are shown in Figs. 5 and 6. In refer- ring to these cards, please note the following data: Revolutions, 187: steam pressure, 1138 pounds; mean effective pressure, 50.16 pounds; vacuum per gauge, 26 THE IRON AGE. 3 inches; horse-power developed in high pressure cylinder, 163.42; horse-power developed in low pressure cylinder, 168.48—total, 331.9 horse-power, and of this 90.52 horse- power is below atmospheric line. It will be noted that the work is divided almost equally between the high pressure and low pressure cylinders; all cards show sim- ilar results. This change in an existing engine clearly illustrates the advantage derived from the condensing system. This engine was fitted with a receiver and reheater between high and low pressure cylinders; several tests have been made and representative cards were analyzed to deter- nine whether the reheater is of value, and as a result of these tests we have found that the reheater condensa- tion amounts to 63 pounds of steam for each horse-power vained in the low pressure cylinder. We therefore aban- doned it as an expensive Inxury. We are not now dis- cussing the value of reheaters, and for this reason I sim- ply give the facts without entering into details. In addition to the tandem Buckeye engine a tandem conipound condensing engine, 20 and 36 x 42 inches, 120 revolutions per minute, Corliss type, built by Pennsyl- ania Iron Works, was installed to drive a direct con- nected Stanley 500-kilowatt two-phase A. C. generator. rhis engine works from 15 to 17 hours per day. Specimen ndicator diagrams are shown in Figs. 7 and 8 which learly indicate the advantage of the condenser service. The usual work required from the cooling tower and ondeuser varies from 7 to 17 hours per day. <A notable record was made on August 2, 1898, when the run was from 7 a.m. till 12 midnight, and from the daily records the following data are extracted: Maximum. Minimum, Temperature atmosphere ‘ ho 3) Fem perature condenser discharwe water wer ; }2s9 LOW Per perature njection water from tower... . OR a] eaitiean f heat extracted by t ve! . ; 21 soeed of fans, revolutions per minute,, 140 Vacuum at condenser, inches wake Zt Strokes of condenser putmip P an seonwe 5 Boiler pressure, pounds saris: <iq oes, i" remperature boiler feed seucge. a an Engine, horse-power developed , .. %0 H.-P. 400_H.-P. A continuous heavy load was tire 17 hours’ run. ply daily l‘igs. 7 and 8 show indicator diagrams taken Novem- ber 5, 1898, from 20 and 36 x 42 tandem compound con- densing Corliss engine. The conditions were as follows: carried during the en- This was not a test record, but sim- ser Pig Engine revolutions. per minute . 120 steam pressure, pounds cevecedenne ieeanen sienaiwnun aw, ee Vacuum at condenser, inches : . ) rhe area of the cards shows the work done in high pressure eviinder to b odae 11.8 H.-P. And in low pre ssure PE cs eiccdidecentinacone bi 31 5 H.-P. Totel, I. H.-P... ..643.3 H.-P Work done in low pressure cylinder below atmos- yheric line, 185.1 horse-power. Siruultaneously with he engine, the air pump and fan engines were indicated. Horse-power rhe work done by the air pump.......... cme oni nese 13.75 rhe work done by the fan engines.........cccccccccccccccecs ao ae Total external WOrk.« .ccccccccocs er, 27.2 The amount of work if deducted from the work done welow the atmospheric line in low pressure cylinder (i. e., ISS.1 horse-power) leaves a net gain of 157.85 horse- power by the use of the condenser and cooling tower. It will be noticed from the previous data that the feed water shows a temperature above 200 degrees F. There are two feed water heaters in connection with the condensing plant. First, an intermediate tubular eater in the line of exhaust between low pressure cyl- inders and condenser. Second, an auxiliary feed water heater was also attached, receiving the exhaust from the condenser and boiler feed pumps, and any other aux- iliaries. The feed water is first heated in a tank that receives the exhaust from the general line of high pressure en gines. The feed water then passes through the inter- mediate heater, and thence through the auxiliary heater and reaches the boiler at a temperature upward of 200 legrees F. The pressure of other important work has prevented the writer from making accurate tests to determine the exact economy derived from the condensing plant, an] while awaiting the opportunity to make such tests we iave the satisfaction of having increased the station ca- pacity about 1000 horse-power with the aid of a condens- ng systeni, using the same water in continuous circula- tion, and also that the boiler plant previously stated to be fully loaded now supplies steam for this additional work, with boilers to spare. Discussion, The secretary read a letter from Mr. Vail, saying: “It may be of interest to the meeting in connection with > 4 , ; ae he 1 7 a Wg . an ; : 24 el i q « | 4 if 1 ’ ft Tite eit . ~ a | a oa Se Ppncenant Sas ae the subject of my paper to learn that a few days ago the 750 horse-power condensing engine referred to was operated at half load for four or five hours, at which time the fans in the cooling tower were not in operation the atmospheric temperature being from 388 to 40 de- erees. We were able to carry a vacuum on the condenser “4 inches. The heated injection water was pumped from the condenser to the tower at a temperature of 116 degrees, and after passing through the cooling tower as reduced to a temperature of 90 degrees. This we find is about the limit of load for the cooling tower when » fans are not in use.” F. M. Wheeler: The subject of cooling water by me- chanical means for use in condensers is attracting con- siderable attention in this country and abroad. I regret ery much that Mr. Vail has been prevented from being present, as no doubt some of the members would like to ask him questions. As to the condensing part of the ipparatus I should be very glad to answer any questions regarding same. I understand from Mr. Vail that pres- sure of time prevented him from making his paper as complete as he would like to have done as regards the details of the cooling tower and pumping plant. The Blake air pump used in this installation and shown in Fig. 1 is of a peculiar construction, probably different frew anything of the kind heretofore used. The design THE IRON AGE. February 2, 1599 fairly economical method of lifting the water to the elevation named. This problem was successfully solved in the following manner: I divided the pumping engine into two elements-—i. ¢., a so-called “ wet vacuum” air eylinder and a “dry vacuum” air cylinder, the former taking solid water from the bottom of the condenser, while the latter pumped off the uncondensable vapors and air from the upper part of the condenser. The va- pors and air as they pass to the dry vacuum air cylin- der are cooled by a small jet of cold water sprayed into the vapor pipe referred to. I originally provided a 34-inch water connection for this jet, but it was found unnecessarily large, and was replaced by a %¢-inch con- nection, the valve of which was only required to be ‘een a Fig. 4.—Card from Engine Before Alterations. Figs 5 and 6.—Cards from Buckeye Engine After Alterations. figs. 7 and 8.—Cards from Corliss Tandem Engine. COOLING TOWER AND CONDENSER INSTALLATION, is quite novel, and is the first of its kind installed in this country. It is not only an air pump in connection with a jet condenser, but it is also a water elevating pump— that is to say, it elevates the injection water after it is used in the condenser to a hight of about 58 feet, the distance from where the condensing apparatus is lo- cated to the top of the cooling tower. To use an ordi- nary air pump to lift to a hight of 58 feet would of course vitiate the vacuum very much, owing to the com- pression of the vapors in the air cylinders; furthermore it would be a very expensive method of lifting water. I never recommend an air pump to have more than 6 feet head over its discharge valves. In fact I would prefer not to have more than 6 inches—just enough for sealing the valves. The problem in this case was to operate an air pump and jet condenser in connection with a Barnard cooling tower, where the water had to be pumped to a hight of oS feet, without vitiating the vacuum, and having a opened a small amount. I mention this to show how little water is necessary to properly cool the vapors, the temperature of which at discharge was about 78 de- grees. By this unique arrangement of air pump we can hold as high a vacuum as 28 inches, and the report of last week’s running shows an average of 27 inches vacuum. The arrangement of the steam end, it will be noticed, consists of two steam cylinders, the same as used in the regular Blake twin air pump arrangement, together with two air cylinders, each of which is double acting, and the jet condenser and vapor pipe being connected as above described. It is surprising to note how much air comes off from an air pump; much more than the average engineer has any idea of. One of the troubles with engine builders and engine drivers is that they do not look more carefully for air leaks. Often an engineer will insist that everything is tight, while it is afterward found to be the very opposite. An air pump of this kind February 2, 1899 is a telltale, as one air cylinder is employed solely to pump off the air and non-condensable vapors. Mr. Vail explains in his paper why the tower was placed at such a high elevation. Now, if the cooling tower was placed on the ground the air pump would only have to lift one-half the hight, hence the indicated horse- power would approximate one-half of what is shown. Mr. Rockwood: Do I understand you, Mr. Wheeler, to Say that these air pumps were double acting air pumps? Mr. Wheeler: Yes, and in that respect they are some- What unique. Heretofore it has been generally consid ered impossible to make au eilicient vertical air pump of the double acting type and also one that would do as much work on the up stroke as on the down stroke. In this design 1 have solved that problem quite effectively. Mr. Wheeler further explained the action of the pump: This double acting pump cylinder [pointing to the wet vacuum cylinder} takes the water from the bottom of the jet condenser and pumps it through the discharge pipe to the top of the cooling tower. inder performs no travel full of water, This cy] other service, and is supposed to Of course, if they allow the pump to rub at a greater speed than is necessary, the piston of the wet vacuum cylinder will leave the water. In other words, the. cylinder will not fill completely, and not accomplish what was intended. It will be noticed that we have provided our safety float arrangement, Which is inclosed in the part projecting from the side of the condenser. This is for breaking the vacuum in case of the condenser tlooding, a feature which we apply to all our air pumps, whether horizontal or vertical. In this particular case it incidentally becomes a very good regulator for the speed of the pump, as the instant the water rises in the condenser above a certain hight it lifts this safety float, which, in turn, opens the little valve shown on the top of the casting. Of course, the inflowing air makes the vacuum drop off a little, and the load of the pump becomes less. The decreased load causes the pump to start off at a higher rate of speed, which is maintained until the pump increases the vacuum and consequently the load. In fact, this device is a per- fect regulator for a vacuum pump of the direct acting type. The steam, of course, must be kept at a steady pressure. The other pump cylinder, which we call the “dry vacuum” cylinder, takes the vapors from the top of the condenser, said vapors being cooled on the way by a small jet of water. This cylinder is also double act- ing and discharges into a tank, the air passing off, and the water being used for feed or other purposes. > A Mammoth Refrigerator. The Quartermaster’s office of the War Department has invited proposals for the erection of a refrigerating plant of unusual size at Manila for the use of the Commissary Department of the United States Army in the Philippines. The plant, as designed, will be about the largest of its kind ever constructed. It will include a number of big ive making machines, a freezing apparatus and numerous cooling rooms. The estimated cost of manufacturing the different parts of the apparatus here and shipping them to Manila, where they will be put together piece by piece, is about $100,000. The cooling rooms will have a capacity for 1200 tons of beef, 300 tons of mutton, 100 tons of vege- tables, 50 tons of butter and 50 tons of canned goods. Separate refrigerators will be built for every class of sup- plies, so that meat and vegetables may be kept in good condition for months in the tropical climate. The speci fications require that the plant be erected and ready for use within six months after the contractis awarded. The bids will be opened on February 1 seinem emai a W. T. Manning, chief engineer of the Baltimore & Ohio Railroad, has invented a new section of rail for which strong points of superiority are claimed. It is well known that rails wear rapidly on curves. and where these are short and trattic heavy, the cost of renewal is very large. With the section invented by Mr. Manning, it is claimed the wear will be reduced 37 per cent. per ton per year. It is stated the new rail will be given a thorough test on the Baltimore & Ohio Railroad, the re- ceivers having ordered 1000 tons from the Carnegie Steel Company. THE IRON AGE wt The National Founders’ Association. AS Wwe fo 10 press an held at buffalo by the important meeting is being National Founders’ Association. This is an organization which had its inception at the ineeting of the American Foundrymen’s Association in Detroit in IST and toe lefinite shape last May in Cincinnat when PW (intes of Chicago was elected president with It is an ‘ otlicers. organization modeled on the lines o e® Nationnl Stove Founders’ Defense Association, for the eXpress purpose of handling labor questions in connection with foundry work. During the eight months which have elapsed since the May meeting the new association has mad remarkable growth, the membership bow including an array of names which if published would be recognized as leaders in the American foundry trade. The progress made far surpasses that of the stove founders’ organiza- tion, both as to numbers and the magnitude of the es- tablishments represented. It bids fair to make one of ithe really great organizations of the country, and therefore membership in it is now becoming an object to be sought. The election of Mr. Gates to direct its affairs for the first year was a most fortunate circum- stance for the organization. His high standing in the trade inspired contidence, and bis energy The first tew and ability were so applied as to win members, months constitute the most trying period in any organ- ization, when a policy must be mapped, when decisions must be quickly made upon all kinds of questions and when conditions must be faced which could not be fore- seen nor provided for, The association has much broader views and more liberal purposes than would be inferred from the mere knowledge that it is an organization of employers. Its purpose is first to secure harmonious relations between founders and their employees. This is accomplished in large part by standardizing wages. They cannot be inmade uniform, because conditions vary in different parts of the country, but they can be made to bear equitable relations in the different sections when viewed in the light of reason. The power of the association is brought to bear when it is found that reason will not prevail and employees demand that which is unjust. The ac- tion of ihe association is not invariably in favor of the employer. A case recently occurred in which a dispute arose between one of the members and some of his em- ployees, and upon its reference to the association and a careful investigation the men were found in the right, and the employer being a reasonable man acknowledged that he had been proceeding previously on insufficient information. cious start that an effort has been made to have it in- clude more than the foundry trade, but this will not The association has made such an auspi- be done. Similar organizations can be established in other lines, which will be capable of accomplishing great benefit and be The suecess in this respect of the National Stove Founders’ etlicacious in preventing strikes. Defense Association shows what others can expect in their own trade through such an organization. A movement of a similar character would seem to be desirable among proprietors of machine shops. They nay in the near future be called upon to face trouble- solue problems which must be settled upon an amicable basis if we would preserve the footing in international markets that has been gained by American machinery of all kinds. The menace even now overhangs the trade of a concerted movement to force the adoption of an eight-hour day in the machine shops. It would have been attempted last May but for the war with Spain, which caused the labor leaders to change their plans. They haye uot abandoned the scheme, but merely post- poned it for a more favorable opportunity. With the recollection of the serious results of the great machin- ists’ strike in England, from which that country has not yet recovered, our people should use every means in their power to avoid the forcing of such an issue. The best way in which this can be done is by the forma- tion of an employers’ association to handle labor ques- And such questions must not be handled imperi- ously, but judiciously. tions. ‘ | f i } " 65 THE IRON AGE. Special Nickel, Chromium and Silicon Steels.*—I. BY A, ABRAHAM, In the first part of his paper the author speaks in a general way of the use of nickel and chromium in the manufacture of steel, but more especially in regard to its application in the manufacture ot armor plates. As far back as 1878 the steel works of Holtzer in France made thin plates (4 mm. ), containing chromium, for the French navy, while it was only ten years later that the Creusot manufactured for the first time two lots of armor plates made with nickel steel for one of the French ironclads. These plates are supposed to have contained 0.30 per cent. of carbon, 0.5 per cent. manganese and 2 5 per cent. nickel. The results of two plates of that composition, tested on the proving ground, were inferior and showed the steel to be very brittle. The Creusot works, undaunted by such results, con- tinued in that line and had the satisfaction to establish the supremacy of nickel plates in the now famous interna- tional tests that took place at Annapolis in October, 1890. ° In this test, as is well known to the readers of The Iron Age, the nickel steel plate furnished by Creusot was found to be superior to an ordinary steel plate manufactured by the same concern and to a compound plate from Cammell & Co. of Sheffield, England. After these remarkable tests all the large armor plate makers took up the manufacture of these special nickel plates, and after some further testing it was well estab- lished in 1892 that nickel plates, containing chromium in rome cases, were superior to all other plates, more especially in regard to resistance to perforation. * In a tabulated form the author submits the chemical analyses and the results of the mechanical tests obtained with a certain number of samples taken from armor plates, of which some contain nickel, others chromium and still others both nickel and chromium. Without going into any further details of this long table, we may state that the results of the mechanical tests, even with only small differences in the chemical composition, vary greatly in the different steels These variations are mostly due to the treatment to which the steel is submitted. A very small variation in the temperature of the hardening as well as the annealing operations may in a large measure change the mechanical properties of the metal. The table shows in a very marked degree the high limit of elasticity obtained with rome of the steels as compared to their ultimate resistance after tempering and annealing. With an ultimate resistance of about 70 kg. per square millimeter (99.540 lbs. per square inch), ordinary armor plate steel has an elastic limit of only 40 kg. (56,880 lbs ), while steel with 1.5 per cent. of chromium and no nickel has an elastic limit of 50 kg. (71,100 lbs.), and steel with 2 per cent. of nickel and 0.75 of chromium one of 56 kg. (79 632 Ibs ). 1 The analyses of the steels here quoted, taken from the table, are as follows Car- Sili- Manga- Chro- OD con. nese. mium. Nickel. Ordinary armor plate steel 0.45 0.20 oO. . Chromium steel -- 0.40 0.16 0.45 1.52 - Nickel and chromium steel....... 0.31 0.16 0.35 0.45 2.05 Furthermore, the *‘ stricturé”’’ ratio of the difference between the original and the reduced area after breaking on one side and the original area on the other side in some cases is higher than 60, even when the ultimate resistance is above 80 kg. per square millimeter (113,760 Ibs.). (The — ad - ; a ae stricture is equal to , Where a equals original cross section of test bar and a' the cross section in the region of the rupture. ) The drop tests for both nickel and chromium steels show little brittleness but great malleability, even in the cases of steels with an ultimate resistance of 90 kg. per square millimeter. Few tests have been made concerning the influence that hardening and annealing have on the qualities of nickel and chromium steel. The author, however, quotes the results of the mechanical tests made with steel obtained from two 10-inch armor plates. The metal contained about 0.40 per cent. of carbon, 0 80 per cent. of chromium and 2.5 per cent of nickel. The plate had first been furged under a 5!) ton hammer, then rolled lengthwise and crosswise. The first plate was afterward annealed ata cherry red heat, hardened at a temperature of 900 degrees in water at 65 degrees C. This last temperature was main tained as much as possible. After this the plate was again annealed at a temperature of 550 degrees, but the metal at this state being still too hard a second annealing ata temperature of 575 degrees was resorted to. The straight- ening was done under a hydraulic press at a temperature of 550 degrees. The second plate was hardened in water *Abstract from the 4 es des Mines, by J. B. Nau. February 2, 1899 at 75 degrees without any previous annealing. The hard- ening was followed by two further annealings, during the last of which the plate was straightened. A table showing the results of the mechanical tests to which the metal of the two plates was submitted before hardening, between hardening and the first annealing and after the second annealing 1s published by the author. This table shows that hardening increases the tensile strength of the metal, decreases its elongation, but in- creases its stricture. Now the stricture constitutes a very important element in regard to the kind of the local deformations that take place during the test of thin plates. It is due to this high stricture after hardening as well as to a mere tendency to crack that the nickel and chromium steel is so superior to the ordinary carbon steel in the manufacture of armor plates. Another plate of nickel and chromium steel rolled but not hammered, annealed at a bright cherry red (about 950 degrees) before hardening, then twice hardened again at 950 degrees in water and finally annealed after hardening at a nascent cherry red (about 800 degrees), was submitted to mechanical tests in its natural state and again after it had been submitted to the above operations. The table published on this test shows that hardening and annealing increase considerably more the elastic limit than the ultimate resistance, and that in spite of a reduction of about 45 per cent. in the elongation the stricture 1s con- siderably increased Where it was desired to obtain a very hard plate as high as 1.10 per cent. of chromium was added, together with 215 per cent. of nickel. Chromium when alone hardens steel but little, but in presence of nickel it makes it possible to obtain a plate which. when tempered at a cherry red heat and annealed at 550 degrees, had an ultimate resistance of 90 kg. (127,980 lbs.) and an elastic limit of about 80 kg. (113,760 Ibs ). . Dead soft steel containing about 1 per cent. of nickel, after having been hardened at a cherry red heat and annealed at a dark red temperature, becomes entirely fibrous or has a fine dull grain. Steel with about 1.0 per cent. of nickel has an ultimate resistance of more than 40 kg. (56,830 Ibs.) ; its stricture is noticeably decreased. Yet the metal, well treated, is not brittle. The Use of Nickel in the Manufacture of Gun Steel, The following analysis of steel was adopted in 1894 by the steel works of Imphy for their gun metal: Carbon, 0.30 to 050; silicon, 0.20 to 025; sulphur, 0.01; phosphorus, 0 015; manganese, 0.38 to 0.42; nickel, 2 to 2.25, and chro- mium, —. This metal can be forged without difficulty at a somewhat bright cherry red heat. After annealing at a dark red heat test pieces, cut crosswise, gave the following result: Elastic limit, 35 to 88 kg. (49 770 to 54,036 lbs.) ; ultimate resistance, 55 to 60 kg. (78,210 to 85,320 lbs.), and elongation, 19 to 20 per cent. Similar test pieces, hardened at a cherry red heat and annealed in a wood fire with long flame, gave as result an elastic limit of 50 to 52 kg. (71,100 to 73.944 lbs.), an ultimate resistance of 65 to 70 kg. (92,430 to 99,540 lbs.) and an elongation of 16 to 17 per cent. With metal con- taining 25 per cent of nickel and 0.5 per cent. of chro- mium about the same results are obtained. Steel with more than 2.5 per cent.of nickel has a tend- ency to crystallize. Fine crystals in the shape of long narrow needles form in the heart of the ingot. These crystals will not disappear either by forging, annealing or hardening. Rolling places the crystals lengthwise. Test pieces cut crosswise have crystalline fractures without elongation or stricture. Drop tests are impossible. The author speaks further on of similar results obtained with nickel steel in the United States. He states that in some works steel containing about 3 per cent. of nickel can with the right treatment be made to have a resistance varying between 60 and 95 kg. per square millimeter (85.320 to 135.090 lbs.). Wath an ultimate resistance of from 75 to 85 kg (106.650 to 120.870 lbs.). either a great elongation or a high limit of elasticity with high stricture and only little elongation can be obtained. High Nickel Steels, The author, speaking of this class of steel, quotes the very first tests made with high nickel steels and publishes some tables on the tests made in 1888 by James Riley of Glasgow. These tests were made on a great number of steels. of which the lowest contained 1 per cent. and the highest 49.4 per cent. of nickel. Without entering into any further details we may state here some of the prin- cipal conclusions drawn by Mr. Riley from his tests. High nickel steel is easily made in the open hearth; the metal is fluid and homogeneous. Forging and rolling require no particular precautions, except in the case of 25 per cent. nickel steel, which must be heated less than ordinary steel. Nickel increases considerably the elastic limit and the ultimate resistance without much decreasing the elongation. Steel which otherwise would not be very hard, when containing about 10 per cent of nickel becomes very hard. The presence of nickel between February 2, 1899 amounts of 10 and 25 per cent. in the steel counteracts the hardening action of carbon and increases the elongation. In one sample of such steel containing 0.82 per cent. of carbon and 25 per cent. of nickel an ultimate resistance of 67 kg (95,274 lbs.) was obtained with an elongation of nearly 50 per cent. When the nickel reaches 50 per cent. in the steel the metal loses its qualities. Steel with a high percentage of nickel acquires a beau- tiful polish. It resists corrosion much better than ordi nary steel. It has been noticed that it requires ten times more time to corrode to the same degree a 5 per cent. nickel steel than it would require for ordinary soft steel with 018 per cent. carbon, and it requires 15 times more time when, instead of comparing with soft steel, this comparison is made with a steel containing 0.40 per cent. of carbon and 1.60 per cent. of chromium. If, in- stead of 5 per cent. nickel steel, a 25 per cent. nickel steel is considered, the same ratios will be 87 and 116. These results have been obtained by plunging the test pieces in water containing muriatic acid. Up to 5 per cent. nickel the steel can be easily ma- chined; with more nickel this becomes more difficult. Steel with 1 per cent. nickel welds well; with more nickel this quality decreases. ; At the Cockerill Works at Seraing, Belgium, a series of tests were undertaken in 1894 for the purpose of obtaining a steel with a very high limit of elasticity, great ductility and malleability. The best results were obtained with a ferro nickel or compound of nearly pure iron and nickel. The engineer in charge of the tests established a compari- son between this metal and an open hearth carbon steel which as far as possible should give the same hardness. The analyses of the two metals follow : Ferro- Carbon nicke], steel RR cig pts Can een eh aiden. rsd g cuae > waleokiG 0 06 0.35 IE ec citds cers ce LOR SOE A SEP SPE 5 ieianincaces) A 0.20 DR cana ci kris phuve-ocsccsiannand Gacexuncedesunadeases 0.02 0.03 _ EES EE 0.016 0.044 IRIN iis og ona onic uls cia cauhisacds nascenenuees 0.35 0.70 Nickel Se -ti“‘(“‘ nS Some of the results of the mechanical tests to which the two steels were subjected are as follows: Limit of Resist- elasticity ance per in kg. per) sq. mm, Elonga- Contrac- sq. mim. in kg. tion. tion. nickel, =< & Carbon steel nickel Ferro nickel Ferro- ~ Steel. = Stee! In their natural state. 40.5 Hardened in water at WO devrees..... pees 53.2 125 48.8 10.2 2.2 030.5 0.9 Hardened in water at 900 degrees ; annealed at 500 degrees. ........ 82.3 80.2 82.7 102.9 12.5 7.7 61.2 27.3 Hardened in oil......... 97.3 71.6 99.6 93.4 9.3 1S 42.5 4.7 Hardened in oil. an- nealed at 500 degrees.. &1 78.8 84 106 12.2 9.8 52.5 27.3 is tc - - - The table shows in what respect ferro nickel is superior to carbon steel. But it must also be stated that when hardened the above ferro-nickel retains a silky fracture, similar to the fracture of the non hardened material, while the fracture of the hardened carbon steel is dry and granular. Blow tests break at once the hardened carbon steel test bar, but simply bend without cracking the hard- ened ferro-nickel test bar Further tests made on test bars of ferro nickel of the above composition and on homogeneous iron of the same composition but withouc nickel have shown that when submitted to transverse action or bending the elastic limit was found to be 27.9 kg. per square millimeter (38,874 lbs.) in the case of homogeneous iron, and 50.9 kg. (72,380 lbs.) in the case of ferro-nickel. Leaving the price out of consideration, ferro-nickel is superior to homogeneous iron in every respect Some French steel works have made a series of methodical researches on different nickel steels. The most complete researches seem to have been made by the Saint Jacques Steel Works at Montlucon. The results obtained by the mechanical tests of these steels permit a classification of the metal into three different groups: 1. Steel containing 2 to 5 per cent. of nickel. Their resistance increases with the percentage of nickel, es pecially when the carbon content is low. When carbon reaches 0.50 per cent. or more, the presence of nickel has little influence. Steel of this class forges and rolls well. When hardened, the ratio of elastic limit to ultimate resistance becomes very great 2. Steel containing from 10 to 20 per cent. of nickel. The resistance increases again with the amount of nickel. An addition of 0.10 per cent. of carbon increases the ulti- mate resistance from 30 to 65 kg. (42 660 to 92,430 lbs. ). Such steel containing 20 per cent. nickel has a resistance of 110 kg. (156,420 lbs.). If at the same time the carbon increases up to a certain limit, a resistance of more than 200 kg. (284,400 lbs.) can be obtained. The upper carbon content at which the resistance of a 10 per cent. nickel steel begins to decrease again is 0.50 per cent. Steels of this second class do not harden much, and do THE IRON AGE. 7 not harden at all when their carbon content is higher than 0.10 per cent. Twenty per cent. nickel steel never hard- ens. All are very brittle. They forge and ro}! well, but when containing more than 0.10 per cent. of carbon they cannot be machined. 3. Steel containing from 20 to 25 per cent. of nickel. Their elastic limit as well as ultimate resistance is low. They have great elongation and are nearly free from brittleness. When forged at a low temperature without annealing their elastic limit increases notably and has reached 55 kg. per square millimeter (78,210 lbs ), with an ultimate resistance of 80 kg. (113,760 lbs.) and an elonga- tion of 25 per cent. With carbon content of less than 1 per cent. the steel can easily be forged and rolled. Steel with 1 per cent. of carbon can be forged between 500 and 1000 degrees with li