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PRESENTED BY
(ESTASUISMED 1S32.)
-- AMERICAN-^
Engineer
AND RAILROAD JOURNAU
IC. M. VAIS ARSnAI.E, Proprietor. O. jn, basFORD, Kditor. E. £• SILK, AMSoclate Kditor
Published niontlily at 140 IVasi>au Street, iv^w Vpirk.
INDBX TO VOLUME LXXlV. 1QOO.
Issue. I'ages.
January 1 to 32
February 33 to 64
March 65 to 96
April 97 to 12s
May 129 to 160
June 161 to 2111
Issue. Pages.
July .'.'.. ......205 10 236
August I ; '.•... .237 to 2SX
September • "269 to 3U(i
October .',!.. 3CI to 332
November T.raS ao 364
December :'G5 to 396
(The asterisk indicates that the article is illustrated. J
Aucidenls in Coupling Cars 84
Acetylene tor Railroad Lighting 2!j6
Adhesion and Tractive Force, Cole 307»
Air Brake Con\'ention Report 151
Air Brakes on Driving Wheels 46*
Air Brake Hose Specifications 381
A-ir Brake Slack Adjusters Needed 3S4
Air Brake Train Pipes, Tight 3S4
Air Brake and Signal Cock 221*
.Vir Compressor, Riedler, C. & N. W. Ry.l42*
Air Drill, Columbus Pneumatic-Tool Co. .393*
Air Lift Pump, St. P. & D. R. R 27*
Ajax Plastic Bronze 3S7
American Bahmce Piston Valve 216*
American Balanced Valve, P. R. R 16S*
American Society of Mechanical Engi-
neers 25, 214
American Steel Foundry Co. Bolster 24*
Apprentice Schedule, C. & N. W. Ry 327*
Ash Elevator C. & N. W. Ry 27S*
Ash Pan, Class El Locomotive, P. R. R..163*
Aspinall's Superheater and Jackets 352*
Atchison, Topeka & Santa Fe, Corru-
gated Firebox on 79*
Atchison, Topeka & Santa Fe Ry. Tan-
dem Compound 53*
Atkinson, R.. on Staybolts 121
Atlantic Type Locomotive. C. & N. W.
Ry 237*. 301*, 333*
Atlantic Type Locomotives, Table of 304
Atlantic TA'pe I-.ocomotive for France — 15U*
Atlantic Type, P. R. R., Class El 22*, 161
Atlantic Type Locomotive, Performance. 333*
Atlantic Type Locomotive, B., C. R. &
N. R. R 375*
Automatic Stokers on Shipboard 113
Axles and Crank Pins, Strength of .57
Axles Bvu'nishing Rollers 67*
Axle. Cranked, Webb's 131*
Axles, Driving, Class El, P. R. R 167*
Balanced Valve, Class El, P. R. R 168*
Baldwin Locomotive Works, Cranes 58*
Baldwin Locomotive AVorks, Motors in — 74
Baldwin Loconiotive Works Locomotive,
150*, 202*, 251, 276*, 319*
Baldwin Locomotive Works, Electric
Driving 251
Barnes, J. B., Improved Staybolt 365*
Bauroth Gas Engine 361
Bearings and Lubrication, M. M. Assn... 2(iil
Bearings and Lubrication, Report on. 264', 313*
Bearing, Central, for Crank Axles 132*
Bearing Metals. .-Vjax 387
Bearing Metals, Robert Job 38*
Bearing Metal. Phosphor-Bronze 265
Bearing Metal, Lumen 220
Bell, J. Snowden, Flexible Staybolts .353
Bell, J. Snowden, on the Wide Firebox 14S
Bement, A., Locomotive Combustion .346*
Berg's Plan for Education 341
Bettendorfs New Bolsters 156*
Bollera. Best Kind for Shops 234
Boilers, Circulation in 123
Boiler, Class El Locomotive, P, R. R 162*
Boiler, Corrugated Firebox 79*
••flcrs. CrowB Stays for, Cola 33*
Boiler Explosion, Locomotive 384
Boiler Fire Tube, Promised Development. 107
Boiler for Prairie Type Locomotive 1U4*
Boiler Flues, Cleaning by Heating 238
Boilers and Frames, 12- Wheel Locomo-
tives 242*
Boiler, Locomotive, Consol, I. C. R. R... 13*
Boilers, Locomotive, Washing Out 107
Boiler, "Northwestern" Type Locomo-
tive 301*
Boiler Pads and Links 76*
Boiler Room, C. & N. W. Ry 140*
Boiler Scale Prevention by (Ml 138*
Boiler Seams, Longitudinal 295
Boiler Sheets, Thickness of 323
Boiler Shops, Arrangement of. Whyte 188
Boiler Shop, C. <Si N. W., Chicago 109*
Boilers, Stationary, for Shops 137
Boilers, Supporting Rear Ends of 76*
Boiler Tubes, Limit of Length of 209
Boiler Tubes, Long, tor Locomotives 285
Boiler, Wide Firebox 342*
Bolles, F. G., Electric Motors 24!1
Bolsters, A Severe Test of 69
Bolsters. Bettendorfs New 156*
Bolsters Bettendorfs 370*
Bolster, Cast Steel Body, N. 1". Ry 24*
Bolster, Cast Steel Body 291*
Bolsters, Simplex. Hocking Valley Ry 6*
Bolster Specifications and Tests 36
Bolt Cutter, Schlenker 391*
Boston »fe Alban\' R. R. S-A\'heel Locomo-
tive 120*
Boston South Union Station Plant 25
Box, 5Vz by 10. M. C. B. Journal 275*, 284
Brakes, Air, Statistics in 1'. S 258
Brake Beam Pressures 287*
Brakes, Driver and Truck. P. R. R 170*
Brakebeam Suit 84
Brakes, Improvement in Driver 6*
Brakes, Improved Driver, D. S. & M. S.
Ry 46*
Brake Jaw, Malleable Iron 292*
Brakemen's Convention Report 151
Brake Shoe Tests. M. C. B 274
Brake Shoes, Paris Exposition 25S*
Brake Shoes, Temperature and Friction., 311
Brake Shoe Tests, M. C. B. Assn 206
Brake Tests. Triple Valves. M. C, B 206
Brass Foundry Practice. Furnaces 348, 357*
Brill, J. G., Co., Litigation 296
Brill, J. G., Co.. Novel Electric Crane.... 151
Brill, J. G.. Co.. Truck 59*
Bronze, Lumen Metal 220
Brooks Locomotive Works, Locomotive.
37*, 55*, 272*, 32S*. 342*, 375*
Brooks Locomotive Works. Eccentrics — 72*
Buffalo, Rochester & Pittsburgh Locomo-
tive 342*
Buffalo. R. & P. R. R. Coal Cars 129*
Buffalo. R. «- P. R. R. Editorial Letter.. 99
Buffer. Westinghoiise Friction
88*, 148*, 295*. 350
Buildings, Rule for Weight of Steel 29«
Bulldozer. C. M. & St. P. Ry 329*
Bullock Electric Mfg. Co. Motor 61*
Bullock "Teaser" Patent Sustained 231
Bumpers, for Station Tracks 3<S
8?,
o*
■^0^ fXi^
Burlington, C. R. & N. E. R. Locomotive. 375*
Burnisher for Axies^^-. 57*
Cabs— Steel vs. Wood 250
Cars, 80,000 and 85,000 lbs., B., R. & P.
R,. 129*
Car,' 80,000 Ite. side Dump, C., L. & W.
Ry 270*
Car. sO,(HKi lbs. Steel Frame, Coal, N. &
\V. Ry lOO*
Cars, 80.000 lbs., C. B. & Q. R. R 369*
Car, 36 ft., 80,000 Ibl., Coal, H. V. Ry 5*
Cars, 100.000 Steel Flats, N. Y. C 339*
Cars, Advantages of Large 297
Cars of Large Capacity, Advantages of..2Sl*
Cars of Large Capacity, Loree's Paper... 284
Cars and Locomotives, Statistics for U. S. 258
Car Body Bolster, Cast Steel 291*
Car Bolsters Bettendorf 370*
Car Bolster, Hickey's Cast Steel 24*
Car Bolsters, Severe Test of 69
Car Bolster, Specification and Tests 36
Car Center Plates, M. C. B. Report.... 206, 228
Car Center Plates, Lubricated S6»
Cars, Cleaning of Passenger 2C6
Cars, Cost of Maintenance 32S
Car Development of the Steel 11
Cars, Doors in Ends of Passenger 247
Car Draft Gear. M. C. B. Report 206
Car Draft Gear (see Westinghouse).
Car, Dynamometer, C, & N. "W. Ry 172*
Car, Dynamometer, I. C. R. R 239*
Car, Hopper for, C. R. R. of N. J 355*
Car for Horses, N. Y. C 310*
Car Lighting by Acetylene 286
Car Lighting, Increase of Pintsch 235
Car Lighting. Electric 204
Cars. Corrosion of Steel 383
Cars, Repair Facilities for Steel 194*
Cars. Reweighing After Drying 205
Car Side Bearings, M. C. B. Report.... 206, 228
Car Side Bearings. Tests of 227*
Car Side Bearings. Suseraihl 296*
Cars, Steel. Corrosion of 383
Car. Steel, N. & W. Ry 100»
Cars. Steel. Advantages of Large 297
Cars. Steel, Large Order 35«
Car Truck. 80,000 lbs. Capacity 271*
Car Truck, 4-Wheel Passenger 306*
Car Trucks, Four-Wheel vs. Six-Wheel... 290*
Car Truck Frame, Test of..'. 102
Car, Typical Dimensions of Standard 53
Car Ventilator, Dudley 191
Car Wheels, Flange Wear of 24»
Cast Iron vs. Steel Tired Wheels 26J
Cast Steel Bodv Bolster 291*
Cast Steel Bodv Bolster. N. P. Ry 24*
Cast Steel Driving Wheels 42«, 90*
Caswell, F. K., Boiler Sheets 32t
Caswell on Center of Gravity of Locomo-
tives 153*
Center of Gravity of Locomotive 58, 15»*
Center Plate for Cars, Lubricated 91. 25»*
Center Plates. M. C. B. Report 20«, 22S"
Central R. R. of N. J. Locomotive 32t*
Chambers Improved Throttle 3W
Chautauqua Typa Locomotiva 311^
.')
Chicago & Alton, S- Wheel Locomotive... 55'
Chicago & Alton Tender ISl*
Chicago, Burlington & Quincy, Tender 183*
C, B. & y. R. K. SU.imi lbs. Coal Cars 36»«
Chicago, Burlington & Quincy, Prairie
Type Ijocomotive 103*, 217*
Chicago, B. & Q. R. R. Editorial Letter.. 99
Chicago & Eastern Illinois, 12-Wheel Loco. S4*
Chicago & Eastern Illinois R. R. Locomo-
tive 3So*
Chicago Great Western Ry. Oelwein Shops 251
Chicago & Northwestern Ry. New Shops,
S2*, lu-j*, HO*
Chicago & Northwestern Ash Elevator — 278*
Chicago & N. W. Ry. Chicago Shops 109*
Chicago & Northwestern Ry. Dyna- ^
mometer Car 172*
Chicago & Northwestern, Editorial Cor-
respondence S5',
Chicago & Northwestern Ry. Locomotive,/,
237*, 301*. tS3*'.
Chicago & N. W. Ry. Portable Steam, '.
Heat Plants :...\XM'
Chicago. M. & St. P. Ry. •■Bulldo^e^^ .'...■329*
Chicago Pneumatic Tool Co 368, 359"', 3»ii
Chicago, Rock Island & Pacific Botstef .■-.291*
Chicago, Rock Island & Pacific IvogCjmo- ;
tive ■..,.■■•.,. 27fi«.
Chilled Iron Defense Turrets..'...'.; 2b3
Christianson's Coal Car Hooper...'. .355*
Circulation in Boilers .' i.'^2S
Cleveland Cylinders tor LoaomoUves.l4t>*,, 21'i>'
Cleveland Locomotives .,!,.'.\./. 14<l*i 217*
Cleveland, Lorain & Wheeliqfe S0,00» 'liili. ■
Cai- ■'..,.•..•. ■.>■.;,: .270*
Cloud Truck Co., New 'Borsters. .....';,.';. ..156*
Coal Cars, Large Caijaci'iy, B., •R;,^ P.
Ry •....■ .■...,•-., 129*
Coal Car Steel Fratnle, 'N. & W. F.y 100*
Coal Consumption, 'of "Past Trai'rs, Hen-
Coal Cars, SO,O00.H|6., V^., B. & Q.'R. R....369*
derson .'.• -'-v • ■ ■ l^*"*
Cock for Whistle and Air B'rake 221*
Coke Burning, Grates for 40*
Cole, F. J., Equalization 97*
Cole, F. J., Firebox Crown Stays 33*
Cole, F. J., Horse Power of Locomotives.176*
Cole, P. J., Tractive Force 307
Cole F. J., Locomotive Equalizers 70*
Colei F. J., Mean Effective Pressure. .v.. .176*
Color Blindness Tests 4S
Columbus Pneumatic Tool Co. Drill 393*
Compound Locomotives, Builder's Opinion 246
Compound Locomotive, Double Ported
Valves 247
Compound Locomotives, F. W. Dean on.. 88
Compound Locomotive, Consolidation,
"Soo Line" 3S9*
Compound Locomotive and F. W. Webb. 16
Compound Locomotives, M. M. Assn 208
• Compound Locomotive, Player's Tandem 53*
Compound Locomotives. Progress 81
Compound Locomotive. Stitrting Power of 252
Compound Locomotive, Status of 265
Compound Locomotives. Tractive Power. 152*
Compound Locomotive. 12-Wheel. C. & E.
I R. R 84*
Compound Locomotive. C. & E. I. R. R..3S5*
Compound Locomotive. Webb's 4-Cylin-
der 1*
Compound Locomotives. Webb's 4-Cylin-
der 131*
Compound Passenger Locomotives. C. R.
I. & P. Ry 276*
Compressed Air Locomotive. Performance 347
Compressed Air Traction. Advantages of. 377
Compressed Air Traction 360
Consolidation Locomotive. Carnegie 214*
Consolidation Locomotive. Heavy, I. C.
R. R 12*
Consolidation Locomotive, L. S. & M. S.
Ry 37*
Consolidation Locomotive. R. G. W. Ry..283»
Consolidation Locomotive. "Soo Line". ..389*
Consulting Engineer and Shop Plans 238
Contraction ot Area 360
Corrugated Firebox Locomotive Boiler... 79*
Coster. E. L.. On Equalizers 353
Cost of Maintaining Cars and Locomo-
tives 328
Cost of Running Fast Trains. Henderson.186*
Couplers. Defects in, for Pilots and Tend-
ers 309
Coupler Drop Testing Machines, M. C. B..296*
Couplers, M. C. B. Committee on Tests.. 262
Couplers. M. C. B. Tests 206
Couplers. Slots in Knuckles 58
Coupler Statistics in U. S.^. 258
Coupling Cars, Accidents m 84
Coupler Yoke, Terk's 75*
Crane, Electric. B. L. W 58*
Cranes In R. R. Shops U2
Crane. Novel Electric. Brill Co 151
Crank Axles Webb's 131*
Crank Pins and Axles. Strength of C
Crewe Shops. London & North Western.. 1-
Crosshead. Class El. P. R. R 166*
Crown Sheet. Effect of Overheating 282*
Crown Stays. Firebox, by Cole 33*
Crown Stays. Johnstone's 2*
Gushing, G. W.. Decapods and Com-
pounds 387
Cylinder Bushings. Seley 316. 324*
Cylinders. Class El Locomotive. P. R. R..164*
Cylinder Cocks for Large Cylinders 288*
Cylinders. Cleveland 146*
Cylinder and Frame Fastenings, Wight-
man's 280*
C^'linder with Piston Valve 105*
Dayton Draft Rigging, Test of 74
Dayton Draft Gear, C, B. & Q. Cars 370*
Dayton Lubricated Center Plates 256*
Dean. F. \V., on Compound Locomotives. 88
Dean, F. W., on Lap Boiler Seams 295
Dean, F. \V., on Locomotive Design 74
Decapod Lucomotive. Soo Line 319*
Deem's Feed Water Heater Regulator... 154*
Deflector Plates in Front Ends. Vaughan 197
Delaware. Lackawanna & Western Loco-
motive 272*
Delays to Trains for Signals and at Sta-
tions 48
"Deutschland. " New Steamship 257
Dials. Graduated for Lathes 257*
.■;Diamond S" Brake Shoes at Paris 258*
Dvors. End vs. Side, in Passenger Cars.. 247
Draft and Exhaust Appliances. Locomo-
,'• lives 55
.Draft Gear. Dayton. C. B. & Q. Cars.... 370*
•Draft Gear for Tenders. L. & N. R. R....293*
■Draft Gear, Report of Committee on 262
'Drp.ft Gear, Edw. Grafstrom 186
'D'rait Gear, Improvements in 36.S
Drart Gear, Promising Improvements 374
Draft Gear. M. C. B. Report 206
'.Draft Gear. Westlnghouse Friction 148*
Draft Gear, Westlnghouse, Tests of 350
■ Draft Gear, Westlnghouse 88*
Draft Gear. Capacity of Westlnghouse.
295*, 388
Draft Rigging, A Strong 74
Drawbar Yokes, C, C, F. & I. Co 87*
Drawings. Printing Titles on 26
Driving Box, I. C. R. K. Consol. Locomo-
tive 15*
Driver Brakes, Improved. L. S. & M. S.
Ry 46*
Driver Brakes. Class El. P. R. R 170*
Driving Axles. Class El, P. R. R 167*
Driving Boxes, Lubrication of 264*
Driving Wheel Brakes, Improvement.; b*
Driving Wheels, Cast Steel 42*, 90*, 248
Driving Wheel Flanges. Wear of 133*
Driving Wheels Flanges on 367
Driving Wheel Tires, Flanged 208, 233*
Driving Wheels, Webb's 4-Cylinder Com-
pounds 131*
Drop Testing Machine, M. C. B 296*
Dudley, Passenger Car Ventilation 191
Duplex Locomotive, McC. R. R. R 202*
Dust Guard, Inexpensive 253
Dynamometer Car, C. & N. W. Ry 172*
Dynamometer Car, I. C. R. R 239*
Eaton, J. Shirley, Lectures by 374
Eccentrics, Class El, P. R. R 167*
Eccentrics, Improvement in 72*
Eccentrics, Improved Lubrication 293*
Economies of the Locomotive, Forney... 269
Editorial Correspondence 85, 99, 337
Education in Regard to Locomotives 21
Education of Machinists and Foremen... 19
Education. Plan for. Berg's 341
Efflciences of Electric Street Cars 295*
Eight-Wheel Locomotive. See Locomo-
tive.
Electric Car Lighting 204
Electric Conduit System. "K. A. K." 157*
Electric Motors, Advantages of Direct
Current 249
Electric Motors in Shops 27
Electric Motors in Westlnghouse Air
Brake Works 114
Electric Motors, "Triumph" 361*
Electric Power Distribution in Shops 114*
Electric Power Transmission. Gibbs. .210, 230
Electric R. R., Plan for High Speed 107
Electric Shop Driving. Good Examples... 251
Electric Shop Motors. Capacities of 74
Electric Third Rail System 158
Electricity at Duquesne Works 122*
Electrolysis. Brooklyn Bridge 293
Elevator for Ashes, C. & N. W. Ry 278*
Emancipation of Grates 348
Employees. Encouragement of 252
Employees, Railroad, Number of 288
Engineers in the Navy 48
Equalizers at High Speeds 353
Equalizers for Locomotives 97*
Equalizers for Locomotives, F. J. Cole... 70*
Equalization of Locomotive Weights 97*
Erie R. R.. Talmage System on 138*
Exhaust and Draft of Locomotives 55
Exhaust Arrangements, Vaughan 197
Exhaust. Dual, on Cleveland Locomotive. 146*
Experimental Stage— Misused Term 316
Express Car for Horses. N. Y. C 310*
Fast Run on "Lake Shore" 10
Fast Run on Soo Line 91
Fast Runs. P. R. R.. Atlantic City 23*
Fast Train. Burlington 53
Fast Trains, Comparison 245
Fast Trains, Cost of Running, by ' Hen-
derson 186*
Fast Train in France 357
Fast Trains in Llnited States 35S
Fast Trains. Lehigh Valley R. R 380
Peed Water Heater Regulator. Deems... 154*
Ferrell Wood Fireproofing Process 249
Fiber Stress Due to Impact 17*
Finland. Locomotives for 250*
Fire Kindlers Pneumatic 317
Fireboxes. A Study in. F. F. Gaines 371*
Firebox. Advantages of Wide 144
Firebox, Central Water Leg. Mcintosh.. 190*
Firebox, Class El Locomotive, P. R. R...162*
Firebox, Corrugated. A.. T. & S. F. Ry.. 79*-
Firebox. Movements of Sheets 48,50*
Fireboxes, Necessity for Expansion of — 8-
Firebox, Problem Solved by Wide 244
J'iz-eboxes, Tendency Toward Wider 81,112
Firebox, Wide. B., R. & P. Ry 342*
Fireboxes, Wide, and Combustion 346*
Firebox. Wide, C. & E. 1. R. R 385*
Fireboxes, Wide, Depth of 3S3
Firebox, Wide, and Large Wheels 312*
Firebox, Wide, on D., L. & W. R. R 272*
Firebox, Wide. L. V. R. R 312*
Firebox. Wide, on 8- Wheel Locomotive.. 136*
Firebox. Wide, for Mogul Type 322*
Firebox. Wide, on C. & N. W. Ry..
237*. 301*, 333*
Firebox. The Wide, as Standard, Bell.... 198-
Firebox. Wide, for Soft Coal 103*
Fire in New York Harbor 252
Fireman. The 81
Fitchburg 8-Wheel Locomotive 200*
Flanged Tires for Locomotives 208, 233*
Flange Wear of Driving Wheels 133*
Flange Wear of Wheels. Cause of 124
Flange Wear of Wheels 326
Plat Cars, Steel, New York Central 339*
Foot Plates, Better Needed 238
Forging Machine, C, M. & 'St. P. Ry 329*
Forging Machine, Pneumatic, 1. C. R. R..289*
Forney, Excursion to American Trosachs 317
Forney on Locomotive Economies 269
Forney, M. N., on M. M. Association 212
Forney, M. N., Locomotives in 1900 180
Forsyth, Wm., Locomotive Tenders 45*
Four-Cylinder Tandem Compound Loco-
motive, A., T. & S. F. Ry 63*
Fox Pressed Steel Truck 339*
Frames and Boiler, 12-Wheel Locomotive. 242*
Frames, Class El Locomotive, P. R. R....166*
Frame Fastenings. Wightman's 280*
Frames. Northwestern Type 301*
Frame. Webb's Central, for Crank Axles. 131*
Framing for N. & W. Ry. Steel Car 100*
Freight Houses, Two-Story 381
French State Railways. Locomotive 150*
Friction Draft Gear (see Westlnghouse).
Fulton. J. S. S.. on Wide Fireboxes 244
Furnaces for Brass Foundries 348,357*
Gage for 5 by 9 Journal Box 390*
Gaines, Atlantic Type Advocated 312*
Gaines F. F., Staybolts 9*
Gaines! Heavy vs. Light Locomotives — 196*
Gaines, A Study in Fireboxes 371*
Gauges and Siphons 124
Gas Engines and the Future 96-
Gas Engine, Heating by Exhaust from.. 219*
Gas Engine, Test of 600 H. P 252
Gas Engine, H. K. Porter Co. Shops 60*
Gas Engine, The Bauroth 361
Gas Engine Tests at Different Loads 294
Gas Engine, Westlnghouse, in Boston 219
Gas Filling Valve, Pintsch 325*
Gas from Producers 137
General Electric Co. Shops. Motors in 251
GraduaJBd Dials on Lathe Screws 257*
Goss. Frof.. on the Crewe Works 1*
Grafstrom. S-Wheel Locomotive, Wide
Firebox 136*
Grafstrom, Fiber Stress Due to Impact., li*
Grafstrom. Freight Draft Gear 185-
Grafstrom. Spring Chart 86*
Graphite for Locomotive Lubrication 210
Grates, Advantages of Large 144, 253
Grates. Air Openings in. F. R. R 40*
Grates, B. & O. and Fitchburg R. R.'s.... 40*
Grates, Class El Locomotive. P. R. R....163*
Grates. Emancipation of 348
Grates for Coke Burning 40*
Grates, Y'ingling by Mcintosh 190*
Great Northern Ry., Acetylene Lighting.. 286
Guides, Class El, P. R. R IST*
Henderson. Cost of Fast Trains 186*
Henderson. G. R.. Locomotive Loading... 20^
Heating Shops by Hot Water 291
Hickey John. Cast Steel Bolster 24*
Higglns on Education. Technical 19
Hocking Vallev Rv. 36-ft. 80.000 lbs. Car.. 5*
Hollow Valve Stem and Guide 247*
Hopper for Coal Car 355*
Horse. Express Car. N. Y. C 310*
Horse Power of Locomotives. Cole 176*
Hose Specifications. Air Brake 381
Hot Boxes and Causes, Job 38*
Hot Boxes. Prevention of. on N. Y. C 60
Hot Journals and Oil Pressures 313*, 316
Hot Water Heating for Shops 291
Howard Iron Works, Bolt Cutter 391*
Ideal Fuel Feeder Co.'s System 378*
Illinois Central, Large Tenders 340*
Illinois Central. Large Locomotive Boiler. 242*
Illinois Central Passenger Truck 306*
Illinois Central R. R.. Pneumatic Forging
Machine 289*
Illinois Central R. R. Consol. Locomotive 12*
Illinois Central R. R. Test Car 239*
Impact Tests 32&
Injector. Lunkenhelmer "99" Model 392*
Intercolonial Ry., Cleveland Locomotive. 146*
Indicator Cards, C. & N. W. Ry 304*. 333*
Indicator, Ripper's Mean Pressure 102
Ja-ws, Relative Strengths of 255*
Job. on Hi'aiin^ AJutals ,
Johnson Hopi"*''^. *^".. H. & Q. Ca
.InhnKtmic's St :i\' bolts ,
i
Keroscnt' Kngine. Mietz & VVflss 3!i:i*
Knuckli's of M. L'. B. Couplers, Slots in.. r,s
Krupp Steel Works, Kxteiit ol 3211
Lake Shore & M. S. Ry. Consol. Lot'omo-
tive 37*
Lake Shore & Michigan Southern, Edi-
torial Correspondence ^o
Lake Shore & Miehlgan Southern Ry.,
fast Runs W
Lake Shore & Michigan Southern Tender.lSl*
Lake Shore & Michigan Soulliern, Tender
Scoop 344*
Lancashire & Yorkshire, Locomotive Su-
perheater and Jackets 352*
Lap vs. Butt Boiler Seams 295
Large Capacity Cars, Advantages of 2S1*
Lehigh \'alley R. R. Fast Trains 380
Lehigh Valley R. R. Heavy Locomotives. 196*
Lehigh Valley R. R. Tender Truck 123*
l.,ighting Cars and Buildings by Acetylene 286
Lighting, Electric, for Cars 204
Lighting of Cars, Increase of Pintsch 235
Locomotive. See Compound Locomotive.
Locomoti\'es and Cars, Statistics for,
U. S 258
Locomotive. Atlantic Type, C. & N. W.
Ry 237*
Locomotive, Atlantic Type, French 150*
Locomotive, Atlantic Type, B., C. R. & N.
R. R 375*
Locomotive, Atlantic Type. P. R. R 161*
Locomotive, Chautauqua Type 375*
Locomotive, S-Wheel, C. & A. R. R 56*
Locomotive, 8-Wheel, B. & A. R. R 120*
Locomotive, 8-\Vheel, F. R. R 200*
Locomotive, 8- Wheel, with AVide Firebox, 136*
Locomotive, "Nortiiwestern" Type. ..237*, 301*
Locomotive, "Northwestern" Type, Per-
formance 333*
Locomotive, Mogul, New York Central. .108*
Locomotive "Prairie" Type, C, B. & Q.
R. R 103*, 217*
Locomotive, 10-Wheel Passenger, C, R. I.
& P. Ry 276*
Locomotive, 10-Wheel Passenger, D., L.
& W. Ry 272*
Locomotive, 10-W'heel, for Finland 250*
Locomotive. lU-Wheel, C. R. R. of N. J..328*
Locomotive, lU-Wheel, for Sweden 203*
Locomotive, Consolidation, Carnegie 214*
Locomotive, Consolidation Compound,
"Soo Line" 389*
Locomotive, Consolidation, R. G. W. Ry..2S3*
Locomotive Consolidation, L. S. & M. S.. 37*
Locomotive, Consol., Heavy, I. C. R. R... 12*
Locomotive. 12-Wheel, B., R. & P 342*
Locomotive, 12-Wheel. C. & E. I. R-. R....3S5*
Locomotive, 12-Wheel Compound, C. &
E. I. Ry 84
Locomotives, Decapods and Compounds.. 387
Locomotive, Decapod. "Soo" Line 319*
Locomotive, Balanced, Webb's 1*
Locomotive Boiler, C. & N. W. Ry 301*
Locomotive Boiler Explosion 384
Locomotive Boiler, Corrugated Firebox.. 79*
Locomotive Boiler, Highest Built 242*
Locomotive Boilers, Methods of Support-
ing 76*
Locomotive Boilers on Testing Plants 20
Locomotive Boilers. Scale Prevention.... 138*
Locomotive Boiler Seams, Butt Joints... 295
Locomotive Boilers, Staying for, Cole 33*
Locomotive Boiler Tubes, Long 285
Locomotive Boiler, Very Large, I. C.
R. R 242*
Locomotive Brakes, Improved 6*
Locomotive Cabs, Steel vs. Wood 250
Locomotive, Class El, Pennsylvania R. R.161*
Locom'itive. Center of Gravity of 56, 153*
Loconiutixe Classification. A New 374
Locomotive, Cleveland, Performance 146*
Locomotive, C, B. & Q.. Prairie Type... 103*
Locomotive Combustion and Wide Fire-
boxes 346*
Locomotive, Compound 4-Cylinder 1*
Locomotives, Compound, M. M. Assn 208
Locomotive, Compound, Status of 265
-Locomotives, Compound, Tractive Power. 152*
Locomotives, Cost of Repairs 328
Locomotive Cylinder Cocl^ Large 288*
Locomotive Design, F. J. Vole,
33. 70*, 97*, 176, 307
Locomotive Design, F. W. Dean 74
Locomotive Design. Beauty in 382
Locomotive Driving Box, Cast Steel 15*
Locomotive Driver Brakes, Improved 46*
Locomotive Driving Wheels. Cast Steel.. 42*
Locomotive. Duplex, McC. R. R. R 202*
Locomotive Eccentrics, Brooks Locomo-
tive Works 72*
Locomotive Economies, Forney 269
Locomotive Education 21
Locomotive Equalizers and High Speeds. 353
Locomotive K(|uallzerH, !•'. J. Cole TO*
Locomotive Exhaust and Draft Appli-
ances 55, 11»7
l.,ocomotlve Failures 81
Locomotive Fireboxes (.see Firebox).
Locomotive Fireboxes, Wide, Advantages
of 244
Locomotive Fireboxes, Width and Depth. .183
Locomotive Fireboxes, Wider 112
Locomot.ve Fireboxes — A Study by
Gaines 371*
Locomotive Foot Plates 238
Locomotive Frames, C. & N. W. Ry 301*
Locomotive Frame Fastenings, Wight-
man's 280*
Locomotive Frames, 12-Wheel Locomo-
tive 242*
Locomotive Frames, Offset In "Prairie"
Type 105*
Locomotive "Front End," Turner's 200*
Locomotive Grates, Advantages of Large 253
Locomotive Heating Surface and Weights 50
Locomotive, Heaviest Ever Built 214*
Locomotives, Heavy 81
Locomotive Horse Power, High 333*
Locomotives, Increased Power of 285
Ijocomotives, Increasing Weight of 49, 62-
Locomotives in 190U, Forney ISO
Locomotives, "Lake Shore," Fast Runs... 10
Locomotives, Light vs. Heavy, L. V.
R. R !%•
Locomotive Lubrication 337
Locomotive Lubricator, Powell's 125*
Locomotive Loading and Fuel Economy. 20
Locomotive Mileage, Remarkable 347
Locomotive Parts, Standardization of 16
Locomotive. P. R. R., Class El 22*
Locomotive' Performance 333*
Locomotive Performance, Heavy vs.
Light 196*
Locomotive, Player's Tandem Compound 53*
Locomotive Pooling 57,210
Locomotive, Prairie Type, C, B. & Q.103*, 217*
Locomotive, Saving of Weight in Design-
ing 174
Locomotive Statistics, Ton-Mile Basis — 267
Locomotive Staybolts (see Staybolts).
Locomotive Staybolt Problem, The 382
LocomotiviJ Staybolts. by J. B. Barnes 365*
Locomotive, Steam Jackets, L. & Y. Ry..352*
Locomotive Study, by Graf Strom 136*
Locomotive Superheater, L. & Y. Ry 352*
Locomotive, Table of Dimensions 304
Locomotive Tenders, Wm. Forsyth.
45*, 181*. 211*
Locomotive Tender, I. C. R. R 340*
Locomotive Tires, Flanged 208, 233*
Locomotives. Trials on Otiier Roads 316
Locomotive Truck, Class El, P. R. R 168*
Locomotive Trucks, Repairs to 316
Locomotive Truck Hangers 134*
Locomotive Tubes, Long 285
Locomotive Tubes, Steel 354
Locomotive Types, Confusion in 374
Locomotives, 2-Cylinder Compounds,
Opinion 246
Locomotive Valve Gear, Consolidation 14*
Locomotive Valves, Report on Piston 266
Locomotive Valve Stem. Hollow 247*
Locomotive Valve, Piston 54*
Locomotives, Webb's 4-Cylinder Com-
pounds 131*
Locomotive Weights Increasing 49, 62
Locomotive? What Is the Ideal Passenger 292
Locomotive, Wide Firebox, L. V. R. R...312*
Locomotive, Wide Firebox, Mogul 322*
Locomotive (See Wide Firebox).
London & North Western Locomotive,
4-Cylinder 1*
London & North Western, Webb's Loco-
motive 131*
Long Boiler Tubes for Locomotives 285
Long Material, Loading of 206
Loree, on Cars of Large Capacity 284
Louisville & Nashville R. R. Draft Gear. 293*
Lubrication and Bearings, M. M. Assn... 209
Lubrication and Oil Pressure 313*. 316
Lubrication of Eccentrics 293*
Lubrication Methods 367
Lubricator, Powell's, for Locomotives 125*
Lucol Oil and Paints 93
Lumen Bearing Metal 220
Lunkenheimer Injector 392*
Main Rod. Class EI, P. R. R 167*
Mandrel for Facing Piston Rings ....392*
Marshall, W. H., Weight Saving In Loco-
motive Design 174
Malleable Iron Brake Jaw 292*
Malleable Iron Oil Cup 323*
Malleable Iron Sold as Cast Steel 252
Malleable vs. Wrought Iron Jaws 255*
Manhole Punching Machine, Large 343
Master Car Builders' Association Conven-
tion 205, 222, 227
M. C. B. Coupler Tests, Committee Re-
port 262
M. C. B. Association Drop Testing Ma-
chine 296*
M. C. B. 5V> by 10 Journal Box 275*
M. C. B. Reports 262
Master Car Builders' and M. M. Conven-
tions 222
Master Mechanics' and M. C. B. Conven-
tions 222
Master Mechanics' Association Conven-
tion Report 207, 222, 230
iii
Master Mechanics' Association Future
Usefulness, Forney 212
Master MechanlcB' Assn. on Compound
Locomotives 204
Master Mechanics' Assn. Recommenda-
tions 263
Master Mechanics' Association Scholar-
ships aj4
Master Mechanics' ReiJorts 263
Master Mechanics Wanted 16. 48, 50
Mcintosh, Firebox, Central Water Leg.. 19"*
Mean Effective Pressure In Locomotives. 176*
Mechanical Stokers, Principles of 124
Mellin, Tractive Power of Compound Lo-
comotives 152*
Melville. Admiral, Address by 7
Men The Necessity for Training of &2
Merrill Brothers' Steel Vise 361*
Metals, Protection by Palms 137
Mexican Central Ry. Staybolts 2»
Mietz & Weiss Kerosene Engine 393*
Mileage, Remarkable, for l.,ocomotlve... 347
Milling Cutter, A Remarkable 295
Minneapolis, St. P. & S. Ste. M. Ry. Lo-
cimiot 1 ve 313*
Mogul Locomotive, New York Central... 108*
Mogul Locomotive, Wide Firebox :...322*
"Monarch" Piston Air Drill 93.
Mortenson Nut Lock 179*, 221*
Motive Power Offlcers' Salaries 80
Motive Power Officers, What They Are
Thinking About 81,337
Motive Power Questions 31,337
Motive Power Statistics, Ton-Mile 208
Motors, Arrangement of, in Shops 49
Motors, Direct vs. Alternating for 'Varia-
ble Speeds 249
Motors in Shops, Power Required 74
■ Motor Systems for Shops 210,230
Muchnich's Piston Valve 54*
Murray, J. D., Journal Box Gage 390*
Navy, Engineering in 1 7
New Industrial Situation 96
New York Central. Car for Horses 310*
New York Central, Mogul Locomotive 108*
New York Central, Steel Flat Cars 339*
New Y'ork Central Tender 184*
Nickel Steel Journals 207
Norfolk & Western Ry. Cylinder Cocks.. 288*
Norfolk & Western Ry. Steel Car 100*
Northwestern Type Locomotive.. 237*, 301*. 3.3:5*
Nut Lock, Mortenson 179, 221*
Oil Cans for Locomotives 368
Oil Engine. Mietz & Weiss 393*
Oil Engines, Progress in 255
Oil Engines, Records of 28
Oil Fuel for Locomotives 345
Overheating, Effect on Ductility 282*
on Cup, Malleable, C. R. R. of N. J 323*
Painters' Association, Program 294
Paint for Metal Protection 157
Paris Exposition, Pneumatic Tools 359*
Passenger Cars. Cleaning of 206
Passengers Cars, End vs. Side Doors 247
Passenger Car Trucks, 5 by 9 Journals... 306*
Passenger Car Trucks. Lighter 349
Passenger Car Truck. Four- Wheel.... 321, 290*
Passenger Car Ventilation, Dudley 191
Passenger Locomotive? What Is the Ideal 292
Pennsylvania R. R. Car Ventilation 191
Pennsylvania R. R. Class El Locomo-
tive 22*. 161*
Pennsylvania R. R. Tender, Class El 2U*
Pension System, P. R. R 386
Per-DIem Plan, Slow Progress 253
Pere Marquette R. R. Brake Jaw 292*
Petticoat Pipes on Locomotives, Vaughan 197
Phosphor Bronze, Composition of 265
Piece Work vs. Premium Plan 325
Piece Work Systems IT
Pintsch New Filling Valve 325*
Pintsch Systems of Car Lighting 235
Pipe, a Method of Bending 125
Piston Air Drill 393*
Piston of Cleveland Locomotive 146*
Piston Valve, Allen Ports 54*
Piston Valve, C. & N. W. Ry 304*
Piston Valves, M. M. Assn 210
Piston Valve, New "American" 216*
Piston Valves, C, B. & Q. R. R 105*
Piston Valves, The Coming Valves SI
Piston Valves on Cleveland Locomotive.. 146*
Piston Valves. Packing for 274
Piston Valve Packing Rings 277*
Piston Valves. Port Openings 92
Piston Valves, Report on 266
Pittsburgh, Bessemer & L. E. Locomo-
tive 214*
Pittsburgh Loco. Works, 12-W"heel Com-
pound 84*
Pittsburgh Locomotive Works, Locomo-
Uve 214*, 3So*
Plates, Effect of Overheating 282*
Player's Corrugated Firebox Boiler 79*
Player's 'Tandem Compound Locomotive. 53*
Pneumatic Forging Machine, I. C. R. R..2S9*
Pneumatic Riveting on Fireboxes S8
Pneumatic Tools In England 147
Pneumatic Tool Litigation 204
Pooling of Locomotives, Rhodes 210
Pooling of Locomotives ...< 5*
Poor's Manual for 1900 362
Port Openings and Piston Valves 92
O^
Porter, H. K., & Co., Gas Engine tor
Powdered Coal
Powell's LiOComotive LiUbrlcator
Power House, C. & N. \V. Rv 109»,
Power Station, a lUO.UOO Horse Power
Power of Locomotives 333*,
Power of Ltoconiotives. Cole
Power Required for' Machine Tools,
Table
Power Transmission, Electric, Gibbs..210,
Prairie Type Locomotive, C, B. & Q..103*,
Premium System, The
President Pritchett, Inauguration of
Pressed Steel Cars, Large Order
Pressed Steel Cars, New York Central...
Pressed Steel Trucks, Fox
Pritchett, President, Inauguration of
Prizes to Shop Men
Producer Gas for Boilers
Printing Titles on Drawings
Profiling Machine, Motor Driven
Pullman Trucks, Weight of
Pulverized Fuel
Purchasing Agent and Specitications
Purdue Locomoti\'e Plant. New Plan
. 60*
37S*
,125*
140*
, ss
, 331)
176'
'. 231
, 23U
217'
17
350
36G
33!)*
33a»
350
3S2
137
2ti
61*
349
378*
255
155
Quayle, Robert. Staybolts S
Quereau, Exhaust Draft Appliances 55
Rails, Effect of Large Sections 336
Rails, Hard, Tough Steel, Best 339
Rail Production in United States 377
Railroad Mileage in the United States... 21S5
Rail Washer Tests, Burlington 21
Rand, Jasper R., Obituary 254
Refrigeration of Cars, I. C. R. R 151
Regulator of Temperature of Feed Water. 154*
Remington Billing Attachment 29*
Repairs. Cost of. Locomotives and Cars.. 32S
Repair Shop for Steel Cars, Seley 194*
Richmond Locomotive Works, Locomo-
tive 203*, 250*, 2S3*
Richmond Locomotive Works. Valve
Stem 247*
Riedler Air Compressor, C. & N. W. Ry..l42*
Riveting. Hand vs. Pneumatic 3!«
Rivets, Air Driven, in Fireboxes 35S
Rogers Locomotive Works, Closing of 306
Rogers Locomotive Works, Locomotive... 12*
Roller Attachment for Axle Lathes 57*
Roller Side Bearings, Susemihl 296*
Roundhouses vs. Rectangular Engine
Houses 390*
Roundhouse, The Modern 245
Roundhouse. What It Ought to Be 320
Saddles, Class El Locomotive, P. R. R....164*
Safety Appliance Law, Extended 29
Sand, Advantages of Washing from Rails 21
Sand Blast for Cleaning Iron 124
Sanderson. R. P. C. Staybolts S
Scale Prevention in Locomotive Boilers. .13S*
Schenectady Loco. Works Locomotive,
108*. 120*. 200*, 237*, 301*, 3Si)*
Schlenker Bolt Cutter 391*
Scholarships, Master Mechanics' Asso-
ciation 284
Schwartzkopft, Powdered Coal System 378*
Scoop for Water, L. S. & M. S. Ry 344*
Scrap Material, Methods of Handling 144
Seley. Repair Shop for Steel Cars 194*
Sellers &• Co. Crane at B. L. W 58*
Shelby Steel Tubes for I,ocomotives 354
Ships, Bids for 36S
Shops, Arrangement of Tracks in 80
Shops at Crewe, L. & N. W. Ry 1*
Shops, Baldwin Locomotive Works, Mo-
tors in 251
Shop Boilers, Best Type 234
Shop Boilers, Water Tube 137
Shops C. & W. Ry. Improvements, Chi-
cago' 109*. 140*. 274*
Shop Driving by Electricity, Three Good
Examples 251
Shops, Electric Power in Westinghouse
Air Brake Works 114*
Shop Extensions, C. & N. W. Ry 82*
Shop for Repairing Steel Cars, Seley 194*
Shops, Motor Equipment of 74
Shops, Oelwein. Motors in 251
Shop Power Distribution. C. & N. W. Ry..l40*
Shop Power Transmission. Electric. ..210, 230
Shops, Systems of Motor Driving 49
Shops, Test of Electric vs. Steam Driv-
ing 114*
Shops, Track Arrangements in 113,121
Shops, 'Wlivte Arrangement of Boiler... 188
Side Bearings. Car. Test of 227*
Side Bearings, M. C. B. Report 206, 227
Side Bearing. The Susemihl 296*
Signal and Air Brake Cock 221*
Signal Lights. Tellow. "Big Four" 257
Simplex Bolsters, H. V. Ry 5*
Slack, J. R.. On Fast Trains 358
Slocomb, J. T. & Co.. Lathe Screw Dials.. 257*
Smoke Box Arrangements. Vaughan 19i
Smoke Box, Class El Locomotive, P. (£.
R 163»
Smoke Box. Turner's, F. R. R 200*
Smoke Prevention 145
Soo Line. 12-Wheel Locomotive 319*
"Soo Line" Consolidation Locomotive 389*
Speeds of Freight Trains 321
Spring Rigging, Class El, P. R. K IB6*
Springs, Graphical Chart of 86*
Statistics, Misleading, Motive Power 144
Statistics, Ton-Mile Basis for 267
Steam Piping, Simplicity Needed ziM
Steam Turbine and Superheated Steam.. 353
Steel Cars, Large Order 356
Steel Cars, Repair Shop, Seley 194*
Steel, Taylor- White Process 277
Steel-Tired vs. Cast-iron Wheels 268
Squire on Movements of Firebox Sheets,
48, 50*
Station, Mechanical Plant, Boston 25
Stationary Sliop Boilers 137
Statistics, Ton-Mile Basis 208
Stavbolts i 2«, 8*, 9*. 16, 353. 365*
Stavbolts, Breakage of 113, 121
Staybolts, Flexible 2*, 3o3, 365*
Staybolts, Flexible, in India 320*
Stavbolts, Barnes Improvement in 365*
Staybult Problem, The 382
Staybolts and Fireboxes, Gaines 371*
Staybolt Material, Piling of 9«
Staybolts, Measurement of Flexure 50
Stavbolt Practice, Good i 327
Stays for Crown Sheets, Cole 33*
Steam Gauges and Siphons 124
Steam Heating Plants, Portable, C. & N.
W. Ry 386*
Steam Turbine, Westinghouse-Parsons.. . . 65*
Steamship "Deutschland" 75
Steel Bar Vise, Merrill Brothers 301*
Steel Body Bolster 291*
Steel Cars 112
Steel Cars, Development of 11
Steel Cars, Corrosion of 383
Steel Flat Cars, New York Central 339*
Steel Frame Car, N. & W. Ry WO*
Steel, Nickel, for Journals 207
Steel Rail History and Statistics 377
Steel Trucks. Repairs to 205
Steel Tubes for Locomotives 354
Stokers, Mechanical, Why Fail 124
Storehouse, Some Suggestions 254
Street Cars, Electric, Low Efficiency 295*
Subordinates, Advancement of 252
Swedish Locomotive, Richmond, L. W....203*
Sweney, D. R., Wide Firebox 322*
Switch Engine, Wide Firebox, C. B. & Q..107*
Table of Locomotive Dimensions 304
Table of Tractive Force 308
Talmage System of Scale Prevention 138*
Tank Shop, C. & N. W., Chicago 109*
Tender Coal Gate, of Chains 341*
Tenders, Draft Gear, for L. & N. R. R....293*
Tenders. General Discussion 45'
Tenders. Large, on 1. C. R. R 151
Tenders^ Large, on Illinois Central 340*
Tenders, Recent Improvements in 181*211*
Tenders, 6-Wheel vs. S-Wheel 45*
Tenders, Tendency Toward Large 336
Tender Tanks, Attachment to Frames 144
Tender Tank Scoop, L. S. & M. S. Ry....344»
Tender Truck, Cast Steel, L. & N. R. R.. 73*
Tender Truck, Standard, L. V. R. R 123*
'lender Water Scoop Tests 212*344*
Ton-Mile Motive Power Statistics 2oS
Ton-Mile Statistics for Locomotives 267
Ten-Wheel Locomotive. C. R. R. of N. J..32,S*
Ten-Wheel Locomotive for Finland 250*
I'en-Wheel Passenger Locomotive, C. R.
I. & P. Ry 276*
Ten-W^heel Passenger Locomotive, D. L.
& W. R. R 272*
Ten-Wheel Swedish Locomotive 203*
Ten-Wheel Tandem Compound, Player's.. 53*
Test Car. University of Illinois 239*
'resting. Contraction of Area 360
Test of Arch-Bar Truck Frame 102
Tests of Cleveland Locomotive 146*
Thickness of Boiler Sheets 323
Third-Rail System, the K. A. K 221
Throttle, Chambers Improved 391*
Throttle, Class El, P. R. R 170*
Throttle, Vogt's 301*
Tires, Flanged, for Locomotives 208, 233*
Tool Steel, Remarkable, Taylor- AVhite. .. . 277
Track Arrangements in Shops 80, 113. 121
Track Tank Scoop, L. S. it M. S. Ry....344*
Track Tank Tests, P. R. R. & Lake Shore,
212*, 344*
Tractive Force and Adhesion. Cole 307
Tractive Power, Two-cylinder Compounds. 152*
Trains, Cost of Running Fast. Henderson. 186*
Trains, Fast, Lehigh Valley R. R 380
■ Train, Fast, in France 357
Trains, Fast, in United States 358
Trains Fast, on A. T. & S. F. Ry 139
Trains. High-Speed, Comparison..' 245
Train Lighting from the Axle 248
Train Pipes, Leaky 384
Trains. Speed of Freight 32]
Transportation at Low Cost 297
Traveling Engineers' Association 318
Triple Valve Tests, M. C. B. Association.. 206
"Triumph" Electric Motors 361*
Truck Brakes. Class El. P. R. R 170*
Truck. Cast Steel for Tenders. L. & N.
R. R 73*
Truck Class El. P. R. R 168*
Truck' .80.000 Pounds Capacity 271*
Truck for N. & W. Ry., Steel Car 102*
Trucks, Four-Wheel vs. Six-\\'heel..290*, 306*
Trucks, Four-Wheel for Passenger Cars.. 290*
Truck, Fox Pressed Steel 339*
Truck Frame, Test of Arch Bars 102
Truck Hangei's for Locomotives 134*
Truck, by Brill Company 59*
Trucks. Lighter, for Passenger Cars 349
Trucks. Passenger, Four-Wheel 321
Trucks, Repairs of Pressed Steel 205
Truck Scales. Deck vs. Housed 360
Truck. Standard Tender L. V. R. R 123*
Trucks. Swing-Beam vs. Rigid 341. 373
Tubes. Galvanizing of 270
Tubes. Limit of Length of 209
Tubes, Long, for Locomotive Boilers 285
Tubes. Steel, for Locomotives 354
Turbines, Economy of, at Westinghouse
Air Brake Shops 114*
Turbine, Westinghouse-Parsons 65*
Turner's "Front End" 200*
Twelve- Wheel Locomotive, C. & E. I.
R. R 385*
Twelve-Wheel Compound, C. & E. I. R. R. 84*
Twelve-Wheel Locomotive 342*
Twelve-Wheel Locomotive, "Soo" Line... 319*
Two-Cylinder Compoimds, Opinion of 246
Types of Locomotives. New Classilication 374
Typewriter, Billing Attachment 29*
University of Illinois, Test Car 239*
Valve. Allen Ported. Piston 54*
Valvei "American," Piston 216*
Valve, Balanced, Class El, P. R. R 168*
Valve, Double Ported, on Compounds 247
Valve Gear, I. C. R. R. Consolidation Lo-
comotive 14*
Valve Motion, Class El, P. R. R 168*
Valve, New Pintsch Pilling 325*
Valves, Piston, C. B. & Q. R. R 105*
Valves, Piston. Cleveland Locomotive 146*
Valves, Piston, M. M. Association 210
Valvesj Piston, Packing for 274
Valve, Piston, Packing Rings 277*
Valves, Piston, Port Openings 93
Valves, Piston, Report on 266
Valves, Piston, the Coming Valves SI
Valve Stem and Guide, Hollow 247*
Vauclain, on Long Locomotive Tubes — 209
Vaughan, Rail Washer Tests 21*
Vaughan, DeHector in Front Ends 197
Ventilation of Passenger Cars, Dudley — 191
Vise, Steel. Merrill Brothers 361*
Voltage for Motor Circuits 210
Vogt's Throttle, Guide, etc.. Class El Lo-
comotive, P. R. R 161*
W.anted, • A Good Railroad 248
Water Raised by Tender Scoop, P. R. R..212*
Water Scoop, L. S. & M. S. Ry 344*
Water Scoop Tests 212*, 344*
Water Service for Locomotives 337
Water-Tube Boiler and Heating Surfaces 253
Wat^-Tube Boilers in Navy 23
WatdP-Tube Boilers, Value of Different
Tiers of Tubes 253
Water Tubes in Locomotive Fireboxes 73
Water-Tube Shop Boilers 137
Webb's Crank Axles 131*
Webb's Four-Cylinder Compound Locomo-
tives 1*, 131*
Wegener Process of Powdered Fuel 378*
Weights of Locomotives, Increasing 49, 62
Weight. Saving of, in Locomotive Design 174
Wheels, Flange Wear of 249, 326
Wheels, Relative Merits of Steel and Iron 207
Whyte. Arrangement of Boiler Shops 188
Whyte, F. M., on 5',i by 10-in. Journal
Box 275*, 284
Wh.\-te's Locomotive Classification 374
Wide Fireboxes (see Firebox).
Wide Fireboxes, Advantages of 337,348
Wide "Fireboxes and Combustion 346*
Wide Fireboxes, Emancipation of Grates 34S
Wightman's Cylinder and Frame Fast-
ening 280*
Wilson's New Piston Valve 216*
Wood Fireproofing, Ferrell Process 249
Westinghouse Air Brake Works, Electric
Power in 114*
Westinghouse Air Reservoirs, Change in. 374
Westinghouse Draft Gear. Capacity of 295*
Westingffouse Draft Gear, Tests of 350
Westinghouse Friction Draft Gear,
88*, 148*. 350
Westinghouse Friction Buffers in a Wreck 388
Westinghouse Gas Engine 60*
Westinghouse Gas Engine in Boston 219*
Westinghouse, New Office Building 150
Westinghouse-Parsons Steam Turbine 65*
Wheels Cast-iron vs. Steel-Tired 2Sg
Wheel. Circumference Measure WS
Wheels. Driving. Cast-Steel 42«
Wheel Flanges, Driving, Wear of 13S«
W'heel Flange Wear, Cause of 124
Yerkes, Sliding Coupler Yoke 7J!
Yoke for Couplers, Yerks •»,
Y. M. C. A. Conference aW
janoary, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL.
—.AMERICAN—.
LNcmEER
RAILROAD^JOURNAL
JANUARY, 1900.
CSOJSTTEJMTS.
iLI.ttSTEATTCD ARTICLES: PaKO
The Crewe Works, L. & N.W.Ky. 1
Flexible .Staybolls 2
SO.WW Pound Car. H. V. Ky h
Iiiiproveinent in Driver Brakes.. U
•Staybolt i*roKrc.s8 1»
Consolidation Locomotive, I. C.
H. K 12
Fiber Stress Due to Impact 17
V. K. R. Class El Locomotive. . . 22
Cast Steel Kody Bolster 24
An Air Lift Pump 27
Remington Billing Attachment. 28
MiSCKLLANKOl'S ArTICLKS :
Engineering in the Navy 7
Ktaybolt Progress 8
High .Speeds on the " Lake
Shore" 10
Development of the Steel Car.. . . 11
Paying (or Work Done.
17
Page
Education of Machinists, Fore-
men and Mechanical Engi-
neers . . ly
Heavy Trains and Locomotive
Economy 2(1
Locomotive Boilers on Testing
Plants 20
Hail Washer Tests 21
Locomotive Education 21
Water Tube Boilers in the
Navy 23
American Society of Mechanical
Engineers 2.5
Mechanical Plant of Boston
Union Station 25
Printing Titles on Drawings 26
Oil Engine Performance 28
Editorials:
Master Mechanics Wanted 16
Compound Locomotives, by
Webb 16
The Staybolt Question 16
Laboratory Tests of Locomotive
Boilers 16
AN AMERICAN OBSERVER ABROAD.*
IV.
THE CREWE WORKS.
London & Northwestern Railway.
By W. F. M. Goss,
Professor of Experimental Engineering,
Purdue University, Lafayette, Ind.
The works of the London & Northwestern Railway at Crewe
extend over an area of one hundred and sixteen acres, of
which thirty-six are under roof. Within the works six thou-
tirely a new creation, while the latter has been gradually
brought to its present state from the small beginnings of
af;arly sixty years ago. Horwioh, therefore, has the advantage
of a more orderly arrangement, but Crewe Is .still the more
extensive, and conducts a greater diversity of operations. Its
forty or more shops include, besides those especially devoted
to the construction and repair of locomotives and cars, others
which serve in the production of various supplies and materials
for the several departments of the road.
A rail-mill produces all rails needed for the tracks, work at
I he time of my visit being upon a lO.o-pound section rolled in
lengths of Hfl feet. The spring-steel used at Crewe, of which
large quantities are required for the long flat springs of
I3ng]ish cars, is all manufactured within the works. A fine
shop, presenting a large unobstructed floor, and having a
machine equipment near at hand, is employed upon switch,
crossing, and special track work, while a neighboring depart-
ment turns out great quantities of interchangeable equipment
for switch and signal towers.
A general machine-shop bu Ids machinery for water-stations,
new shop-tools of up-to-date design, cranes of various types
for freight stations, baggage-lifts for passenger stations, high-
.speed steam engines for driving dynamos direct-connected,
and makes repairs on the machinery of the company's tug-
boats and steamers. I found this shop well filled with new
work in great variety.
The massive steel castings of a powerful hydraulic press
designed for steel forging occupied the heavier machines, and
the parts of a large lathe were being assembled on the erecting
floor. All castings, whether of iron or steel, are products of
the works.
Another department makes dynamos and the smaller elec-
trical fixtures and supplies needed for crane work, and for
station lighting. Out of doors an extensive brick yard is oper-
ated, the product of which is entirely consumed along the
line, and in a corner of the pattern-shop, which is railed
off from the rest of the room, most excellent wooden arms
and legs are made for employees of the road who have suf-
fered mutilation in its service.
It was impossible in a single afternoon for one to see even
the external form of so large an establishment, but my under-
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Four-Cylinder Compound Locomotive— London St Northwestern Rv.
Cviinders, High Pressure. 15 Inches; Low Pressure, IQ^i Inches by 24 Inches Stroke.
Balanced on the Strong System.
sand men find employment, and behind all and iu all is the standing is that so far as is practicable, all manufactured
vigorous personality of the well-known Chief of Motive Power,
Mr. F. W. Webi).
My trip to Horwich, concerning which I have already writ-
ten, had prepared me for Crewe, for a similar business con-
ception underlies both establishments. But the former Is en-
•For previous article see Vol. 73, page 375.
articles needed by the various departments of the road are
made at Crewe under the direction of the locomotive depart-
ment, the value of materials supplied by this department to
other departments of road amounting in round numbers to
$4,000,000 a year.
An intei-esting feature of Crewe is its immense banks of
AMERICAN ENGINEER AND RAILROAD JOURNAL.
coal. The explanation is that the road uses somewhat more
than a million tons of coal a year, that the possibility of
strikes at the mines makes delivery at a constant rate so
uncertain that a large supply must always be carried. The
piles are formed within retaining walls constructed of the
larger blocks of coal, with sufficient care to give a regular
outline and a smooth exterior surface. They rise to a height
of eight or ten feet only, and extend along the lines of track
from which the coal was delivered. All are without covering.
Similar but smaller piles are to be seen at intervals along
the road, and when near stations the exterior walls are not
infrequently decorated with a coat of whitewash.
Mr. Webb has 2,800 locomotives, the heavy repairs upon
which are made at Crewe. Many very old engines are still in
service, and consequently there is a large number of different
types to be cared for. Seven hundred engines, however, have
similar cylinders and similar boilers. The boiler shop contains
long rows of repaired boilers, ready to go out on any engine
of the class for which it is standard. Other details have in
some cases been standardized to cover a still greater number
of engines; for example, it is said that, "there are but two
eccentrics on the whole road."
The new work in progress includes an installment of heavy
simple engines, and an installment of four-cylinder compounds,
the two classes being quite similar except as to cylinder ar-
rangement and the details depending thereon.
These locomotives in common with the new engines of the
Lancashire and Yorkshire, to which I referred in a previous
letter, have a "center frame" which in its present form at least,
constitutes a new element in locomotive design. The center-
frame is a deep cast-steel member, extending longitudinally
from the cylinders to a cross-brace back of the main axle.
Its purpose is to provide support for a third bearing on the
crank-axles, for which the straight portion between the cranks
serves as the journal. With the addition of this bearing, the
full length of the crank axle, except that portion which is
taken by the wheels and the webs of the cranks, is utilized
as journal surface, a condition made possible by the use of
the Joy valve-gear and the consequent absence of eccentrics.
The center-bearing is not allowed to carry any considerable
portion of the weight of the engine, but is designed chiefly
to resist the thrust of the cranks.
Nothing which I saw at Crewe interested me more than
the new compounds, which are referred to by Mr. Webb as
locomotives of the "Black Prince" class. I was especially
fortunate in seeing a half-dozen of them coupled together,
which had been pulled out fresh from the shops for the inspec-
tion of the directors, and a very fine and business-like pro-
cession they made. They are not large engines, as Americans
measure size, but they are more powerful than any previously
existing type on the London &. Northwestern Road. The wheel
arrangement is that of the "American type," the four coupled-
wheels having a diameter of 85 inches, and the four truck-
wheels a diameter of about 50 inches. There are two 15-inch
high-pressure cylinders outside of the frame and two 20i/i-inch
low-pressure cylinders inside of frame, all of 24-inch stroke.
The cranks on the axles are opposite those in the wheels, thus
making possible a perfect balance of the reciprocating parts,
the whole arrangement, so far as cylinders, cranks, and recip-
rocating parts are concerned, being similar to that of the
Strong, balanced, compound locomotive which was tested at
Purdue two years ago, and with which the readers of the Amer-
ican Engineer are familiar.
The Joy valve-gear of the engines of the "Black Prince" class
takes its motion from the low-pressure connecting rod and
communicates directly with the low-pressure valve-spindle,
all as in simple engines. But the low-pressure valve-spindle
is extended through the front of the valve-box where it con-
nects with a rocker which serves to transmit motion to the
high-pressure valve-spindle. Thus the valves of the outside
cylinders are driven from the motions of the inside cylinders.
Comparing the new compound with the highest development
of the Webb three-cylinder compound, which is represented
by the class to which belongs the "Empress Queen," exhibited
at Chicago in 1893, one finds that the engines are quite similar
in several important respects. They have the same diameter
of drivers and practically the same cylinder volume. The new
engine is, however, designed for a pressure of 200 pounds,
which is 25 pounds more than is carried by the "Empress
Queen," and It is probable that its boiler has a greater area
of heating surface, though judging from appearances alone
the increase is not great. Since the new engine with dimen-
sions but little increased as compared with those of an older
type is regarded as much more powerful than any of the
previously existing types of the road, it is evident that the
designer attaches no small significance to those features of the
four-cylinder compound which are new to his practice.
The English, generally speaking, are not now interested in
the compound problem, but the vigor with which Mr. Webb
has labored in its development has been uninfluenced by any
lack of sympathy which he may have encountered. He began
his experiments twenty-one years ago, and three years later
built at Crewe his flrst three-cylinder compound, a type now
generally known by his name. The number of compounds was
soon after increased to thirty. Following this flrst lot there
appeared at various intervals between 1882 and 1899 five other
lots of from ten to eighty engines each, making the total num-
ber of compounds now in service one hundred and eighty, dif-
ferences in the engines of the several lots representing progress
in design, or being in response to the requirements of different
classes of service. The twenty, four-cylinder engines now in
process of erection will increase the number in service to two
hundred. In a paper before the June meeting of the Institution
of Civil Engineers, Mr. Webb describes his various types and
testifies as to their satisfactory performance in service.
FLEXIBLE STAYBOLTS.
By F. W. Johnstone.
Superintendent Motive Power and Machinery.
Mexican Central Railroad.
I have for a long time been working on the staybolt prob-
lem and consider it very important.
The small blue print under date of Sept. 7th, 1899 (Figs. 1
to 4) represents the flexible staybolts as we are now applying
them to locomotives on this road. We use very bad water on
some sections of this road and the number of broken staybolts
discovered each month is simply enormous. In one lot of
nine engines running in a hard-water district we renewed 1,114
broken staybolts during the three months of August. Septem-
ber and October, 1899. All of our engines are inspected every
thirty days, and broken staybolts are renewed immediately
after the inspection has been made. These nine engines are
all comparatively new, having been built since the spring of
1897. They were built by one of the best locomotive works
in the United States and the best known grade of staybolt iron
was used. The staybolts are % Inch in diameter except the
four upper rows on the side sheets, which are 1 inch in diam-
eter, and all staybolts are spaced 4 inches centers. These
engines carry 180 pounds of steam.
I estimate that we will have to replace more than 20,000
staybolts during the year 1900. Some of these bolts, which
are easy of access, can be put in at a cost not to exceed $1.00,
while others will cost $10.00 apiece, due to the labor of taking
down and replacing such parts as the reverse lever quadrant,
springs and spring rigging, etc. This matter of broken stay-
bolts has become so serious that we were obliged to devise
some method of reducing the cost of renewals and avoid throw-
ing the engines out of service every thirty days to make these
renewals, and we have settled upon these flexible staybolts as
the remedy for the evil. Not one staybolt out of five thou-
sand is fotind broken next to the firebox sheet; they are invari-
jANCARr, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL
P'g- ' _ Fig. 2 1:! Tliro»J. U, r
D
OuwMo shell or boltor..
Fig. 4
Cup A I
Btmj or HAllMbU
Dn«orM«ll»bl«L i»y J Iron
I XolB
Fig. 8
Fig. 9
Fig. JO
1 Staj boll Iiuld« of pipe
1 SinU 3!<
FlK. 7
Fig. 5
chipped to raoint.itc t:ippliig hole stniighl.
Fig. n
al)l.v found broken jnst at the inner edge of the outside sheet,
and if we can make this portion of the staybolts flexible so
that the bolt can adjust itself to the expansion and contraction
of the firebox sheet, we shall overcome the difficulty of broken
staybolts, and I believe we have accomplished this end. We
have put a number of these staybolts in service and are put-
ting them in every day, especially when renewing staybolts
in the upper rows, as we find the largest number of them
broken in the upper front and back corners in the side sheets,
although we find broken staybolts distributed all over the
firebox, even in comparatively new engines. Our present
method of manufacturing these staybolts is as follows:
We use mild steel in bars 1% inch diameter, a piece 1% inch
long is cut off of this bar and one end roughly hammered
into a square. Fig. 1. These plugs are then put into a jig and a
hole 1% inch in diameter by "s inch deep, drilled in the end.
A number of the plugs are then heated together in a fur-
nace, and as we have no drop hammer we use one of our
steam hammers for forming the plug. The die, Fig. 5, in
which the plug is formed, is placed upon the anvil of the steam
hammer. The heated plug is dropped into the top of the die
and a punch. Fig. 6, which is already inserted in the guide
or holder, Fig. 7, is placed over the die, and one blow of the
hammer finishes the plug in the form shown in Fig. 2. We
find it necessary to put two handles on the punch guide, as it
was too heavy for one man to handle.
The staybolt proper has a ball formed on the end in an
ordinary bolt-heading machine: the thread on the other end
of the staybolt is cut in an ordinary bolt cutter: as the stay-
bolt is free to revolve in the plug, there is no necessity of
the thread on the staybolts being cut in unison with the
thread on the plug. The staybolt is then put into a chuck
fitted to a small lathe, the tool rest of which is so arranged
as to revolve around a pin immediately under the center of
the ball. The tool post is fed up against a stop, and then
the tool is moved around in a semi-circle by a hand lever. This
AMERICAN ENGINEER AND RAILROAD JOURNAL.
turns the bail on the end of the staybolt perfectly true and
does the work very rapidly. The next process is to heat the
plugs, as shown in Figure 2, and crimp or close them down
around the ball on the end of the staybolt. At present we
are crimping the plugs by hand, using a light flatter and light
sledge, but we have designed a machine for doing this crimp-
ing by power, and when this is perfected the closing will
be done by cheap labor. The last process is to cut the thread
on the plug. This is done in a lathe, the thread being finished
by running a solid die over the plug. The whole process of
manufacturing these staybolts is done by cheap labor, and the
cost of labor for manufacturing a complete staybolt does not
exceed nine cents in gold.
I have made several tests of these staybolts and find that
when the plug is screwed through the plate until the inside
edge of the plate is opposite the center of the ball so that
the plate offers no re-enforcement to the plug, it requires more
than 20,000 pounds to pull the ball out of the plug. Where
the plug is screwed into the plate, as shown in Fig. 3, the
plate re-enforces the plug to such an extent that the bolt breaks
under a strain of from 28,000 to 30,000 pounds without even
loosening the ball in the plug. As these staybolts have to re-
sist a strain of only about 3,000 pounds in service, we find that
the staybolt has a factor of safety of from six to ten, and is
therefore perfectly safe.
In tapping out the holes in applying these staybolts we
use a hollow tap for me outside hole, inserting a rod to guide
the tap. In tapping the hole in the firebox sheet, where we
find it necessary, we use a bushing on the outer end of the
tap simply to guide the tap, and as there is no necessity for
having the holes tapped in unison with each other, they can
be tapped separately and there is no danger of stripping the
thread on either end of the staybolt.
In applying the staybolts, one man screws in the plug from
the outside, while another man on the inside of the firebox
turns the staybolt. The plug and staybolt are free to adjust
themselves to the threaded holes in the two sheets, and are
readily screwed into place. After the end of the staybolt is cut
off on the inside of the firebox it is hammered over in the
usual way, a holding-on bar being placed against the back
of the plug on the outside of the firebox.
In Fig. 9 is shown our standard crown stay. This consists
of a through bolt with a button head under the crown sheet,
a spacing piece formed of 1-inch gas pipe between the crown
sheet and the shell of the boiler, and a cap nut screwed on
the upper end of the stay with a copper washer under the
nut. We have a number of Belpaire fireboxes, which have
been running for several years, equipped entirely with these
crown stays, and we find them by far the most satisfactory
arrangement of crown stays we have ever tried. When it
becomes necessary to remove one or more of these stays for
the purpose of straightening the sheet, we take them out in
a few minutes, make the necessary repairs and replace the
saoae bolts. Heretofore we have used sling stays in the four
front rows, allowing some flexibility to accommodate the ex-
pansion of the flue sheet, but as these sling stays occupied
so much of the space, we found it impossible to get at the
crown sheet from the barrel of the boiler for the purpose
of scraping off mud and scale which accumulates on the top
of the sheet. To overcome this difficulty we have devised a
flexible crown stay, as shown in Fig. 8. These flexible stays
take the place of the four rows of sling stays, and we are
now getting some locomotives built by the Baldwin Locomo-
tive Works in which the four front rows, two back rows and
two rows on either edge of the crown sheet are equipped
with these flexible stays. Fig. 8. all the rest of the stays
being of the rigid form, as shown in Fig. 9.
Referring to Fig. 8, it will be seen that we use a spacer
formed of 1-inch gas pipe, a washer resting on the top of this
spacer and a nut screwed down firmly on the top of the
washer. This insures a proper fit between the button head of
the crown stay and the under side of the crown sheet, but
it will be seen by the construction of this crown stay that
the sheet is free to expand upward, cai-rying the crown stays
with it, as in the case of the sling stays, and when the boiler
lias uecome warmed up and the steam pressure has accumu-
lated, the outer sheet expands and the washer seats itself
on the shoulder provided in the bushing. This crown stay
is also readily removed and renewed without having access
to the inside of the boiler.
Figure 10 shows the radial stay which we propose to use
in the construction of wide fireboxes. The principle is ex-
actly the same as in Fig. 9, but we introduce the bushing, E,
and form a steam joint with the copper washer between the
cap nut, D, and the bushing, E. Figure 11 shows the style
of cross stay that we have adopted. In trying to design a
cross stay which could be readily removed and replaced with-
out destroying the ends of the stay or the threads in the
boiler plates when it becomes necessary to clean the crown
sheet, we designed a number of different styles of these cross
stays and submitted them to Mr. Vauclain of the Baldwin Loco-
motive Works, as we. wished them introduced into the engines
now being built by these works for this company, and upon
the last suggestion by IVtr. Vauclain we have now got it down
to its present form and feel satisfied that it will answer all
of the requirements. It will be seen that this cross stay
can be taken out and replaced without removing the crown
stays, or having access to the interior of the boiler.
Ihe process of introducing this stay is as follows: First,
sciew in the bushing, F; second, screw the cross stay iuto
the bushing, F; third, screw in the bushing, G; fourth, back
on tiie cross stay until the collar is against the bushing, G;
imh. screw on the cap nuts, DD.
I wo fireboxes, one a Belpaire, and the other wide, were
designed so that a comparison could be made on the same
class of engine and the cost obtained, with the view of in-
liouucing some of the wide fireboxes for trial on this road.
Ihese boilers give examples of the application of the crown
stays above described. By referring to the wide firebox. Fig.
12, it will be seen that the four center rows of crown stays
are exactly like Fig. 9, tapering copper washers being used
under the cap nuts, and the other ten rows on either side
of these four rows affe provided with crown stays as shown
in Fig. 10. With this arrangement we have a firebox practically
equipped with flexible stays, and we may feel reasonably
assured of having no reports of broken staybolts in boilers
of this construction. The only rows of ordinary screw stay-
bolts in the side sheets are down close to the mud ring. There
is little probability of these giving trouble, due to the re-
duced amount of expansion in so short a distance, but should
these staybolts and those in the throat sheet and back head
give anyirouble in service we would renew them with the
flexible staybolts first described, and we would have a boiler
with the firebox perfectly stayed and yet flexible in all direc-
tions. Such a firebox should not develop cracks as readily
as with the ordinary system of staying; certainly we should
feel no uneasiness as to the safety of this boiler, and in these
days of high boiler pressure that is a very important consid-
eration.
Mr. Edwin M. Herr has been appointed General Manager
of the Westinghouse Air Brake Company. He has been Assist-
ant General Manager since he left the Northern Pacific as Su-
perintendent of Motive Power. He has instituted a number of
extensive improvements in the manufacture of the air brake
equipment and is engaged upon the application to the air
brake business of the principles which made his success in
railroad work. This is a pleasing recognition of his value, and
the result will doubtless be to relieve Mr. H. H. Westinghouse,
Vice-President, of many of the details of the affairs of the
company. Mr. John F. Miller has been appointed Assistant
Secretary.
JANDA.RY, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. B
--J6H}'
■ *• <otil hox
r
:36-Foot 80,000-Pound Coal Car with Siding
iHockinglValley
36-FOOT 80,000-POUND COAL CARS.
Hocking Valley Railway.
S. S. Stiffey, Master Mechanic.
These cars are of wood, and are arranged to give large cubical
capacity by placing the sideboards outside of the stakes. Their
weight is 29,000 pounds.
In designing large capacity cars it is a problem to obtain
sufficient cubical capacity without increasing the length more
than is desirable or increasing the height of the sides to such
an extent as to he inconvenient in loading and unloading.
Therefore the construction here described undoubtedly offers
several advantages.
In this design Mr. Stiftey was confined to a certain height
and to the length of sills of the cars of 60,000 pounds capacity
which were in use previously. To meet these conditions the
number of longitudinal sills was increased from six to eight
and large stakes were used, with sufficient width to extend a
toe down against the inside face of the side sill. To prevent
the side sills from rolling o>it under the strain which tends
Outside of the Stakes and Simplex Bolsters.
Railway.
to bulge the sides of the car. two yg-inch tie rods are intro-
duced nearly over the needle beams and across the car near
the floor line, the effect of which is to tie the side sills together
at the top.
The principal reason for introducing two additional sills was
to prevent the floor from crushing down when hydraulic press-
ure is applied to the sides of the cars to clamp them to the rails
during the operation of dumping on the Brown Hoisting and
Conveying Machine Company's machine at the docks where the
cars are placed in cradles and turned over bodily in unloading^
The length of the car over end sills is 36 feet, the width
inside the box is 9 feet 4 inches, and the height of the sides
is 3 feet 7 inches. By means of the arrangement illustrated
the original capacity of the 60.000-pound cars, which was 87U
cubic feet 1,242 cubic inches, has been increased to 1.191 cubic
feet 792 cubic inches, these measurements being taken with
the assumption that the cars are level full.
The truck which was designed for this car is also illustrated
in the engravings. There are now 2.500 of these cars in service
and Mr. Stiffey states that they have brought out many favor-
able communications from people interested in increasing the
6
AMERICAN ENGINEER AND RAILROAD JOURNAL.
capacity of coal cars. These cars are equipped with steel bol-
sters. The Simplex bolsters were applied to 2,000 of them, as
shown in the engravings, and the remainder have bolsters
made by the Pressed Steel Car Company. The cars have the
M. C. B. 5 by 9-lnch axles and M. C. B. springs. The malleable
castings were made by the Dayton Malleable Iron Company,
including the Dayton malleable iron brake lever, Dayton brake
wheel and the Hoey draft rigging. It should be stated that
the bolsters were designed to carry the cars free of the side
bearings.
A GREAT IMPROVEMENT IN DRIVER BRAKES.
The clumsiness and unnecessary weight of the usual driving
brake attachments to locomotives is shown in an almost
startling way by a glance at a well designed arrangement,
and it seems strange that the improvement was delayed so
long. It surely was needed badly enough. In this case, the
air brake has been considered, as it ought to be, as an integral
part of the locomotive, which is to be provided for in the
design of the details instead of putting it on as an attachment.
An Example of Good Design in Driver Brakes.
-nzL
XjIZ~
■f
An Example of Common But Bad Design in Driver Brakes.
T
Objectionable Practice in the Use of Castings.
Mr. R. H. Soule has resigned as Western representative of
the Baldwin Locomotive Works at Chicago, to re-enter railway
service. Mr. Soule was formerly Superintendent of Motive
Power of the Norfolk & Western, and has been with the Bald-
win Company since August, 1897. Mr. Soule is an ideal mo-
tive power officer and we shall congratulate the road which
is fortunate enough to secure his services.
Mr. S. P. Bush has resigned as Superintendent of Motive
Power of the Pennsylvania Lines. Southwest System, effective
January 1, to accept the position of Superintendent of Motive
Power of the Chicago, Milwaukee & St Paul, which position
was made vacant by the resignation of Mr. J. N. Barr, who
went to the B. & O. Mr. Bush is but thirty-six years of age
and is a graduate of Stevens Institute. He entered the ser-
vice of the Pennsylvania in 1884 as special apprentice, and has
worked his way up to the very important place he holds with
the foremost motive power men of the country.
Mr. William Wright, General Foreman of the Vandalia at
Tefre Haute, has been appointed General Superintendent of
the McKees Rocks plant of the Pressed Steel Car Co.
as if an afterthought upon the completion of the construction
in other respects.
These engravings show two examples of very common prac-
tice contrasted with a new arrangement which does not involve
any new principle except a complete provision for the attach-
ment of the brake in the construction of the frames. The new
plan was worked out by the American Brake Co., for new ten-
wheel engines for the Chicago, Rock Island & Pacific. The
old arrangement makes use of various castings and forgings
of different shapes, and is attached by means of a large number
of bolts with double nuts.
The hanger support between the middle and rear pairs of
driving wheels is of special construction necessitated by the
construction of the frame when a hanger link is required
for the spring equalizer. It will be observed that in order to
apply these plates to the frames, without requiring too large
and objectionable bolts through the frames, hanger links are
required throughout and the work is thereby greatly compli-
cated and the number of bolts materially increased. Cross
section views are shown which, together with the plan view,
give a good idea of the complications which arise from the
necessity of applying driver brakes to such frames.
JANITAIIV, l'.10l>.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 7
This adds an appreciable weigiit and places most of It very
unfavorably, at the back ends of the frames. Now that so
much study is given to the removal of unnecessary weight,
the possibility of saving about 900 pounds, which is done by
the new plan, should recommend it to locomotive men gener-
ally. This represents the weight which may be saved when
the heavy fulcrum eastings and cast frame braces are dis-
placed by the light parts forged to the frames. The drawing
of the old plan does not include the heaviest castings that are
often used between the horizontal and inclined members of the
frames. Furthermore, the new arrangement has the appearance
of being designed instead of the apparatus being "thrown at
the engine," as one motive power officer put it. on glancing
at these drawings.
The Rock Island method employs fulcrums in bosses forged
upon the frames, and it is clear that a great reduction in the
number of parts is effected and at the same time there is a
material gain in strength, and probably no Increase in cost.
The use of auxiliary bolts is avoided and the strength of the
frames is not sacrificed by drilling large holes through them.
The design is one which will recommend itself to all mechani-
cal engineers entirely aside from the important consideration
of weight. The advantages of these bosses are specially clear
in connection with cast steel frames.
The fulcrum of the cylinder lever is made a part of the frame
and is provided with a stiffening brace vertically over it be-
tween the two bars of the frame. This takes the place of the
usual spacing casting which also supplies a bearing. It is not
more difficult to make than the struts which are welded into
the frames of heavy engines at the equalizers and once made in
the frame it is permanent. This Rock Island engine has 110,000
pounds on the driving wheels and a braking force of 82.500
pounds, with 12xl0-inch cylinders. The cylinders are placed
with their axes vertical, which is one of the minor advantages
gained. The merits of the improvement are so clearly seen
in the drawing as to lead to the conclusion that it. or some-
thing similar, will become common practice. The engravings
illustrating the usual practice represent the best of common
practice, and it is safe to place the saving of weight, usually
possible, at 1.000 pounds. The saving, however, is not in
weight alone but in maintenance. This new plan is recom-
mended by the American Brake Co. and is illustrated through
the courtesy of the Westinghouse Air Brake Co. It is not
entirely original, as the later engines of the Pennsylvania have
excellent designs of driver brakes involving the principles here
described.
ENGINEERING IN THE NAVY.
PRESIDENTIAL ADDRESS BY ADMIRAL GEORGE W.
MELVILLE.
American Society of Mechanical Engineers.
The position and life work of Admiral Melville. Engineer-in-
C'hief of the United States Navy, promised an instructive and
valuable address, and it was forceful, inspiring and satis-
factory as showing the influence of the engineer in the high
development and efficiency of our naval protection.
Every American was naturally proud of the fact that the
first successful steam vessel was the work of an American
engineer, but it was not so generally known that the same
American, Fulton, designed the first steam war vessel of any
navy. He referred to the "Demologos." intended for use in the
War of 1812. but not completed until 1814. after the close of
that conflict. The real beginning of naval engineering, how-
ever, was when the steamer ■'Fulton" was built in 1836 and in
that year Mr. Charles H. Haswell, the "Nestor of engineering
in this country," became the first chief engineer in our navy.
The wonderful rapidity of naval engineering development was
strikingly shown by reference to the fact that the first chief
engineer was still alive, in full possession of his faculties and
in the active practice of his profession to-day.
High tril)Ute was paid to Isherwood, who had demonstrated
the then unknown fact that under the conditions obtaining
in the case of the U. S. S. "Michigan," with a slow-moving
engine and low steam pressure, a ratio of expansion was soon
reached, beyond which any increase would cause an absolute
diminution of economy, instead of an increase, as would have
been predicted from a strict adherence to Mariotte's law.
Among the other engineer contributors to naval progress was
George Westinghouse. The wonderful achievements of Mr.
Westinghouse, both as an inventor and as the creator of great
industrial works, entitle him to be called the "Napoleon of
industrial engineering." The high efficiency of the navy was
due in a large degree to the competent engineers and to their
excellent training at the Naval Academy, testimony to the
high character of which was seen in the fact that the Gov-
ernment had been unable to retain the services of a large
number of graduates who were called to take positions of
responsibility in other fields of work. Many of these men
were prominent members of this society. Not all the talent
had departed, however, and the speaker made graceful acknowl-
edgment of the support of his subordinates.
The most important steps in the improvement of marine
machinery were reviewed, one of the most noteworthy of
which was the decision to employ water-tube boilers exclu-
sively for all classes of vessels. This conclusion was reached
very recently, and the reasons are given elsewhere in this issue.
They have an important bearing upon the future of naval
construction. Steam pressures were gradually rising and
present plans included the use of 250 pounds at the engines
and some 25 or 50 pounds more than that at the boilers. While
it was not believed that finality had been reached in the devel-
opment of marine machinery, it was thought that the designer
had little room in which to work with present types of engines
except in the details. Rather guarded reference was made to
the steam turbine. The performance of the "Turbinia" justi-
fied most careful study and further experiment, and it was
encouraging to know that the steam turbine in this country
was in the hands of so competent an experimenter as Mr.
George Westinghouse. who is now engaged upon the con-
struction of a unit of 2,000 horse power on a single shaft.
The war with Spain had shown the very great value of the
repair ship, "Vulcan," and the distilling ships, as adjuncts of a
fleet The "Vulcan" carried the first cupola ever set up for
operation on board ship, and this ship was the equal of any-
thing, except a very large repair yard. She was an example
on a large scale of taking the tool to the work instead of
bringing the work to the tool. The distilling ship "Ins" actu-
ally furnished over 100.000 gallons of fresh water per diem.
Her bunker capacity of 3.000 tons of coal gave her a potential
capacity of distilled water of 60,000 tons, or as much as 11
of the largest "tankers." In the battle of Santiago the engi-
neer stood out, a most prominent figure. The brilliancy of the
victorv was largely due to the skill and foresight of Chief
Engineer Milligal of the "Oregon" in insisting that all of the
boilers of that ship should be ready for action all the time
although others had steam on but half the boilers, and whe e
it could be done halt the engine power was laid off. Th's case
was direct proof that, however admirable as a great fighting
mlch ne the battleship is useless except in the hands of
trained engineers. This led to reference to the recent change
n the i^gilations whereby every future officer on our war
vessels s to be trained as an engineer. If the new law was
to be administered with regard to its plain intent ours would
be the n^st efficient navy in the world, but disastrous results
would follow any indifference to the purpose of the law on the
Dart of those in authority. ^ • • ^aa;
The whole tenor of the address was such as to inspire addi-
tional confidence in those who are responsible for th s part of
the nation's defences. It was particularly appropriate as the
sneaker said, that one of the engineers of the old schoo should
afthe close of this chaper in the history of naval engineering
g ve a review of some of its more important facts, and the
manner in which it was done added to the high esteem in
which Admiral Melville is held.
8
AMERICAN ENGINEER AND RAILROAD JOURNAL
CORRESPONDENCE.
STAYBOLTS.
Editor American Engineer and Railroad Journal:
The whole secret, I believe, of the staybolt question is the
larger water space. We have proved beyond any doubt that,
by increasing the width of the water space, and consequently
the length of staybolts, we have increased their peiiod of use-
fulness about thirteen times without the slightest change in
the material.
We are still drilling tell-tale holes in the ends of staybolts,
and even on old boilers we drill them and afterwa:rd test
them. In this way a great many partially broken staybolts
are discovered.
We are not now putting in corrugated or cupped side sheets
in our fireboxes, because we found that the cupped sheets had
a life of but 18 to 20 months' service, and, while these sheets
have lasted fully as long as straight sheets, we met with
difficulty in patching them and found that this could not be
done successfully, while with a straight sheet a portion may
be cut out and replaced with a patch which is. of course.
greatly in favor of the straight sheet.
Tn riveting up our mud rings we used to put the head of
the rivet on the inside of the firebox. We now put the head on
the outside of fireboxes, countersinking the sheet inside and
driving the rivets up flush. There are several points in favor
of this. The first is, that by .getting rid of the head there
is no obstruction whatever to putting up side grates. We
used to have to chop out the side grates for the head. Another
advantage is that the corrosive matter does not now stick
nn top of the heads and cause the sheets to rust out; also,
by this method we have quicker work, as the rivet is ham-
mered down flush. The riveting is done on the most im-
portant sheet in the firebox inside, where it is likely to give
us less trouble from corrosion than if it were on the outside.
Chicago, 111., ROBERT QUATLE,
Nov. 27. 1S99. Superintendent Motive Power
Chicago & Northwestern Ry.
STATBOLT PROGRESS.
Editor American Engineer and Railroad Journal:
The article in the American Engineer and Railroad Journal
of December, under the above caption, was peculiarly inter-
esting to the writer on account of some tolerably thorough in-
vestigations concerning staybolt practice made in the winter
of 1S92-93, the results of which were published in the proceed-
ings of the Southern and Southwestern Railway Club for April,
1893. At that time these results, judging from subsequent cor-
respondence and references, attracted considerable attention,
but in seven years' time the report referred to has become an-
cient history and for,gotten, the subject matter investigated all
over again by others produces the same results and recommen-
dations; to be again forgotten. That the same thing has been
going on for generations is plain from the fact that staybolts
of the form recommended in the article referred to last month,
and in the report of April, 1893, have been found in ancient
locomotive boilers that were being cut up years ago. Some
thoughtful men had investigated and reached the same results
years before, the results to be lost and buried. Our text-books
and treatises, our technical teachers, etc., are largely responsible
for this. — ^ - .
The writer, being familiar with the rules and formulae,
tests, government and Lloyd's rules, etc., was rather taken
aback at one time when some staybolts were found broken
in three pieces. The boilers in which these were observed were
fitted with circulation sheets, and the stays referred to were
found broken off at the outside sheet and again at the circu-
lating sheet, through which they had been tapped. Here was
an object lesson — the steam pressure and its strains had had
nothing to do with the second fracture, as all strain on the
stay was relieved when the first fracture occurred.
The next thing that came to the writer's attention in follow-
ing up staybolt breakages was that bolts broken at the same
places in boilers of the same classes and designs, when exam-
ined In place, or by marking their position before removal,
pliowed that they had been broken oft in the same way, For
instance, the staybolts at the reverse bends in the sides of
radial stay fireboxes near the middle always showed that verti-
cal bending had broken them, because the line of final fracture,
or "let go," was always horizontal. Similarly, in certain long
fireboxes the end stays showtd a vertical line of fracture, prov-
ing that horizontal bending had been their ruin. Different writ-
ers, who have touched on the subject of expansion of locomo-
tive fireboxes, have considered the vertical movement of the
box or lifting of the crown sheet, but I have yet to see the
first mention of the longitudinal expansion as a factor in the
staybolt breakages. In a deep, short firebox of the old style,
between frames, the differences of longitudinal and lateral ex-
pansion are so small that no trouble to speak of comes from
them, while the difterences in vertical expansion are consider-
able. With modern shallow fireboxes, ten and eleven feet long,
the opposite is the case, and it is the longitudinal expansion
which does the most damage in many designs of boilers.
The writer well remembers the pride with which a prominent
master mechanic some years ago pointed to a large boiler in the
shop wherein all the portions of the firebox where broken stays
were troublesome were strengthened by doubling the number
of stays — placing them 2>.4 inches centers — with the firm convic-
tion that "now, by joining, we won't be worried any more with
broken staybolts." The boilermaker and designer places stays,
bolts, braces, etc., to make the boiler as rigid as possible, and
ignores the destructive effect of the expansion and contraction:
or, if he does anything to meet it, it is as above illustrated,
to try and master it instead of providing for it intelligently.
To attempt to overcome or master the expansion of a boiler
due to heating is absurd, and, when indulged in, is really due
to lack of appreciation of the irresistible power to be con-
tended with.
Experiments made in England with cylindrical. corru.gated
fireboxes, showed that, to shorten a "Fox" corrugated firebox
.30 inches diameter, one thirty-second of an inch required a pres-
sure of over 300 tons. What would be the power exerted by
a flat firebox sheet 10 feet long, well held to its place, and
prevented from buckling by numerous staybolts, when due to.
say. 1/16 inch of scale, it must expand, say, 1/32 inch in length
more than the outer shell? The power is there and is inevi-
tably absorbed by crushing the sheet or breaking the stays:
then, when the cooling off process comes, the sheet having been
previously shortened, is stretched again. Leaky seams and
cracked and pocketed side sheets are the inevitable result.
Inquiry made in 1892 from 22 prominent and progressive rail-
roads brought out the fact that on some roads staybolts had
to be tested every week, the renewals being a heavy source
of expense and delay to the engines: while on other roads broken
staybolts were rare, it being found suflicient to test them once
a year. Why the difference? The trouble from broken stays
was found to be directly proportionate to the amount of scale
forming matter in the water. Where the firebox sheets became
rapidly incrusted, so that the inner sheet would be many de-
grees hotter than the outer shell, there the broken stay and
cracked sheet and leaky flue were household words. Where
the water was soft and good, so that little or no deposit ever
formed on the sheets, both sheets could heat up and ccol down
together, broken stays and cracked sheets were rarities, and
staybolts only had to be tested once a year. It is the repeated
bending that breaks the staybolts. assisted of course, by the
strain.
A wire rope, if the ends could be secured steam -tight in the
sheets, would make an ideal staybolt.
But flexibility in the staybolts is only half the battle. The
fii-ebox sheets must expand and contract in all directions more
rapidly than the shell sheets: this expansion and contraction
should be considered in the design of the boiler at every br.ace
and stay rod. at every seam and corner of the firebox, giving
easy curves and bends at all the corners with room for the
boiler to breathe vertically, horizontally and laterally. The re-
cently illustrated boiler with a single large corrugated, cylin-
drical firebox, seems to offer a remedy for all these ills, if it
does not introduce other evils of perhaps a worse nature. A
few years' hard service for such boilers in districts where the
water bears scale and boilers have to be worked to their ut-
most will bring the answer.
Roanoke, Va., R. P. C. SANDERSON,
Peeember 16, 1899. Master Mechanic,
Norfolk Western Ry.
JANUARV, 1900. AMERICAN ENGINEEH AND RAILROAD JOURNAL
9
STAYBOLT PROGRESS.
Kiiilor American Knginecr and RmjIjo^hI JoiijumI:
I liHvr read with great intPi-csl Ihc artiilc cm Sdiyli'ili
HiogiV'SR in the DecenibiT issue of yiiur iiajjcr, as 1 liave
been investigating' this matter for some time. While, in a
general way, my results eoineide with those given, my obser-
vations lead mr to somewhat different eoni-lusions in some
instances. Service tests are undoubtedly the most satisfactory
for determining the values of different iron, but they re(|ulre
a long time, in fact, years, to obtain results. In the meantime,
the particular brands tested may go out of the market, one
instance of this kind happening recently. Vibration, or other
tests that will give uniform results under conditions approxi-
mating service conditions, offei- the Ijest mean.s of solving the
many mooted (juestions arising from the u,se of staybolts.
As stated in the concluding paragraph of the article referred
to, the present form of vibration test is not satisfactory, as
the results vary too widely: on the other hand, with even the
extremes of variation, they point conclusively to certain de-
ductions, which are of great
value, and the improvement
of apparatus and methods will
soon evolve something more
satisfactory now that the
value of such tests is becom-
ing widely recognized.
The length of staybolt is a
decided factor, and, where
possible, the water spaces
should be made large. There
are limits, however, to this in-
crease. On most large roads,
nowadays, there is a demand
for heavy engines capable of
pulling a given tonnage on
certain runs. The strengthen-
ing of bridges has not kept
pace with the demand for the
heavier engines, so that in de-
signing such engines every su-
perfluous pound of weight
must be dispensed with. The
increasing of water spaces
runs up weight very rapidly,
especially on wide firebox en-
gines. Another limiting fac-
tor is due to the steaming
properties. Of two engines
otherwise similar, that having
the less water space can fur-
nish the most steam when
forced. Under no considera-
tion should they be less than
3% inches, and as much wider
as above limits allow.
The form of boiler is almost as important as the length, as
regards the life of staybolts. All reverse curves, curves ot
short radii, and variations in contour between the outer and
inner sheets should be avoided. Among the many advantages
of the wide firebox extending over the wheels is the entire
elimination of these factors. The outline illustrated in a
account for. Six different shapes of staybolt were tested, with
the following results as regards ultimate life, the order Indi-
lating the relative standing:
I. I'. B. & Q. form, with drilled tell-tale hole.
:!. iiolt threaded entire length; drilled tell-tale hole.
:'.. < '. 13. & Q. form, punched tell-tale hole.
4. ('. B. & Q. form, no tell-tale hole.
.'■>. Threads stripped between sheets; no hole.
I). ITpset head from % inch to 1 Inch; no hole.
The special form of bolt as used by C. B. & Q., when having
a drilled tell-tale hole, was undoubtedly the best. Whether
the additional cost covers the occasional removal of broken
bolts is problematical. While the tests were not altogether
satisfactory, on account of variations, they Indicate pretty
clearly that drilling adds life, punching is better than no
hole, and upsetting is bad. It is questionable if the all-threaded
bolt is any better than Ihe one stripped between sheets. How-
ever, it is equally as good and there is reason to justify such
a belief. When preparing bolts in large quantities, it is Im-
possible to strip the threads right up to the sheets, as It
Wide Firebox with Semi-Circular Outside Shell.
would require an almost infinite number of lengths. As al-
most all bolts break close to the outside sheet, and even a
thread inside sometimes, the stripping of thread in the center
leaves the bolt no more flexible or no weaker at the stripped
portion than elsewhere, consequently there seems little to be
gained by this practice.
former article shows the first step toward doing away with
short bends and dissimilar contours, the outline being com-
posed of a series of tangent curves. The enclosed drawing
shows the next step. Above line X— X, the outer shell is a
true semi-circle, and is an improvement, in that it is self-
contained. The inner sheet opens the water leg gradually,
and follows the contour of the outer sheet closely. Our ex-
perience has proved this design to be a saver of staybolts.
The records of vibration tests show some results hard to
Riveting of heads, in my estimation, is the largest factor.
Two similar bolts headed by the same man vary in the testing
machine in proportion to the amount of abuse they received
in being headed. The reason assigned for the United States
Government method giving superior results, seems to be the
reverse of the statement you make. In testing the hand-
headed bolts, those that were driven hardest broke first. The
riveting crystallizing the harder irons and making it more
dense and a ti.srhter fit in the sheets, the result being that,
10
AMERICAN ENGINEER AND RAILROAD JOURNAL.
when firmly held by the entire thickness of the sheet, the
stress was concentrated at the inner side of the sheet. When
loosely driven, so as to allow movement in the plate, it was
found almost impossible to break them. The United States
Government method of heading confines the injury to the
metal, to that part outside of the sheet, or at least prevents
it from extending through the sheet, as in hand riveting. Not
being held so rigidly in the sheet, the stress due to vibration
is distributed somewhat, and this, with the greater flexibility
from the same source, greatly prolongs the life of the bolts.
The strains on a staybolt that are most destructive are those
due to the difference in expansion and contraction of the inner
and outer sheets. From the nature of these strains, a staybolt
is similar to a cantilever, having a concentrated load applied
repeatedly at the end, removed, and the direction of applica-
tion reversed. On staybolts of uniform section the maximum
stress is located, therefore, at the outer edge of support— in
this case the outer shell. Consequently, the less rigid the
support, due either to thin sheets, heading as above, or both,
the greater the life, as these conditions may allow the entire
movement to take place without inducing a fibre stress equal
to the elastic limit of the material in the staybolt. Theoreti-
cally, it would seem that the use of thin outer sheets is justi-
fied. Practical considerations, however, indicate the question-
ability of this. With thin outer sheets, which may have plenty
of strength, there is, on the other hand, very little margin
left for corrosion and kindred evils that determine the life
of the boiler. For this reason it seems preferable to renew
a few bolts occasionally and add to the life of the sheet by
making it a little heavier than considerations affecting the
staybolts only demand. Unless it is necessary to sacrifice
strength and life to weight, % inch would appear to be the
minimum thickness for the outer sheet, and, on the other
hand, it is not advisable to increase this very much, as. start-
ing with V2 inch as a minimum, we may, along with the life
of the sheet, consider the effect of increased thickness on
the staybolts. As regards the fire sheet, the average practice
seems to be to make the side sheets 5/16 inch thick and the
crown sheet % inch thick, up to and including 180 pounds
pressure. Above ISO pounds the side sheets are also made
% inch thick.
Further results of investigation are confirmed by the article
in question, as regards piling. The enclosed tracing shows
the piling of several irons tested. A, B, C and E showed little
variation as the result of changing direction of vibration;
while D, F, G and H were very strong with the piling and
weak against it. As they are no stronger than in the weakest
direction, they are inferior to the former sections.
That the best iron should be used regardless of first cost
is indisputable, but that the best iron does cost the most is
another story.
Extremely hard refined irons do not appear to give as good
results as softer irons. When removing bolts of hard, fine
iron, I have seen one blow cause the head to fly off and strike
the wall. The fracture had the fine crystalline appearance
of tool steel. The hard irons — and the amount of hardness
depends on the amount of refinement, largely — seem to crys-
tallize in heading, and the results of this injury extend much
farther than with softer irons. The effect of heading, as
regards the fit in the sheet, seems to show that in soft irons
it is local and does not extend through the sheet, leaving them
more flexible. It appears, then, that the ideal iron is one
which, from the method of piling, stands an equal number of
vibrations in all directions, and is soft enough to prevent crys-
tallization and rigid fit in the slieets due to the heading.
South Easton, Pa., F, F. GAINES,
Dec. 9. 1899. Mechanical Engineer,
Lehigh Valley R. R.
HIGH SPEEDS OF THE NEW LAKE SHORE PASSENGER
LOCOMOTIVES.
Satisfactory running is reported by the Brooks Locomotive
Works for the 10-wheel passenger locomotives for the Lake
Shore & Michigan Southern, illustrated in our November is-
sue.' These engines were designed for hauling heavy trains
at high speeds, the chief object being not so much for exces-
sively fast running as for reserve power to handle unusually
heavy trains at the highest schedule speeds. The beginning
has been made, as is shown by the record of the fast mail train
between Buffalo and Cleveland, November 22, 1899.
This train. No. 3, was made up of engine 601, one of the
class illustrated in our November issue, four postal cars, two
sleepers, one combination car and one coach, or eight cars
in all, the weight of which Is estimated at 300 tons, exclusive
of the engine. The table gives the stations, the time and
the distances. It should be noted that the time between sta-
tions does not give the seconds. This, in short distances, would
influence the speeds in miles per hour materially, and the fig-
ures of significance are the times for the long distances. The
times between West Seneca tower and Colliuwood, taken with
the arrivals and departures at Dunkirk, Erie and Ashtabula,
give a fair idea of the run. The time from West Seneca to
Collinwood is mentioned specially because the runs from Buf-
falo to West Seneca and from Collinwood to Cleveland are
slow on account of the yards between these points. The speed
between West Seneca and Collinwood, deducting stops, is
61.17 miles per hour, and this tells the whole story. The
speed, including stops, was 56.13 miles per hour, and the aver-
are speed for the entire run of 181.92 miles was 52.98 miles
per hour. The distance from Dunkirk to Cleveland, 143 miles,
was made in 144 minutes. There are three stops for water
in this run, also two crossing stops, making five stops in all,
which occupied an aggregate of 16 minutes.
This train is scheduled to leave Buffalo at 6.25 P. M. (central
time) and to reach Cleveland at 10.50 P. M. On this occasion
it was 59 minutes late in leaving Buffalo and yet arrived in
Cleveland on the schedule. It would be interesting to know
the boiler pressures during this remarkable run, but we are
informed that the limit of power was not reached, which is
equivalent to saying that the boiler capacity was not severely
taxed. During the entire run a strong side wind was blow-
ing, making the work more difiBcult.
The Brooks Locomotive Works furnished eleven of these
magnificent engines, and our readers have already been in-
formed as to their details. The record of the run is ap-
pended.
Stationi
J
Time Time Dis-
Depart. Arrive, tance.
P. M.
Buffalo 7.24
Buffalo Creek 7.31
West Seneca Tower 7.35 .... 4.36
Athol Springs 7.39 .... 4.87
Lake View 7.44 .... 5.1S
Angola 7.51 .... 7.05
Farnham 7.55 4.11
Silver Creek 7.59 .... 5.82
Dunkirk 8.15 8.10 8.84
VanBuren 8.21 4.00
Brocton Junction S.26 4.79
Westfield 8.34 .... 8.05
Riplev 8.42 .... 7.88
North Bast 8.50 .... 7.66
Harbor Creek 8.56 .... 6.51
Erie 9.07 9.03 7.45
Dock. Junction 9.13
Swanville 9.19 .... 8.24
Girard 9.25 .... 7.08
Springfield 9.29 .... 4.63
Conneaut 9..15 .... 7.64
Tower No. 2 9.40
Kiiigsville 9.43 7.41
Ashtabula 9.53 9.48 5.82
Coal Chutes 9.57
Geneva 10.03 9.34
Madison 10.08 .... 5.42
Perry 10.13 .... 4.99
Painesville 10.18 5.73
Mentor 10.23 6.16
Willoushby 10.27 .... 4.34
Wickliffe 10.31 .... 4.33
Nottingham 10.35 .... 4.57
Collinwood 10.37 2.04
Glenville 10.39 .... 1.95
Cleveland 10.50 .... 5.33
Miles
per hour.
West Seneca to Collinwood, including stops 56.13
West Seneca to Collinwood. not including stops 61.17
Erie to Collinwood. not including stops 61.95
Erie to Collinwood, including stops 58.51
Erie to Cleveland, including stops 55.37
Erie to Cleveland, not including stops 58.19
Speed, including stop at Dunkirk 53.18
Speed, West Seneca to Erie, including stop at Dunkirk 56.14
Speed, West Seneca to Brie, not including stop at Erie 59.64
Average speed to Erie, not including stop at Dunkirk 56.04
Average speed in 181.92 miles 52.98
oAuv, 1900. AMERIuAN ENGINEER AND RAILROAD JOURNAL
11
THE DEVELOPMENT OP THE STEEL CAR.
The large uumber of steel cars uow in service and Llie
crowded condition of the plant of the Pressed Steel Oar Com-
pany are evidences of a sudden and remarkable revolution
in car construction which may be profitably reviewed.
There are now in service in this country nearly 20,000 steel
cars, and the capacity of the works of the Pressed Steel Car
Company is now 7.5 cars of 40 to 50 tons capacity per day, and
this will soon be increased to 100 cars per day. With the
orders now on hand, and with continued prosperity for the
railroads, it is probable that during the year 1900 30,000 steel
cars will be built, and at the end of that year there will be
50,000 steel cars of large capacity in service on American
railroads.
It is instructive to notice how a question which has occupied
the serious attention of the Master Car Builders' Association
for a number of years and finally given up as a hopeless task
will settle itself by commercial and economic pressure and
by the effort of individual genius outside the Association. In
June, 1896, a committee of that Association made a report
.on steel cars which dealt with the necessity for standard
sizes for steel cars, not only in general dimensions, but in the
size of the rolled sections, it being taken for granted that the
future car would be made of rolle'd beams, channels and
angles. The economical side of the question was also discussed
and the important fact that steel cars would have a larger
ratio of carrying capacity to light weight than wooden ones
was pointed out. It was shown that 50 per cent, of the
cost of freight car repairs was for wheels, axles, bearings,
brake shoes and other similar parts which will wear out as
rapidly under the most perfect steel car as under the present
design of wooden car, and that the steel car body must pro-
duce increased earnings and cost enough less for repairs to
pay for the interest and depreciation of its extra first cost.
The 1S96 Master Car Builders' Association report included
a design for a steel hopper car made for the Carnegie Steel
Company. The capacity being 100.000 pounds and light weight
39,950 pounds, a sample car of this kind was exhibited at the
1896 convention, and this was, doubtless, the real beginning of
the 50-ton hopper car industry, and the prototype of the
pressed steel hopper car which was designed by the Schoen
Company, and appeared at the convention in 1897. The action
of the association on the 1896 report was the appointment of a
committee of five to present individual designs. The report
of this committee in June, 1S97, again emphasized the import-
ance of standard general dimensions, and stated that the
great majority of motive power officers were not prepared to
consider a car of greater capacity than 30 tons for general
interchange service. Three members of the committee pre-
sented plans for steel box and fiat cars, and exhibited three
sample cars, with steel under-frames. The Schoen Pressed
Steel Company exhibited two pressed steel 50-ton hopper cars.
The committee was discharged and a new one appointed to
criticise the plans already submitted, and here the work of the
Master Car Builders' Association on this subject virtually
closed. In 1898 the new committee reported that it did not!
have sufficient information in detail to make exact and com-
plete calculations of the strength of the cars, designed by
members of the previous committee. Acting under the im-
pression that its principal business was to recommend a
standard steel car, the 1898 committee reported that it was
impossible to design a car which would meet with universal
favor and the limited experience with steel cars was a suffi-
cient reason for not selecting a design at that time. The report
was accompanied by plans of the Schoen 50-ton hopper car.
The committee was discharged and at the convention of 1899
no report on steel cars was made and no committee ap-
pointed.
In 1897 the Schoen Company received their first large order
for steel cars, and built 600 pressed steel cars of the double-
hopper gondola type, 50-tons capacity, for the Pittsburg, Besse-
mei- & Lake Erie R. R. In that year they also built several
Inindred .somewhat similar cars for the Penna. R. R. In 1898
the Sclioen Company and the I"'ox Company were combined,
forming the Pressed Steel Car Company. The business has
rai)idly grown to its present enormous proportions, which
will soon have a capacity of 100 large steel cars per day.
The cars for eastern roads have been largely 50-ton coal
cars with inclined self-dumping floors, the anthracite coal trade
liaving develojied coal wharves suitable for hopper cars. In
the west, however, the i)reference seems to be for a gondola
car with a horizontal floor, flat drop bottom doors, and a
capacity of 40 tons. Quite a number of these fine-looking cars
are now running on western roads. Several years ago the
Kox Company built a few coal cars with steel under-frames
and a wooden box, and this idea is again coming to the front,
and a large order has been given for cars of this type. In
the Master Car Builders' Association reports on the subject
(1896 and 1897) illustrations were given of box cars with a
steel under-frame and a wooden box, the capacity being 60,000
pounds. A number of roads now find it desirable to build box
cars having a capacity of 40 tons, and this large capacity
immediately suggests the advantage of a steel under-frame.
We understand that the construction of a large number of
40-ton box cars with steel under-frames and wooden super-
structure is now under consideration. The necessity for cars
of large capacity for general interchange service, in which
box cars make their largest mileage, has not been felt here-
tofore, and they are not likely to show such superior economy
as the large capacity coal cars in local and special service.
But the mixture of heavily loaded steel cars with wooden
box cars in through freight trains is causing such frequent
failures of wooden cars, that a new and strong argument
for steel under-frames for box cars is rapidly making itself
felt. Large numbers of wooden cars are being sent to the
shops for repairs, and numerous wrecks are caused by the
failure of old wooden cars, when forming parts of trains of
big steel cars. The weak cars are either pulled apart or
crushed by the application of the air brake. It may be fortu-
nate that the life of the old cars is thus shortened, and it is
an advantage to have them out of the way. The draft-rigging
on old wooden cars is so poor that H'ains are broken in two,
and it is not possible with such weak links in the chain to
utilize the full tractive power of large locomotives. This evil
exists to such an extent that it has been necessary to issue
general orders on several large roads to reduce the train loads,
and the Old wooden car is therefore at present the regulating
element in determining the maximum train-load. Strange to
say, it is not the power of the engine or the car capacity nor
the car lading (all of which have been pushed almost to the
extreme limit) which are to be principally considered in ton-
nage rating, but the very uncertain and troublesome feature of
a poor draft-rigging on an old wooden car. This also, we
believe, will in the future be one of the principal reasons for
building steel under-frames for all classes of freight cars.
The steel car in service is not entirely free from troublesome
features. Car inspectors say that when the couplers fail on these
cars they are difficult to replace without sending them to the
shops, and it is frequently necessary to chain steel cars to-
gether, and this is always a dangerous expedient. Another
trouble with steel cars arises from the drop door fastening
working loose and permitting the load to dump out on the
track. Recently several steel hopper cars dropped their doors
and lading while in motion, and after the train was stopped
hydraulic jacks were necessary to force the doors, with their
load, back into position.
The shop repairs of steel cars will soon require a new kind
of a car shop, more like a boiler or bridge shop, with metal
working tools, such as punches, shears and riveters. It will
also require a new kind of repair man. who instead of being
a carpenter must be a metal worker. The shops, tools, and
men will soon adjust themselves to the new order of things
and provision for steel car repairs must be made a prominent
feature of new car shops.
12
AMERICAN ENGINEER AND RAILROAD JOURNAL
Consolidation Freight Locomotive— Illinois Central R. R.
Wm. Renshaw, Siipenntendcnf of Motive Power.
Rogers Locomotive Works, Builders.
HEAVY CONSOLIDATION LOCOMOTIVE.
Illinois Central Railroad.
. Built by the Rogers Locomotive Company.
Another heavy locomotive has been added to the remarkable
list for the past year. This one is for regular road service on
the Illinois Central. It was completed last month and is re-
ported to be doing satisfactory work. This engine is lighter
than that of the 12-wheel type recently furnished the same
road by the Brooks Locomotive Works, and illustrated in our
issue of October, 1899, page 316. That only one of each of these
heavy types was built seems to indicate hesitation to go too
fast into heavy engines.
The design illustrated is among the heaviest of the consoli-
dation type. There are two heavier, however, viz., the Pitts-
burg. Union Railway Consolidation (issue of November, 1898,
page 365), and the Baldwin Vauclain Compounds for the Lehigh
Valley (issue of December, 1898, page 395).
This engine will run on one of the divisions south of the Ohio
River and was intended to be powerful enough to haul trains
of 2,000 tons over 38-ft. grades. The tractive power at 85 per
cent, of boiler pressure is very nearly 50,000 pounds. The heat-
ing surface is not large for such a total weight, in fact, the
heating surface is but 286 square feet more than that of the new
10-wheel passenger locomotives of the "Lake Shore." and it is
146 square feet less than that of the new Delaware & Hudson
consolidation engines described in our December, 1S99, issue. It
is perhaps not perfectly fair to compare locomotives on a basis
of power by stating their relative heating surfaces and weights
on driving wheels, but as the hauling power is determined by
the weight upon drivers and as the sustained boiler power
depends very largely upon the heating surface, the following
figures will be interesting, and they are fair when comparing
the consolidation engines with each other.
Weiglit on drivers in ibs.
Total heating surface
Lbs. on drivers per sq. ft. (
divided by heating sur--!
60
• 'C
o "'
=5E
«£ o
L. V. Con
Baldwin
L, S, & M
10-wheel
Passenge
Bronks.
208,000
19S.OO0
193,200
157,500
202,232 133.000
3,322
3,203
3.500
3,349
4,103 2,917
face
61.2
49
The Lehigh Valley and the Delaware & Hudson engines have
wide fireboxes and are out of the narrow firebox class, but they
are included in order to show the results of efforts to make the
weights count in the boiler capacity. It is exceedingly interest-
ing to see the standing of the new Brooks fast passenger loco-
motives for the Lake Shore in this respect. The question here
indicated is, what is the value of the ratio between boiler power
and the limiting weight? Different designers certainly have
very different ideas and this seems to be a most excellent
argument for an elaborate test to show whether it is worth
while to get this ratio down on heavy engines.
The boiler is very large, the diameter being SO inches at the
front course. The firebox is unusually large, the grate being
11 feet long and the grate area 38.5 square feet. This is believed
to be the largest grate ever used for a narrow firebox engine.
The firebox is above tip frames, and the mud ring is wider
than the frames, giving width of 42 inches to the grate. The
boiler is of the Belpaire type with two rows of sling-stays in
front. The steam pressure is 210 pounds per square inch.
The center of the boiler is 9 feet 2 inches above the rails, the
top of the stack isl5 feet and the crown sheet is 10 feet 6 inches
above the top of the rail at the flue sheet. With such a large
and heavy boiler we should expect the center of gravity of the
locomotive to be very high, but Mr. Reuben Wells, Superin-
tendent of the building company, states that it was located by
experiment at a point .50% inches above the rails. We shall
print an account of how this was found.
We illustrate a few of the details of this engine, but there
are interesting features in those that are omitted. The cylin-
ders are 23 by 30 inches. The pistons are of cast steel and only
7 16 inch thick in the plates. The piston rods are extended, the
forward portion passing through a sleeve 8 inches long, but
without a stuffing box. The crosshead looks small for such sur-
roundings, but it has a bearing of 8 by 24 inches and is amply
strong. The top and bottom slippers are removable, each in
one piece. The cast-steel driving boxes, shown in Fig. 7, are
also strong and li.ght, the driving journals are 9 by 12 inches,
which would necessitate an exceedingly heavy box if made of
iron. It has dove-tailed grooves for babbitt strips to bear
against the hubs of the driving wheels, which are also of cast
steel. In an engine of this size it is possible to obtain a thrust
of as much as 42 tons alternating from one side to the other
of the engine and changing in direction at every stroke. That
is what a 23-inch cylinder gives with a steam pressure of 200
pounds per square inch, which will probably be imposed upon
these pistons at slow speeds. This has been provided for by a
steel plate casting bolted to the back of the cylinder saddle and
very securely bolted to the frames. This casting is nearly five
Januaky. 190C. AMERICAN ENGINEER AND RAILROAD JOURNAL. 13
(eet long and is intended to aid in holding tlie enormous
stresses referred to and to talte some of tlie twisting strains.
Figure 2 siiows the general arrangement of the engine, the
draft appliances and the driving spring rigging. Figure 4
shows the arrangement of the valve connection to enable it to
pass the second driving axle. The yoke is of cast steel and its
weight is carried by the link, D. of Figure 5, which is supported
to a cross-brace of the frame by the bracket, F. In Figure 4
the back end of the yoke Is seen to be double. The pin, H,
passes through both portions and also through the link block.
The link is provided for in tne space, O, of this engraving.
This permits it to come very close to the axle. The yoke Is
closed at the bottom of the thimble. G, through which a bolt
passes as indicated.
The link and hanger are shown in Figure G. The hanger is
double with a connection across the parts, the link has a face
4Ur
14
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig, 3.— Half Sections and End Elevations.
Fig. 4.— Valve Connection Around Drivini" Axle.
January, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 15
Li
iiyt A
:?
Jr. 4'
i
i\^yi^~fH
-, 8-
/''I
— */j«
f^^l^^Sf)
f
T"
*3
z
'"bolts
V—H
Fig. 5.— Support for Valve Connection,
Taper
Fig. 6,— Linl< and Llnl< Hanger.
of 3% inches. The saddle is in two parts and is secured to
the back of the linlt. The linlt is stiffened by the rib, A, which
is a good plan for worliing valves as large as these.
The following table gives the chief characteristics of the
engine:
Cylinders 23 by 30 In.
Total weight in working order 216,000 lbs.
Weight on drivers 196.000 lbs.
Weight on truck 20.000 lbs
Driving wheels, diameter 57-in.
Driving wheel centers 50-in.
Driving journals 9 by 12 in.
Driving wheel base 16 ft. 3 in.
Total wheel base 24 ft. 5 In.
Boiler type Belpaire
Boiler pressure 210 lbs.
Boiler diameter in front SO in.
Boiler, height of center above rail 9 ft. 2 in.
s
i'-l
HV..
O. iei
_a
i
I.- -ni- — -1
r^-T; — /?*•' T^
.^
-ts^-
Fig. 7.— Cast Steel Driving Box.
Heating surface, firebox 252 sq. ft.
Heating surface, tubes 2,951 sq. ft.
Heating surface, total 3,203 sq. ft.
Grate area 38.5 sq. (t.
Firebox, inside 132 by 42 In.
Firebox, height front 78 in.
Firebox, height back 75 in.
Tubes, number 417
Tubes, diameter 2 In.
Tubes, length 13 ft. 8 In.
Thickness of sheets in boiler % and % in.
Thiek!iess of crown sheet 7/16 In.
Thickness of firebox, sides and back % in.
Thickness of firebox tube sheet % in.
Slide valves Allen- American
Slide valves, travel of 6 In.
Steam ports 15/16 by 23 in.
Exhaust ports 3?i by 23 in.
Bridges, width of 5^ in.
Piston rods Extended
Piston rods, material Nickel steel
Crank pins, material Coffin process
Pistons Cast steel
Guides, width 914 In.
Guides, material Wrought iron
Smoke stacks Cast iron
Cab Steel
Truck wheels McKee-Fuller
Truck wheels, diameter 33 in.
Truck axles .' Iron
Truck axle journals 6 by 10 in.
Tender capacity, water 5,000 gals.
Tender capacity, coal 10 tons
render trucks Fox
Tender wheels McKee-Fuller
Tender wheels, diameter 36 in.
Tires Krupp
Boiler covering Franklin Mfg. Co.
Brake Westinghoiise
The size of the electric motors in a system of electric sub-
division of power has an important effect upon the ultimate
economy of the plant; this has been shown by Mr. George
Gibbs in this country and by Mr. John S. Ra worth in England,
before the Manchester Association of Engineers. Mr. Raworth
says that the whole question is bound up in the cost and effi-
ciencies of the various sizes of motors. For instance, it may be
perfectly easy to show that 40 horse power may be economi-
cally transmitted to a distance and reproduced by a motor of 90
per cent, efficiency. But if the same power is required to be
much subdivided and reproduced by motors having an aggre-
gate cost of three times as much as that of the single motor
and having an efficiency of no more than 75 per cent., then the
balance may be on the wrong side. For instance, if a motor
of 20 horsepower costs $750, 20 motors of one horsepower each
would cost $2,400. to which extra switches and fittings should
be added.
A new use for the stereopticon method of instructing and
examining railroad employees has been found. Mr. W. J.
Murphy, originator of this idea, has sent us a copy of a letter
received from Prof. F. P. Anderson of the mechanical engi-
neering department of the State College of Kentucky, at Lex-
ington, stating that this method will be used in instructing the
students of that college in the meaning of railroad signals.
16
AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Established 1832I
— AMERICAN-^
LNcmEEK
railroadIjournal
PUBLISHKD MONTHLY
R. M. VAN ARSDALE,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
C I»I. BASFORD, Kditor.
E. E. SILK, Assftciate Editor
JANUARY, 1900.
SubBcrtptlon.— $2.00 a year tor the Ignited States and Canada ; 42.50 a
Uear to Foreipn Countries embraced in the Universal Postat Union'.
Remit by Express Money Order, Draft or Post-Office Order.
Sutiscriptions for thi<! paper icifl be received and copies kept for .^iale bp
the Post Office \e>cs Co., 217 Dearborn Street, Chicago, lit.
EDITORIAL ANNOUNCEMENTS.
\Avertiseinents.— Nothing trill be inserted in this journal lor
pay, EXCEPT IN THE ADVERTISING PAGES. The rearling pages will
contain only buch matter as ue consider of interest to our
readers.
Special Notice.— 4s the American Engineer and Railroad
Journal is printed and ready for mailing on the last day of
the month, correspondence, advertisements, etc., intended for
insertion mvst be received not later than the 2f)f}i day of each
month.
Contributions. — Articles relating to railway rolling stock con-
struction and management and Mndred topics, by those who
are practically acquainted with these subjects, are specially
desired. Also early notices of official changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tion.
To Subscribers.— 2'Ae American Engineek and Railroad
Journal is mailed regularly to eveiy subscriber each
month. Any subscriber who fails to receive his paper ought
at once to notify the postmaster at the office of delivery, and in
case the paper is not then obtained this office should be notifi^'d.,
so that the missing paper may be sapplied. When a >nb»
scriber changes his address he ought to notify this office at
once, so that the paper may be sent to the proper destination.
St. Dunstan's Bouse, Fetter Lane, E. C.
MASTER MECHANICS WANTED.
Why Is It that four important railroads, and perhaps more,
are having difficulty in securing satisfactory Master Mechan-
ics? We have at the present time four such applications on
iile in this office, one of the positions having been vacant for
several months. The salaries offered are good, the openings
are excellent and the prospects for advancement encouraging.
In one of these cases '$3,000 a year will he paid to the right
man.
Is the fault with the roads, in neglecting to educate young
men for promotion? Is it with the technical schools in any
way? Is it with the young men themselves? It is clear that
something is wrong, perhaps with one and perhaps with aJl
of these. The questions are offered to those whose success and
usefulness are closely concerned in answering them.
The compound locomotive has had no more earnest and
competent supporter than Mr. F. W. Webh. of the London and
Northwestern. Prof. Goss, in his letter from the Crewe works,
in this issue, reminds us that Mr. Webh began his experiments
twenty-one years ago and has labored in developing the com-
pound locomotive entirely uninfluenced by any lack of sym-
pathy which he has encountered. It is possible that time will
show him to have been far in the lead of English practice in
this particular, because, now that the limits of clearances are
becoming serious in that country, it will probably be necessary
to turn to the conuiound for the desired increase in power.
In the standardization of locomotive parts Prof. Goss shows
Mr. Webh to have been very far-sighted. Seven hundred en-
gines with the same cylinders and boilers represent what he
has done in this direction in the matter of general design.
He goes even beyond this in the smaller details: for example,
there are but two eccentrics on the whole road having 2,800
locomotives. To many this will seem like overdoing the idea.
It is not overdone, however, until the standardizing begins to
obstruct progress. Probably under Mr. Webb's conditions this
has not occurred. There is more danger of too little than
too mtich standardizing in this country.
That the staybolt question is one of the most important of
the day in locomotive practice is proved by the statements
made in this issue by Mr. F. W. Johnstone. Superintendent
of Motive Power of the Mexican Central Railroad. Safety is,
of course, first in importance, but the expense of renewal is
of itself sufficient to enlist the attention of everyone interested
in locomotive maintenance. Frequent inspection is necessary
to safety, and when engines must be held at least once in
30 days for this purpose the cost of this item is considerable.
The expense of renewing broken bolts is not in Itself a very
large item, but when it becomes necessary to take down parts
to get at the firebox the cost becomes enormous and is prob-
ably much greater than is generally believed. Mr. Johnstone's
statement that it sometimes costs $10 to renew a single staybolt
is alarming and is a satisfactory reason for taking advantage
of every opportunity to reduce and overcome the trouble. If
Mr. Johnstone's new form of staybolt will accomplish this,
and it seems promising, the additional cost of the application
should be and probablv will be cheerfullv borne.
s
The correspondence from railroad men called out by our dis-
cussion of Staybolt Progress in the 'December issue indicates
that the staybolt difficulty is causing no little concern and
the contemplation of the effects of the increased steam pres-
sures of recent years does not tend to afford relief to the
anxiety. Staybolt material has been sent us by prominent
motive power men who desired to know whether it is "the best
that is to be had." and whether it is "safe material." This
may be taken as a satisfactory indication that slightly increas-
ing expense will be gladly assumed for the protection that is
so greatly desired.
Mr. F. F. Gaines, Mechanical Engineer of the Lehigh Valley,
has valuable suggestions to offer on this subject, and while
his comments may seem somewhat radical to those who have
seen only what may be termed average practice, we believe
that he is correct and we are glad to print his views on points
raised in the article referred to. The burden of proof is on
the other side of this question, at least for the present.
Laboratory tests of locomotive boilers do not reproduce
road conditions in regard to vibration and oscillation of the
engine, and by some this is considered as a serious disadvan-
tage because of its influence in reducing the power of the
boiler when on the testing plant. The communication by Prof.
Smart, in another column of this issue, is based upon experi-
ence at Purdue, and it is interesting to know his opinion that
this influence is overestimated. What our correspondent says
about the maximum power of boilers is important in its bear-
ing upon boiler design as well as being appropriate in this
connection. The real power of a boiler is not that which it
may develop for a short time, but for sustained service. It is
jANUARv.iMO. AMERICAN ENGINEER AND RAILROAD JOURNAL 17
not that which may be developed in the first few hours of a
run, but the response which may be counted upon at any time
when needed, that determines the power of a boiler and the
capacity of the locomotive, 'i'he grates and firebox are closely
concerned in this question.
PAYING FOR WORK DONE.
Is the Piece-WorI{ System Ilefective?
Piece-worlt has made considerable headway in this country,
and it has accomplished a great deal in the development of
indu.strial enterprises. It is an economic advance which pays
men according to their worth and encourages them by bringing
immediate results for increased efforts. It tends to increase
wages, under certain conditions to promote contentment, to
increase output and to save in many ways by making the life
of the workmen more promising, and he, instead of counting
the hours, reckons the amount of work accomplished. He
urges the foreaian to keep up with the shop and the foremen
does not need to urge the shop. The system does all this and
all goes well until a certain point is reached, when a defect
appears which those who know most about the subject con-
sider a fatal one. The defect of the day system is that im-
provements favor the employer only, in piece-work they favor
the workman except as the increased output is an advantage to
the employer. The defect of the piece-work system with a
fixed rate per piece is that it makes no provision for the effects
of the inevitable decrease in cost of production brought about
by the various improvements which are from time to time intro-
duced. The workman obtains the entire advantage except the
one mentioned. The result is one of two things: Either prog-
ress in improvement will stop at the point where the men begin
to fear a cut in their prices, or the employer, who can never
be happy when men are getting the advantage over him, will
make a cut in the schedules and sacrifice the confidence of
the men. If prices have been carefully fixed at the start this
may require a long time, but if there is progress the time
will come when the issue must be faced. The employer needs
to have a direct interest in the further exertions of the work-
men just as much as the men need to have an interest in pro-
ducing short cuts and suggesting improvements. A piece-work
system cannot be considered satisfactory unless it is clearly
to the interests of the employer to have the men earn as much
as they can.
In a paper by Mr. R. T. Shea, read in November, 1899. before
the Western Railway Club, the generally understood advan-
tages of piece-work were outlined and in the discussion Mr, G.
R. Henderson, Assistant Superintendent of Motive Power of the
Chicago & Northwestern, touched upon what is now being
urged as the remedy for this defect in piece-work systems when
he suggested that any increase in the product of a day's work
Ton the day-pay basis') should be divided between the employer
and the workman. Mr. P. A. Halsey's plan (American Machin-
ist, March 9, 1899, page 180), is as follows:
"Taking round numbers for convenience, suppose a work-
man to be paid $3.00 per day of 10 hours and to produce one
piece of a certain kind per day. The wages cost of the product
per piece is obviously, $3.00. Now, under the premium system
the proprietor says to the workman. 'If you will reduce the
time on that piece, I will pay you a premium of ten cents for
each hour, by which you reduce it.' If a reduction of one hour
is made the first result to the employer is to save the wages of
30 cents for the hour which has been saved, but against
this is to be placed the ten cents earned as a premium, leaving
a net gain of 20 cents to the employer, and a net increase of
earnings of ten cents to the workman. Had the premium of-
fered been 1.5 cents, the result of an hour's reduction of time
would have been to save 15 cents to the employer and to in-
crease the workman's earnings by the same amount."
The premium plan fixes a time for a certain piece of work
and pays a premium for every hour saved. In practice it has
been found safe to count upon cutting down the time o( ma-
chine work operations by one-half. The standard time and the
premium need to be fixed with great care. The standard time
must not be too short or the premium too great. Mr. Halsey's
experience has shown it to be satisfactory to the workman If
he receives one-third of the amount he saves. This plan has
the effect of keeping the foremen up to their best work, and
it is found to be a greater test of the management than of the
men. This plan means that the larger the workmen's wages
in a given time the less is the cost of production and the
greater the advantage to the employer. The premium plan is
apparently applicable to any processes to which piece-work
may be applied.
Men have objected to this system because it was considered
as piecework under another name, which shows their opinion
of piecework. Some such plan as this administered with fair-
ness seems likely to prove to be what the industrial situation
needs. Summed up, this may be stated as follows: Work in-
evitably cheapens and some sort of a premium plan is the only
way to reduce the cost of production without cutting prices.
FIBRE STRESS DUE TO IMPACT.
By Edward Grafstrom.
If a piece of irou is inserted in a testing machine, and the
pressure which stretches it is gradually increased, the ratio
between the elongation and the force causing it may be repre-
sented graphically by a curve, the ordinates of which refer
to the elongations and the abscissas to the corresponding
forces. Many testing machines are provided with recording
apparatus automatically drawing this curve, which is charac-
teristic of the material. If the gradually increased pressure
in the machine were substituted by a falling weight impinging
upon the lower, free end of a vertically suspended bar. a sim-
ilar diagram would be obtained. According to the law of
kinetic energy the falling weight would not come to a state
of rest until the work done by the impact had been absorbed.
or, in other words, when the work of the external force bal-
ances the internal strains, the velocity of the lower end of the
bar becomes equal to zero. When the internal strains equal a
static load of the same weight, the lower end of the bar
reaches its maximum velocity. From this point the work as
well as the velocity decreases, until the latter quantity finally
reaches its zero-value, when the bar remains at rest for an
instant, after which it begins to contract. It would continue
to oscillate in a vertical direction, were not the energy con-
sumed in producing heat, structural changes, etc.
By assuming that the elastic impulse is transplanted with
an infinite velocity, so that the deformation of the body Is
instantaneous throughout its structure, and all parts of the
body are set in motion and again come to rest simultaneously,
the dynamic principles above referred to may be used for
determining the fibre stress in a body under impact, provid-
ing that the proportional limit is not exceeded. One of the
most convenient formulas for this purpose, which has come
under the writer's observation, is the one by Mr. ,Tohn David-
son, presented in a recent number of the "Technical Journal"
of Stockholm, Sweden. The results of this formula have been
verified by the testing machine, ^s-ithin the limits prescribed,
which puts it beyond speculation, and. as it may be new to
many, its development will here be explained.
If a body is acted upon by a static force, and this is increased
in a certain proportion. N. the deformation as well as the fiber
stress will also be increased in the same proportion. If now
a dynamic force producing N times as large deformation is
substituted for the static force, the fiber stress it produces is
obtained by simply multiplying the static fiber stress by N.
In order to determine the dynamic co-efficient. N. the work of
the external forces is put equal to the work of resistance of
the internal strains, for, as already stated, it is under these
conditions that the body attains its greatest deformation.
Returning to the example of the vertical bar with a falling
18
AMERICAN ENGINEER AND RAILROAD JOURNAL.
weight impinging upon its lower, free end, and by plotting the
strain curve referred to, as in Fig. 1, with P representing the
weight, h the height, and y the elongation, the rectangle,
A B C 0 = Ph, gives the kinetic energy, L, of the weight at
the moment of impact. The static deformation work, W,
caused by P is equal to the triangle, 0 F E = V^Py. The sum
of the work by the external forces at the maximum deforma-
tion is then, ABDG = ABCO-fOCDG. The internal
stresses are represented by the triangle, 0 G H. Consequently,
ABDG = OGH. According to the definition of N, O G = Ny,
and GH = NP. OCDGis therefore the same as N Py, and
O G H the same as %N=Py, also A B D G = Ph + N Py. By
insertion the equation Ph -)- N Py = %N^Py is obtained, from
which the value of N is found thus:
N = l +
|/
1 + W
If the external forces are suddenly applied, but without at-
taining any velocity, L becomes = O, and consequently N = 2,
* /= >(
1
1
A
I
1
1
if
f u9
\
Fig. 1.
or, in other words, the fiber stress becomes twice as large as
under the same static load.
The practical application of Mr. Davidson's formula is of
wide range, and as it may enable the designer to determine
the detail dimensions of machines or structures exposed to
dynamic influences more accurately than by experience or from
similar analogical conditions, it may be interesting to illus-
trate its usefulness in the following examples:
Example 1. A vertically suspended iron bar of a length,
1 = 100 inches, and with a sectional area. A ^ 1 square inch,
is struck at its lower, free end by weight, P = 450 pounds,
falling from a height, h = l inch. The support as well as
the weight are considered inelastic. Find the maximum fiber
stress, S.
Here, W=:%Py, if y represents the maximum elongation;
y is also equal to PI divided by AE, where E stands for the
modulus of elasticity. W is therefore =P^1. divided by 2A E.
If this and the value of L = Ph are inserted in the formula. It
will appear thus:
N = 1 + y^i +
Assuming E as 27,000,000, we get:
3 AEh
PI
N :
l+i/l+^l^iZ:55M!l^= 8.5.66.
450 .1110
The static fiber stress being 450 pounds per square inch, 450
multiplied by 35,66 gives the dynamic fiber stress. S = 16,047
pounds.
Example 2. A beam fixed at one end is acted upon by a
weight, P, falling from a height, h (see Fig. 2).
The work of deformation for a strip of the length, x. and the
area, q. at the distance, z, from the neutral axis (see Fig. 3),
is, as before, and using the same letters:
W =
(qS)'
2qE
the uppermost element, then S' : S" = z : e. Now, S" := M : I,
M and I relating to the distances x and z, respectively, and
■ = /
z'q. From this the value of W is obtained:
W:
1 rW
2eJ I
and when the cross section of the beam is constant:
From this equation the value of N is obtained, according
to Mr. Davidson's formula:
N = 1 +
2EIL
Inserting the values
j M« X =j P- X Q= ---- i P= 1=
we get
N = 1 + I'
/ 6 Elh
I
I
f
my/f'/m.
z
_«_
a
Fig. 2.
Fig. 3.
Example 3. From what height may the tup in a drop-test-
ing machine fall upon a standard M. C. B. 4i4x8-inch steel
axle, without straining the axle beyond the proportionate limit
(Fig. 4)? -
Inserting the numerical values in the formula, we get
N = 1 -h ^1 +
which gives
6E. 16 O. 0491 . m)* .h
1640 . 36'
^=^a
LBS
w
FiiT. 4.
The fiber stress under a static load of 1,640 pounds is
1640 . 4f ■ 36
F
1 530 lbs.
4.2.0. 0491 . (4t)«
According to Prof. W. K. Hatt's paper at the Pittsburg
meeting of the Association for Testing Materials, the propor-
tionate limit of steel bars under the conditions at hand may
be taken as 33,900 pounds, and the modulus of elasticity as
29,386,000. Using these figures, we would have 33,900 = F N, or
If S' is the stress zX the distance z, and S", the stress in
33,900 = 1,520 (l + 4/, + ?M«M0Oh|
which gives h =: 0, 54 Inches.
januaky, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 19
EDUCATION OF MACHINISTS, FORIOMP^N AND MECHANI-
CAL ENOINKKRS.
The paper on this subject read before the American Society
of Mechanical Engineers in December, by M. P. Higgins, was
characterized by Captain Robert W. Hunt of Chicago as the
most important paper ever brought before the society.
It is a severe arraignment of the existing order in education
for technical mechanical pvirsuits and is worthy of most at-
tentive consideration from those whose needs this journal is
intended to reach.
Many excellent schools are preparing young men to be me-
(•hanical engineers, but few are educating machinists and
foremen. The need is for these men. One hundred of them
are wanted for every one mechanical engineer, and the au-
thor's object was to describe a well-considered plan to pro-
vide for this vital necessity. His fundamental idea is to base
the education on the machinist's trade and without any in-
tention of interfering with the high-grade technical institu-
tions he would make it possible for a boy to become a com-
petent mechanic and at the same time obtain a good school
education. Everyone knows the situation with regard to ap-
prenticeship. Mr. Higgins seeks to answer the question:
"How can we give our boys a chance to learn a trade without
being deprived of a good common school education and at the
same time secure a foundation upon which to build a higher
education if capacity and circumstances permit?"
He does not propose a new plan to educate the mechanical
engineer. He desires to give the machinist's trade and the
common education to those who need it, and to do this in a
commercially conducted shop which is manufacturing for the
open market and is combined with a good school system.
This is a good start for all of the three grades mentioned in
the title of the paper. The man who is first a good machinist,
trained in a shop which is obliged to frame its conduct on com-
mercial principles, and is qualified to be a foreman, has the
best sort of foundation for success as a superintendent and as
a mechanical engineer. It is insisted by all that the mechani-
cal engineer requires shop experience and more than he can
get in the usual technical school. In view of this we are
of the opinion that the high grade technical schools can profit-
ably consider an application of this idea to themselves. There
is no doubt that those who start with Mr. Higgins' plan and
afterward qualify for mechanical engineering work will be in
far greater demand than those who start with the education
first and attempt to get the shop experience afterward. To
attempt to give even a synopsis of the paper Is out of the
question here, but we shall try to state its underlying princi-
ples..
Mr. Higgins gives the chief features of what he terms the
"Half Time School." as follows:
First. — A school which shall include a first class commer-
cially successful and productive machine shop, which is a
department co-ordinate in importance, influence and educa-
tional value with the academic department.
Second. — A school in which the pupils are to have instruc-
tion and practice in this shop during half the working hours
in five days of each week for a period of four years.
Third. — Instruction in the public schools during a portion
of the other half of the time, equivalent to a high school
course, restricted, abridged and improved to meet the needs
of these pupils.
Fourth. — Special care and method of selection of pupils who
have finished the grammar school course and who have special
aptness for mechanical work.
Fifth. — Management under a corporation whose trustees
shall be practical business men.
The idea will be new to many, but it is shown to be practi-
cable by the entire success of the Washburn Shops of the
Polytechnic Institute of Worcester, Mass., of which the au-
thor of the paper has been Superintendent for 27 years. These
shops have carried out the idea fully and successfully. This
result is in a large measure due to the ability and earnest-
ness of the Superintendent, and it will be difficult to secure
such men. They are to be had, however, and it Is difficult
to understand why the work of teaching should be Intrusted
to any but those who are best able to do it. This plan means
a higher grade of instructors, because they must he men who
can hold their own in the competition of commercial affairs.
'I'he present college jirofessor has the highest ideals, but it is
most difficult for him to keep in touch with commercial con-
ditions unless, as in such a scheme as this, he must do so
or fail.
The author says that at a recent meeting of managers it
was stated that 200 young men suitable for foremen for foun-
dries could be placed at once. Nothing is more difficult than
to find good men for these positions. If, however, a president,
a treasurer, salesman or mechanical engineer is wanted, there
is no difficulty. The man who is able to manage the practical
details of the shop and not only do good work but also do it
cheaper than his competitor, is relatively very rare.
The proportion of boys completing courses in the public
schools is small, and it is believed that if a good living was
assured upon the completion of a four years' course, more
would endeavor to take It. The technical schools do not reach
this class; first, because the requirements are high and are
tending even higher, and second, because these schools are for
the scientist rather than the mechanic. This type of school is
beyond the reach of boys who are to become workmen and
also beyond the reach of many who would make engineers.
Mr. Higgins says:
"This school is aimed to fit each boy for the successive
grades of mechanics from the machinist up, so that at any
time he will be fitted to take up his work outside as a well-
trained mechanic in the grade which he has completed, and
be prepared to enter the training of the next grade. In other
words, the object of the school is to produce many well-
trained and educated machinists, and from these machinists
some foremen, from the foremen a few superintendents, and
finally an occasional engineer.
" 'Many are called, but few are chosen." We need not
grieve at the very few chosen, because but few are required.
But few professional engineers can be employed, provided
the great body of working mechanics are effectively educated
to think clearly, keenly and quickly.
"We may hope for much from a thousand educated, think-
ing, expert American machinists who have the skill, educa-
tion and an exact knowledge of the shops. Is not the pro-
duction of one hundred well-educated workmen a more cer-
tain undertaking than the production of one genius?
"The hindrance to the best results in engineering schools,
which has come from the imperfect and unfair method of se-
lection in making up or enlisting its classes, has already been
mentioned. Under the present system it is a boy's business
to spend several years of cramming for examinations after he
decides upon going to a polytechnic school or college. His
whole aim and the aim of his teacher is to prepare for the
examinations. The fitting school develops an astonishing abil-
ity to pass exarjinations which are not a true or adequate test
of a boy's fitness to make a mechanic or a mechanical engi-
neer. Therefore the entering class of the polytechnic insti-
tute consists of a body of experts at examinations, while the
boys all through the country who ought to be trained for
manufacturing and mechanical industry are overlooked and
passed by."
The idea about the shop is to secure as far as possible the
conditions which will permit of competing with the best
equipped commercial shops in the country, and the organiza-
tion may be almost the same as if the school element were
entirely left out. The Worcester success shows that there
are no insurmountable difficulties in the selection of the kind
of machines to build or in the manufacture and sale, provided
that the management is what it should be. The capacity of
the shop should be such that, if desirable, at any time, one-
third or one-half as many hired men may be employed as
the total number of students. This is one of the fundamental
ideas whereby the instruction is surrounded with the real shop
atmosphere.
In the light of the long experience of the originator in this
field, we are inclined to give weight to the following state-
20
AMERICAN ENGINEER AND RAILROAD JOURNAL.
ment: "We can confidently assure a more thorough expert
knowledge of the machinist's trade and a more practical skill
in its various departments than is generally secured by any
apprenticeship in this country or Europe." The same applies
to this also: "These pupils will receive as a part of their
shop practice a much larger amount of time in lectures and
instruction upon the technical part of the machinist's busi-
ness than is given in the technical school."
This is a period of transition in educational matters and
methods in all lines. It takes time to bring radical changes
about, but with the wide and deep interest manifested in this
subject in many directions, the necessary improvements can
not fail to begin at once to make advances. For a well-con-
sidered presentation of a plan drawn up by a man with lofty
and sensible views of technical education, this paper is com-
mended to our readers, who are becoming more and more de-
pendent upon properly trained assistants. They should at
once take steps to sectire copies of the paper from the Secre-
tary of the American Society of Mechanical Engineers. We
have, in our editorial rooms, a limited number of copies which
will be placed at the disposal of those who ask for them.
CORRESPONDENCE.
THE EFFECT OF THE LOADING OF LOCOMOTIVES ON
FUEL ECONOMY.
Editor American Engineer and Railroad Journal:
I have been much interested in the description of locomo-
tive tests on the Norfolk & Western In the December number
of the "American Engineer." and greatly pleased to find that
the theoretical solution (referred to on page 392, and which
was worked up by the undersigned, when connected with the
Norfolk & Western) has been confirmed by the practical tests.
It was here found that an increase of 20 per cent, in coal
burned per ton-mile was caused by an increase in the load
hauled of 10 per cent, (page 394). By referring now to page
20S of the June. 1899, issue of the "American Engineer," a load
of 700 tons at 10 miles an hour on a 1 per cent, grade should
require 47 pounds coal per 100 ton-miles, and a train of 770
tons, or 10 per cent, increase. 53 pounds, or 13 per cent, increase,
in fuel consumption. The test was made on a grade of about
1.2 per cent., and this increase in consumption is probably
quite logical for these conditions. On a level, an increase
from 2,000 to 2.400 tons did not show an increased consumption
of coal per 100 ton-miles, and this also corresponds with the
diagram on page 206. It must be borne in mind that too great
a reduction in the weight of the train will also be accompanied
by an increase in the consumption of fuel, as we should pass
the economical point of cut-off. In a combination of grades
and levels the latter will often be so great a proportion of
the total haul that an uneconomical loading for the grade will
give an economical train on the level; for instance, a grade
10 miles long, requiring a cut-off of 90 per cent, for a train-l9ad
that required only 25 or 30 per cent, cut-oft on a level 100 or
more miles in length, would evidently not be sufficient to
overcome the economical effect of the level haul. The whole
subject is one of great interest to motive power officers at
this time, and any reports which throw light upon It are
heartily welcome. O. R. HENDERSON.
Chicago. 111., Assistant Superintendent Motive Power.
Dec. 11, 1899. Chicago & Northwestern Ry.
THE POWER OF LOCOMOTIVE BOILERS ON STATION-
ARY TESTING- PLANTS.
Editor American Engineer and Railroad Journal:
I have read with interest the paper on "Road Tests of Loco-
motives" presented at the September meeting of the New York
Railway Club, by R. P. C. Sanderson, together with the dis-
cussion which followed. I find both paper and discussion full
of suggestion and information.
There were some statements, however. In the discussion
which, it seems to me, call for further remark. The gist of
these statements was that, owing to the peculiar conditions
under which locomotive boilers operate on the road, it was
possible to secure nearly one horse-power per square foot of
heating .surface; that this condition was probably due to the
motion of the boiler, which had a tendency to keep the water
solid upon the tubes and thereby prevent priming. Reference
w-as made to laboratory tests of locomotive boilers in which
a boiler capable of developing 1,500 horse-power could only
be made to show 750 horse-power when tested on a stationary
plant. The conclusion drawn from this was that it was im-
possible on a stationary plant to get as much out of a loco-
motive boiler as could be obtained on the road.
To those familiar with the operation of stationary testing
plants. It is constantly shown that a locomotive boiler may
at times and for considerable periods supply steam sufficient
to generate at the engine, horse-powers approaching in fig-
ures the number of square feet of heating surface contained
in the boiler. This, however; does not represent the capacity
of the boiler, but is an abnormal condition which cannot be
maintained continuously. The true measure of the capacity
of the boiler is what it will do for several hours on a stretch,
ending in practically the same condition as it started. For
this reason, any deductions as to the maximum capacity which
may be maintained by a boiler on the road are apt to be very
misleading. If the boiler output is figured from indicator
cards, those cards may not have represented the average
horse-power developed at the cylinder; if it is figured from
draw-bar pull, the draw-bar pull may have been an unusual
one and not representing average conditions. The very nature
of road service, as it affects the boiler, the fact that for cer-
tain periods large powers are developed and then time is given
to recover and recharge, so to speak, gives opportunity to
greatly overestimate the maximum output which a given
boiler continuously delivers. For these reasons, the state-
ment made, that it was possible to obtain nearly one horse-
power per square foot of heating surface is. it seems to me,
open to serious question.
Referring now to the second statement, namely, that loco-
motive boilers in stationary service or on the testing plant,
could not be made to develop the same capacity of which they
were capable in road service, I would say, first, that if what
has just been said be true, there may have been an error in
determining the maximum capacity of which the boiler was
capable on the road, and^which was said to have been greater
than the performance orthe same boiler on the testing plant.
Second, that it is possible that the stationary test w'as not de-
signed to force the boiler to its utmost capacity, and. third,
that tests have been made on a stationary plant which would
seem to show that the capacity of the boiler was not affected
by the running of the engine, but was merely a function of
the draft.
The movements of a boiler on the road may be classified
under three general heads: First, the forward motion along
the rails: second, the more or less irregular swaying of the
boiler up and down and from side to side; and. third, the con-
tinuous and severe vibration of comparatively high frequency
and «imall amplitude. On the testing plant the first of these
movements is. of course, absent: the second one is only present
occasionally and in a small degree: the third class is. however,
present and in about the same degree as in ordinarv road
service. This has been proven in many ways. It would seem
to the writer that if the motions of a boiler have any effect
to increase the production of dry steam, that the third, or
vibratory movements, would be the most important, in that
they would have a tendency to jar the particles of steam away
from the heating surface as fast as formed. As has been said,
this vibratory condition is to a very large extent present on
the testing plant. Tests have been made in which the valves
were blocked aw-ay from the seat and the steam allowed to
blow through the exhaust, which have shown that with a given
draft the evaporation of water per square foot of heating sur-
face was practically the same as if the engine were running
and the same amount of draft had been produced in the usual
way. This would seem to point to the conclusion that the
motions of the boiler in service do not have the effect of in-
creasing its output to the extent that would be inferred from
the discussion quoted.
Purdue tTniversity. R. A. SMART.
Lafayette. Ind., Associate Professor of Ex-
Nov. 25, 1899. perlmental Engineering.
January, 1900. AMERICAN ENGINEER AND RAI LROAD JO U RNAL. 21
RAIL WASHER TESTS ON THE BURLINGTON.
Kditor American Engineer anrl Railroad Journal;
The article on page 380 ot thp December Issue, on the valm-
of the rail washer to remove the sand from the rails as carried
out on the Chicago, Burlington & Qulncy, is a most interesting
one. but 1 believe the diagrams and tables do not bring out
all of the advantages of the device, because the coniparisons
were made in such a way as to Include the grade resistance
in the train lesistance. On a grade of ^:.', per cent, the
grade resistance is 26 pounds per ton. and grade resistance
is like death — it is sure. Furthermore, the tonnage must be
wrong in the article: the figures evidently should be 31)6.7 and
302.8 tons instead of 3,967 and 3,028 tons, the decimals having
been apparently misplaced. These figures attracted my at-
tention at once beeau.se. of eouise, an engine with n drawbar
effort of 12.000 pounds rouhl iKil pull a 3,!167-ton train on a
1.3 per cent, grade.
What I want to call your attenticm to particularly is that
you do not properly bring out the results of the tests by plot-
ting the total resistance. The grade resistance being 26 pounds
per ton, is 10,314 pounds in the case of the full train. Then,
why not simply plot the train resistance alone? This would
show what an enormous effect the sand has. This can easily be
done by drawing a horizontal line on the diagram of the full
train record at the point of 10.314 pounds drawbar pull. This
?:
Stf^fi/jj dt ifX'Yehf
Sahd ahne
5tjrkiHfOS/Vr
^ 6 7 8 9 ' 'O // /? .1^ I..
Diagram of Resistances.
introduces .somewhat of a difficulty, however. Subtracting
10,314 from the average drawbar pulls given in the table gives
results for train resistance as follows:
Pull in lbs. Lbs. per ton. Rating.
Sand alone 3,122 7.S5 100 percent.
Sand and washer 2,554 6.42 S2 percent.
Dry rail 2,107 5.53 70.5 per cent.
\\'asher alone ].51i! :'.S2 4S. 7 per cent.
I consider that the figures for the washer alone look rather
small, and you will notice that all of the figures at section 9
on the diagram are low, but they vary together. I should
suppose that the train accelerated between sections 8 and 9,
thus reducing the drawbar pull; but it is equally fair to all
to deduct the grade resistance. The mere fact that the quan-
tities are larger and that the discrepancies appear more no-
ticeably in the total amounts is of no more value than adding
an arbitrary 50,000 pounds would be. Put upon the basis of
train resistance only, it shows what a valuable appliance the
rail washer is.
In confirmation of this, I had a little experience with a
very large freight engine on a Western road in testing it on
a grade of 1.55 per cent. It was found necessary to use a
great deal of sand, which increased the train resistance con-
siderably. I have not the figures at hand, but, if I am not
mistaken, the load was increased from 31 to 34 cars by the
use of the washer. In this case the water was taken from
the tender tank and I do not see why it should be taken
from the boiler. The additional heat in this hot water will
surely not be enough to avoid freezing in winter, because it
is not great as compared with that given out in freezing, and
the tank water washed the rails effectively, at least, we
thought so.
f'hicago, 111., H. H. VAUGHAN.
Dec. 12, 1899.
[We have reproduced the diagram of the tests with the new-
base line, as suggested by our correspondent, because the
point raised as to the effect of the washer on a level track
appears to be a good one. It is understood that in the case of
tlir- Builington th^; washer Is used only on grades, but, to get
Ml the maximum effect of the device, the grade resiBtano-
slinold I"' ■liminated.— Editor.]
LOCOMOTIVE EDUCATION.
Editor American Engineer and Railroad .Journal :
Mr. E. L. Coster's communication on locomotive instruction
in technical schoosi, page 379 of the December issue, was of
special interest to me. This revival of interest in technical
schools affects all engineering courses as well as that per-
taining to the locomotive, and if there is need for such a
revision in locomotive engineering courses, it is even more
nece.ssary that improvement take place first in the mechanical
engineering course, which forms the basis of locomotive en-
gineering.
Our technical schools are beginning to realize the necessity
of up-to-date ideas and commercial methods of conducting the
work of the shops and laboratories. During the i)ast ten
years they have not kept abreast with commercial improve-
ments. It is for this reason more than any other that such
interest is being taken in improving these conditions. We
must bear in mind that it is not an easy matter for the pro-
fessors and instructors of the ordinary technical school to
keep up with the best and most modern work and do it by the
most improved methods. And probably the only way to bring
about such results would be to put the work as made in the
shops and laboratories out on the open market. This privilege
should be allowed the colleges of the country as well as the
penitentiaries. And when tnis can be done the trouble which
railroads experience in getting the right kind of machinists
and foremen will be overcome.
I have at hand a letter from one of the most wideawake
technical institutions in the country. And in view of the
fact that the school has met in the past with such success in
the courses taught, the head of the school is engaged in further
revising the courses so as to fit the graduates to meet more
nearly the demands of the engineering world. Blanks are
being sent to the graduates of the college who are in positions
to give, from their three to four years of practical experience,
the information desired. These blanks contain six questions
which are to be answered and returned with any additional
suggestions which may be offered. The questions asked are
as follows.
1. Name the course and class in which you graduated.
2. Name the subjects in your course which you think have
proved of most practical benefit to you.
3. To which studies do you think we should give more time
than we now allow? Name in order of importance — most im-
portant first.
4. Name the subjects of least value to you, in order of im-
portance— least valuable first.
5. Which subjects in the course would you retain, but give
less time to them?
6. What subjects would you omit altogether from the course?
These questions may prove suggestive to other technical in-
stitutions. CHIEF DRAFTSMAN.
Chicago, 111..
Dec. 15, 1899.
A bright idea in piece-work was devised some time ago by
Mr. E. E. Davis, Assistant Superintendent of Motive Power
of the New York Central, while he held a similar position on
the Philadelphia & Reading. The men who used material were
put on piece-work and those who prepared the material were
working on the day-rate system. The result was that the
piece-workers kept hurrying the day-workers to keep up the
supply of material so that their wages would not be made
to suffer for lack of work. This is an excellent illustration of
the operation of the piece-rate system and it was also a bit of
good management.
22
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fast Passenger Locomotive— Pennsylvania Railroad— Class El.
ATLANTIC TYPE FAST PASSENGER LOCOMOTIVES.
Pennsylvania Railroad.
Class E 1.
The magnificent new Cla.ss E 1 Atlantic type engines of the
Pennsylvania which were completed last summer have been
making excellent records in the development of great power
at high speeds. Mr. Theo. N. Ely, Chief of Motive Power, has
kindly supplied us with a photograph and diagram of one of
them and particulars concerning the fast runs made on the
West Jersey & Seashore Division. These engines were built
at the Juniata shops and are of the best possible workmanship.
They are handsome in appearance and the design in every
particular reflects the characteristic and broad-minded intelli-
gence of the oflicers of the mechanical department.
The principal dimensions of the engines are as follows:
Number of pairs of driving wheels 2
Diameter of driving wheels 80 in.
Size of driving axle journals 9^ in. and 8^ in. by 13 In.
Length of driving wheel base 7 ft. 5 in.
Total wheel base of engine 26 ft. SVz in.
Total wheel base of engine and tender 50 ft. 5 in.
Number of wheels in engine truck -. 4
Diameter of wheels in engine truck 36 in.
Size of engine truck axle journals 5V2 by 10 in.
Spread of cylinders 85% in.
Size of cylinders 20^/2 in. by 26 in.
Steam ports ly^ in. by 20 in.
Exhaust ports 3 in. by 20 in.
Travel of valve 7 in.
Lap of valve li^ in.
Type of boiler Belpaire wide firebox
Minimum internal diameter of boiler 65% In.
Number of tubes 353
Outside diameter of tubes 1% in.
Length of tubes between tube sheets 156 in.
Fire area through tubes, square feet 4.33
Size of firebox, inside 104 in. by 96 in.
Fire grate area, square feet 69.23
External heating surface of tubes, square feet 2,102.4
Heating surface of firebox, square feet 218.0
Total heating surface of boiler, square feet 2,320.4
Steam pressure per square inch, pounds 185
Number of wheels under tender 6
Diameter of wheels under tender 42 in.
Size of tender truck axle journals 5 in. by 9 in.
Weight on truck in working order 38,125 lbs.
Weight on first pair of drivers 50,250 lbs.
Weight on second pair of drivers 51,300 lbs.
Weight on trailing wheels 33,775 lbs.
Weight on engine in working order 173,450 lbs.
Tractive power per pound of m. e. p 149.0
Tractive power with m. e. p. equal to 4/5 boiler pressure..!! !. 22,052
The boiler has a 42-inch combustion chamber, a wide fire-
box in which the Belpaire form of staying is retained, a total
heating surface of 2,320 square feet, of which 2,102 are in the
flues and 218 in the firebox. The boiler is said to weigh, empty,
37,494 pounds. The grate area is 69 square feet and unusually
large for this road. The fuel is anthracite coal. The smoke-
stack is short, but it has an extension down into the smoke-
box to a point about 17 inches from the top of the exhaust
nozzle. It has been found advantageous to use this arrange-
ment of the exhaust appliances on this road instead of the plan
recommended by the Master Mechanics' Association. The ash
pan and dampers have had careful attention; the ash pan is
made tight and the dampers are of cast-iron and close fitting.
The location of the sandbox within the dome casing, in front
of the steam dome, is novel. The casing is elongated for this
purpose and it looks well. The dome appears to be large, but
not too large for such a boiler.
In many respects as regards details, this design resembles
the Class H 5 and H 6 freight engines illustrated in our issue
of June, 1899. The front sections of the frames are of slab
form, with the same excellent arrangement of cylinders cast
separate from the saddle and with the same carefully planned
fastenings between the cylinders and saddle and the frames.
The frames are of cast-steel and are very strong. The rear
portions are 4 inches thick and are reinforced by more mate-
rial at the jaws. There is but one steam pipe and that malces
an S-bend in its upper portion and becomes straight before
passing through the diaphragm. It enters the center of the
saddle casting in the rear of the exhaust pipe, and at the
cylinders on each side, where there is too little space for a
single pipe of sufficient size, it branches into two pipes for a
short distance. The exhaust connections from the cylinders
pass through the frames. This arrangement of steam and ex-
haust passages is remarkably direct and it should be easy to
maintain in good order.
The 80-ineh driving wheels are handsome and light steel
castings, the truck wheels are 36 inches in diameter, and the
trailing wheels 56 inches; yet they do not look large because
of the good proportions of the engine. A central cab never
looked so well before. These engines have very light pistons,
light cross-heads, and the Vogt guide, which has a bearing
surface 10 inches wide for the top of the cross-head, and it is
enclosed for protection against cinders and dust. The washer
of the cross-head pin is in one piece with an oil cup. The
main rods are unusually long, and, like the side rods, of fluted
section. The back end of the main rod is solid with a block
held in place by a half round gib and key, the latter being
secured by a clamp and two set screws. The valve rod is sup-
ported at the back end and the valve motion is similar to that
of the freight engines referred to. The setting of the valves
has been studied most carefully and this accounts for the
power at high speeds. The lead is made 3/16 inch in the tenth
notch, and at that point gives a cut-off of 12 inches. The
greatest lead is % inch, in the fourteenth notch, which gives
a cut-off of a little less than 5 inches. The valves have a
JA1.UAEY, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL.. 23
, :^-- /•- 1^ .
Fast Passenger Locomotive— Pennsylvania Railroad- Class EI.
^--i'-3k' --* -jt'j^'-- >". c'-e^' — .-
travel of 7 inches, 1% inches outside laj) and 5/32 inch inside
clearance on each side. This is unusually large and is doubt-
less very useful in getting rid of the exhaust steam. Among
the minor details of the running gear the hanging of the
brake shoes at the rear of the driving wheels should be men-
tioned. The brake cylinders are placed in front of the forward
pedestal jaws of the front driving wheels. The truck wheels
are also braked.
The truck has a new, and, we believe, a very important
feature. The piVot is 914 inches back of the center of the
wheel base and yet the load is carried centrally between the
axles and is equally distributed between them. The purpose
of this is to lengthen the lever arm of the forward wheels
and to reduce the impact of the loading and the consequent
wear of the leading wheel flanges. The wheel base of the
trucks is 6 feet 7 inches. The truck has a steel center casting
to which side frames are bolted. These are spaced 27 inches
apart, and to their outside faces the pedestals, in the form
of brackets, are bolted. The load is transmitted to the boxes
by double equalizers, whose ends are united so that they bear
directly upon the centers of the boxes.
The tender has a capacity of 4,000 gallons and is carried on
three axles, the rear two being equalized. The tender journals
are 5 by 9 inches. The six-wheel type was decided upon be-
cause it gives a good distribution of the load and does not shake
itself to pieces. The coal is carried on a sloping deck ex-
tending entirely across the tender, the front portion of which
is level and elevated about IS inches above the deck of the
tender. The tank is very strongly braced to hold the coal
when the water is low. The photograph shows the rivet
heads whereby the position of this coal deck may be seen.
Water scoops are fitted to these engines and they are very
satisfactory. The scoop is balanced against the thrust of
the water, no portion of it is allowed to touch the sides of
the trough, and with it 3,500 gallons have been taken in 10
seconds at a speed of 68 miles per hour.
Mr. Ely states that these engines have done very satisfac-
tory work on the seashore line during the past season with
fast and heavy trains. These are scheduled at 60 minutes
from the Philadelphia side of the Delaware River and 55
minutes from Camden to Atlantic City, or at the rate of 63.6
miles per hour for the distance of 58.3 miles. As 5 minutes is
a rather short time for the ferry trip and the transfer of pas-
sengers, the actual running time has frequently been less than
that. Mr. Ely sends a statement of some of the fast runs and the
weights of the trains. These speeds are remarkable, but they
are vouched for, and it is evident that these locomotives take
place among the fastest in the world. It is probable that they
have not been driven to their limit during the first season.
The record is printed below exactly as received from Mr.
Ely:
Some Exceptional Runs of Regular Trains Hauled by Class E 1
I^ocomotives from Camden to Atlantic City, Distance, 58.3
Miles, Pennsylvania Railroad Line (W. J. & S. R. R.).
July 16. July 20. July 31. Sept. 22
Train No
Number of cars
Weight of train empty, lbs.
Number of passengers
Running time, minutes
Rate of speed for whole
distance
269
269
269
269
7
S
8
5
466,100
538,850
526,640
348,950
317
306
369
152
51
53
50y2
52
OS. 6
66.
67.2
Portions of Above Runs that Were Made at Unusually High Speeds.
Miles per
Distance
Date. Between. Miles.
July 18 Winslow Junction to Absecon 24.9
Winslow Junction to Drawbridge. 30.6
July 20 Winslow Junction to Drawbridge. 30.6
July 31 Winslow Junction to Drawbridge. 30.6
Winslow Junction to Absecon 24.9
Sept. 22 Berlin to East Hammonton 16.8
East Hammonton to Absecon 18.7
Berlin to Pomona 30.
Waterford to Pomona 23.7
Hammonton to Pomona 16.2
Elwood to Pomona 10.1
Office of the Chief of Motive Power, Broad Street Station,
delphia, September 30, 1899.
hour.
Tim?.
Rate of
Min.
speed.
IS
S3.
23
79.8
24
76.5
22i4
81.6
IS
S3.
14
72.
12
93.5
22>^
83.1
16^4
86.
10%
92.
6V4
93.
Station
, Phila-
WHY THE U.
S. NAVY ADOPTED WATER-'C'IIBE
BOILERS.
The reasons for adopting the water-tube boiler in the U. S.
Navy are very admirably set forth in a paper by Admiral Geo.
W. Melville before the Society of Naval Architects and Marine
Engineers, in which the speaker first expressed his opinion that
water-tube boilers are bad in principle, as a failure in a tube
is followed by the opening of a fault, while in a fire-tubular
boiler the pressure would continue to close a split tube; but on
the other hand he considers that the value of their advantages
has been sufficiently developed in the last two years to neces-
sitate their use, if we do not wish to be left behind in naval
design.
In the fitting out of two ships of identical qualities, one with
cylindrical boilers and the other with water-tube boilers, the
latter will be somewhat the smaller and handier— will have
less draft, and will cost less, and the facility with which
water-tube boilers can be removed or completely renewed
without disturbing the decks of protected vessels is of itself
enough to justify the adoption of water-tube boilers.
The heating surface has gradually been reduced from 3 sq.
ft. per horse-power against 2 sq. ft., which is necessary with
cylindrical boilers, to 2.4 sq. ft. of heating surface per horse-
power. The speaker dwells to some extent on the failures of
24 AMERICAN ENGINEER AND RAIL.ROAD JOURNAL
the water-tube boiler instead of showing only their good points,
for in so doing .he gets most information from them.
He also states that so far as he knows, there is not one
failure that can properly be said to have occurred purely as
a result of being a water-tube boiler. Admiral Melville heart-
ily believes in water-tube boilers as compared with cylindrical
boilers for navy use, and gives the following list of advanta-
ges: Less weight of water; quicker steamers; quicker response
to change in ainount of steam required: greater freedom of
expansion; higher cruising speed; more perfect circulation:
adaptability to high pressures; smaller steam pipes and fit-
tings; greater ease of repair; less danger from explosion; and
it is evident that he considers the Babcock & Wilcox type as'
being specially favorable. He states the disadvantages as
follows:
Greater danger from failure of tubes; better feed arrange-
ments necessary: greater skill required in management: units
too small; greater grate surface and heating surface required:
less reserve in form of water in boiler; large number of parts:
tubes difficult of access; large number of joints: more danger
of iiriniing.
The opening lecture for the current year in the course of
special railway lectures at Purdue University was given on
Noveml)er 28th by President George B. Leighton of the Los
Angeles Terminal Railway. President Leighton's subject was
"The Work Ahead," and his talk was a brief outline of the
opportunities in prospect for those entering railway work.
After a short review of the notable events and inventions
in railroading in the past. President Leighton discussed the
lines along which the coming engineer must work and in
which the chances to distinguish himself will be the greatest.
The subject is an interesting one and was ably presented.
CAST STEEL BODY BOLSTER.
With Sepaiate Tension Member.
American Steel Foundry Company.
The body bolster illustrated in this engraving was designed
by Mr. John Hickey, Superintendent of Motive Power. Rio
Grande Western Ry., and is made in soft, open-hearth basic
steel by the American Steel Foundry Company of Granite City,
■111. These bolsters are relatively light and very strong. Dur-
ing three years of service they have given satisfaction, and
no replacements have been necessary, even on account of
wrecks. They are now being applied to several different roads.
We have received drawings of two similar designs, one for
cars of 80,000 pounds capacity for coal service on the Rio
Grande Western, and the other for 41-foot flat cars of 70.000
pounds capacity for the Northern Pacific. The latter drawing
was selected as being well suited to engraving.
This form of bolster may be adapted to various arrange-
ments of sills, and the construction permits of takfng the
bolster down without removing it from the ends of the sflls
and taking off the end sill for this purpose. The central portion
of the tension member is removable, and by taking out pins
at the ends and center the bolster may be lowered and replaced
whenever this becomes necessary. The center and interme-
diate sills rest upon a substantial center casting of box form,
upon the ends of which triangular extensions carry the end
sills and form the upper side bearings. The truss rod bearings
ri-6i'-
-^
^^^^^
Cast Steel Body Bolster with Separate Tension Member,
American Steel Foundry Co.
An attachment to the nozzles of water cranes for supplying
locomotive tenders, to prevent the water from splashing over
the tender, has been devised by Mr. Edward Grafstrom, Chief
Draughtsman of the Pennsylvania Lines at Columbus, Ohio.
As described recently in the "Railroad Gazette," the end of
the pipe for a depth of about 5 inches is divided into hexagonal
cells by sheet metal partitions. These are sufficient to insure
a solid stream from the end of the spout and no canvas or
loose funnel appears to be necessary.
The Baldwin Locomotive Works built 104 locomotives in the
month of October, 1899, in 26 working days. In November 92
were completed in 25 working days. In 1890 these works built
94G locomotives, on an average of 78 per month, and they
were light engines compared with those most commonly or-
dered now. There are at present 7,250 men employed in this
establishment.
are cast with the bolster and extend up between the center
and intermediate sills, with those for the outside near the
inner faces of the side sills, A saddle which straddles the
center pin forms a connection with the tension member at
its center. The form of the chief portion of the bolster needs
no special explanation, but it seems desirable to indicate that
the number of parts is very small; there are but eight pieces
in the entire bolster when the pins and collars are included.
The upper center plate is Integral with the bolster.
The removable tension piece is in the form of a flat ribbed
bar six inches wide, with lugs for pin connections at the
center and ends. The end lugs are shouldered by an accurate
fit to a distance of 3 feet 11% inches apart to correspond to
the shoulders of the pockets in the main casting in which they
January, t9uo. AMERICAN E N GI N EE R AND RAILROAD J O U RNAU 2S
rest. The pin holes are drilled and reamed to match closely
when the bar is in position and the pins are turned to an easy
driving fit. The enlarged sectional view of one of the end
lugs of this bar shows its construction and method of bearing.
AMERICAN SOCIETY OF MECHANICAL ENGINEERS.
Annual Convention.
Papers and Discussions.
The final reiiort of the Committee on the Revision of the
Society Code of 1S85, relative to a Standard Method of Con-
ducting Steam Boiler Trials, was presented and recommended
to the society for use in future investigations. It is a valuable
document, worthy of the organization. It is probably the best
work of the kind ever done.
Professor Thurston presented an elaborate paper, The Steam
Engine at the End of the Nineteenth Century, which contained
a record of tests on the Nordberg pumping engine. The paper
and discussion made clear the fact that the present tendency
was in the direction of improving the steam engine in its use
of heat, rather than in the improvements of details and con-
struction. Its present development was in the direction of
reducing the wastes, with particular reference to the losses
of heat which might be turned to account in heating the feed
water.
There was nothing worthy of record from this point until
the paper by M. P. Higgins, Education of Machinists, Fore-
men and Mechanical Engineers, was reached. There were six
consecutive papers w-hich were practically set aside by the
society as not worth discussing, at least nothing of any im-
portance was offered. Mr. Higgins, however, had the honor
of presenting not only the really Important paper of the con-
vention, but of introducing one of the most vital subjects eve.
brought before this organization. The paper is given attention
elsewhere in this issue. It was clear in an instant that the
subject took a strong hold on the meeting and the readiness
to accept and thoughtfully consider the difficult problem is
encouraging. The education of the machinists and the foremen
of the future was the topic, and that the methods of the present
do not reach their cases was very plainly indicated. A synopsis
of the paper, which is printed in another column, is com-
mended to those who cannot read it in full.
No discussion was offered to the paper on Experiments of
Using Gasoline Gas for Boiler Heating, by Herman Poole.
The paper on Colors of Heated Steel Corresponding to Differ-
ent Degrees of Temperatures, by M. White and F. W. Taylor,
was discussed to the point that the temperature corresponding
to the colors used to represent different heats are so widely
different as given by different authorities that conclusions
drawn therefrom are not to be depended upon. The apparatus
used for determining these high temperatures seems to have
been a cause of this trouble, and the eye of the operator must
be largely depended upon until this demand for more accurate
measurement shall lead to the use of more accurate pyrometric
instruments. The paper on a Broken Fly Wheel and How
It Was Repaired, by Jas. McBride, also the paper on Fly Wheel
Design, by A. .7. Frith, were discussed simultaneously. Valu-
able suggestions were offered to proportioning part of the rim
so that the arms will have the proper tension thrown upon
them to make the strains equal to those in the rim section.
The method of reinforcing the rims of band fly wheels would
obviate such cracking in the arm pads and rims of wheels,
as was mentioned in the paper. The Efficiency Test of a 125
Horse Power Gas Engine, was the title of an exceedingly good
paper by C. H. Robertson, and while the engine tested, which
was a Westinghouse. did not show a remarkably economical
performance, the tests as conducted were admirable. The three
following important conclusions were reached:
First, That the proportion of gas to air is a very important
factor in fuel economy.
Second, That one test at a light and one test at a heav>-
load would serve to locate the line from which an approximate
prediction could be made of the gas consumption under inter
mediate loads.
Thli-d, That these considerations hold for the fuel consump-
tion per brake horse power and per electrical horse power.
The most Interesting, but probably not the most valuable dis-
cussion of the session, was that on Strength of Steel Balls.
The best methods for testing steel balls were considered. The
hearing quality of balls was placed second in importance of
testing, the quality of elasticity being first. It Is not neces-
sary that we know more about the crushing strength than we
already know, for if the balls are picked out according to
their elastic qualities there will be no danger of the harder
balls doing all the work and in consequence, wearing out the
bearing. A simple test for sorting balls as to their elastic
qualities is to suspend a bar over a steel plate and drop the
balls on the plate. Those jumping above the bar at a certain
height are used for one bearing and those getting over the
bar at another height are used for another bearing.
The paper by F. C. Wagner, entitled Friction Tests of a Loco-
motive Slide Valve, did not add anything of value to the infor-
mation already recorded on the subject and the question waf
raised in the discussion as to whether the tests represented the
conditions of practice.
The Friction of Steam Packings, by C. H. Benjamin, brought
out interesting tests, but it was indicated in the discussion
that as yet no one had succeeded in making tests in which
conditions of practice were sufficiently provided for.
The closing session began with the consideration of the sub-
ject of impact tests, introduced by a paper by Mr. W. .T. Keep.
of Detroit. It was an admirable treatment, but apparently too
deep for most of the members, as there was no discussion.
Mr. Francis H. Stillman, of the Arm of Watson & Stillman.
the well-known manufacturers of hydraulic machinery and
apparatus, presented a paper entitled "High Hydrostatic Pres-
sures and Their Application to Compressing Liquids: also, a
New Form of Pressure Gauge." This paper contained
records of experiments on the enormously high hydraulic pres-
sures of 450.000 pounds per square inch which were conducted
at the West Virginia Agricultural Experiment Station by Mr.
B. H. Hite. They present the startling but apparently con-
clusive evidence that liquids are compressible, and. under such
pressures as this, to quite a considerable extent. Mr. Stillman
says that, under a pressure of G.5.000 pounds per square inch.
water is compressed over 10 per cent, and alcohol over 15
per cent. The question of the compressibility being due to
air in the water was raised in the discussion, but it is doubtful
if such a precaution as the removal of the air would be over-
looked by a careful experimental expert. To experiment with
these high pressures it was necessary to enclose the liquids
in closed vessels, on account of the deformation which always
takes place in a cylinder under heavy pressures. The sug-
gestion with regard to a new high-pressure gauge was the use
of the compressibility of liquids to measure the extremely high
pressures. Mr. Stillman's paper will doubtless cause a great
deal of comment among physicists as well as engineers.
THE MECHANICAL PLANT OF THE BOSTON SOUTH
UNION STATION.
The most valuable engineering paper presented in the recent
meeting of the American Society of Mechanical Engineers, held
in New York City, was that on "The Mechanical Equipment of
the New South Union Station. Boston." by Walter C. Kerr, of
the firm of Westinghouse, Church, Kerr & Co. This paper covers
115 pages, with the addition of numerous engraved plates, and
thoroughly describes the mechanical plant of the new terminal
in Boston, to which we have repeatedly referred. The most
interesting feature of this work was the fact that It was in-
trusted to Mr. Kerr's firm, both in plan and execution. The
26
AMERICAN ENGINEER AND RAILROAD JOURNAL.
work covered was the following: Complete system of electro-
pneumatic switches and signals. 2. Comprehensive power-
house equipment. 3. Electric wiring and lighting system.
4. Heating and ventilating system for the head house. 5. Pas-
senger and freight elevators in large numbers. 6. Ice manu-
facturing plant. 7. Refrigeration for restaurant, kitchen and
storage. S. Water filtering and cooling. 9. Car heating equip-
ment for train shed, storage and express yards. 10. Compressed
air supply for charging and testing train brakes. 11. Fire
protection for buildings and train-shed roof. 12. Disposal of
storm water and drainage, all of which is pumped. 13. Frost
protection for roof conductors. 14. Steam and hot water
supply for head house.
The whole of this extensive work was planned and the
drawings prepared in 90 days. This and the satisfactory exe-
cution of such a contract could have been handled only in this
way, without conflict and trouble as well as additional expense.
The very substantial amount of $100,000 was saved to the ter-
minal company by the union of interests in the hands of the
Westinghouse concern, and the fact that this company was in
position to handle this entire contract and supply nearly all
of the equipment is a commentary upon the magnificent pro-
portions of the industries instituted by Mr. George Westing-
house. There was no divided responsibility in this case, and
the complication of a blizzard, the worst known in Boston for
years, which came upon the very opening of the terminal, did
not develop a single failure or weakness in any part of the
system. The same firm has a somewhat similar work under
way at the Pittsburg & Lake Erie terminal in Pittsburg.
This work was not a power house, or elevators, or electric
light plant, or ice-making equipment, but a railroad terminal,
and everything had been designed specially with this in view.
Everything was on a large scale, but the switch and signal
plant was the most extensive work of all. It is stated to be
the means of saving $30,600 per year in wages alone over the
cost of a mechanically operated plant. A conception of the
amount of electrical service rendered is had by noting the fact
that there are but three cities in Massachusetts, outside of
Boston, in which there are a greater number of municipal
arc lights than those used by this terminal. The lamps are
on 110-volt circuits, while the motors operate on 220-volt
circuits. An ingenious three-wire system was devised whereby
the two voltages are secured from the generators at the same
time. The lighting was divided into IS sections each, with
its separate switchboard. If the attendant at one of these
switchboards desired current, he first communicated by signal
wires with the power station, and, when the necessary steam
and electric units were ready, he was notified from the power
house to throw in his switches. This precaution was taken
to prevent throwing long loads upon the power house machin-
ery without preparation.
The drainage conductors from the 14 acres of roofs over
the buildings were provided with jackets within which small
steam pipes were run to prevent them from freezing. The ice
plant, with a capacity of 20 tons daily, and 800 tons of storage
was the means of saving about $8,000 per year. It was de-
signed to take care of 750 trains per day.
This is the first of what we hope will become a most valuable
line of papers for record in the proceedings of this society.
In the discusion the prominent feature was the concentration
of the entire mechanical work in the hands of one firm. The
idea was not pleasing to the consulting engineer, but Mr. Kerr,
in a most admirable extemporaneous argument, proved con-
clusively the advantages in such an undertaking as this. There
was room for every man who had talent. It was not advisable
to use this method everywhere, but in such a case as this
it saved endless confusion, and the economy here was $100,000
in $750,000.
by the railroads, and especially because of the interchange
of freight equipment upon which so much piping is employed.
The condition disclosed by the committee, of which Mr. C. H.
Quereau of the Denver ■& Rio Grande was chairman, was most
unsatisfactory, and knowing what the standard is there is
every reason why all the roads should adopt it. The Chicago,
Burlington & Quincy have adopted it.
PRINTING TITLES ON DRAWINGS.
The adoption of the Briggs standard dimensions and screw
threads for welded tubes of wrought iron by the Master Me-
chanics' Association, at the convention last summer, was an
important step in view of the amount of this material used
Labor-saving methods in drawing-rooms are now attracting
appropriate attention, and one of the ways of saving valu-
able time is in the mechanical printing of the titles on tracings.
In our August, 1899. issue we described a method used oy Mr.
F. M. Whyte, then mechanical engineer of the Chicago & North-
western, and now holding a similar position with the New York
Central. Mr. Whyte uses a printing press, and the work is done
very acceptably by the cheap (office boy) labor. We reproduce
Mr. Whyte's letter on this subject as follows;
"In regard to the use of a printing press for printing titles
on tracings, we are using a small handpress for this purpose,
the frame of which measures 4 by 6 inches. When it was first
proposed to purchase a printing press the one we have was
considered sufficiently large; but it has been remarked sev-
eral times since that it would have been better had we pur-
chased a larger once. The length of the frame given above
limits the length of the title, but we find it large enough for
the purpose, as we try to make the title as short and expres-
sive as possible. We have three fonts of type, and you can
judge of their size by the attached print. We find these sizes
of type convenient and quite satisfactory. I might tell you
our experience which practically drove us to the adoption of
a hand press. First, of course, it costs considerable to put
titles on drawings whether the work is done with the usual
drawing instruments or freehand. To reduce this cost, we
tried first to use a rubber stamp, but the ink which we found
would work satisfactorily with the rubber stamp would not
give a print, so that, after putting the title on with the
stamp, we would have to turn the tracing over and ink it on
the back with black drawing ink. This, of course, was no
great improvement on putting the titles on by hand. We
found we could not use black ink on the rubber stamp, be-
cause the gasoline used for removal of the ink from the stamp
after using it would destroy the rubber type. It was also diffi-
cult to get a perfect impression with the rubber* stamp. The
first difficulty experienced with the hand press was that the ink
would not dry fast enough after the title had been put on the
tracing, but this trouble was overcome by using a light, fine
powder to absorb the ink, so that we now take a print from the
tracing immediately after titling it. Fine powder should be
used, because, otherwise, the large flakes of coarse powder will
overhang the edge of the letter and produce ragged edges. We
use the ordinary quick-drying printer's ink for our press. The
first cost for us was $22.50 for the complete outfit, and it is
believed that the first month or two's saving would cover the
entire expense."
It is necessary to scrape the surface of the tracing cloth for
the reception of the printed titles if the drawings are made
on the glossy side. Mr. Whyte has sent us the following list
for requisitions of printing equipment as used by him, all of
which may be obtained from the concern mentioned below:
1 No. 2 Official press 4 by 6 inches.
3 Hemple (luoins and one key.
1 lot assorted wood furniture.
5 lbs. 2-point L. S. slugs.
5 lbs. 2-point L. S. leads.
1 8-inch composing stick.
1 S by 12 inch ink stone.
1 font 6 point combination Gothic type No. 1532.
1 font 18 point combination Gothic type No. 1.524.
1 font 12 point combination Gothic type No. 1526.
2 fonts 2 point brass rule.
3 small cases two-third, size (for type).
1 lb. can quick-drying printer's ink.
For the benefit of a number of correspondents who have in-
quired about this method we would state that the press referred
to, which is efficient and strong and specially well adapted to
such work, was furnished by The Crescent Type Foundry, 346
Dearborn St., Chicago, 111.
jAN.AKy. ir,0(). AMERICAN ENGINEER AND RAILROAD JOURNAL. 27
AN AIU-MI'T PUMP.
St. Paul & niilulh Rnilmad.
Gmuna LirK
r
K
^M uii
Cicapei "
'
:?^
fa/re
a'Pipe
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1 -'^'
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lllr-»C»ec/t
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liPipe
Mr. G. D. Hiooko, General
Master Mechanic of the St.
Paul & Duluth Railroad, some
time ago devised an application
of compressed air to the pump-
ing of water at the Gladstone
shops of that road, which is
worthy of note. It is an adapt-
ation of the well-linown air lift
to conditions, under which a
deep well pump had not given
satisfaction.
The engravings illustrate the
plan. The well has an eight-
inch casing, driven to a depth
of 750 feet, but now partly filled
up with silt, mailing the depth
640 feet. Formerly a deep well
pump with a 36-foot pitman
was used. This caused consid-
erable annoyance by requiring
constant attention, repairs and
in replacing this arrangement
the location of the well near
the stationary boiler plant and
in the midst of the shop build-
ings was found unfortunate, be-
cause it necessitated forcing the
water underground horizontally
to a distance of more than 500
feet to the road water tanks. It
would have been better to erect
a tank directly over the well,
making a vertical lift and then
allow the water to flow to the
road tanks by gravity. This plan, however, was not followed,
for the reason that a fire in the vicinity of the tank over the
well would render the water service inoperative.
The arrangement, as installed, places all the apparatus un-
derground, except where there is no liability of fire. The air
supply is furnished by a Rand Duplex compressor, and in case
of fire in the stationary engine plant supply connections pro-
vided for the purpose may be attached for the temporary use of
air pumps on locomotives in the round house.
When the air-lift was first started it was the intention to al-
low all of the air to escape at the over-flow in the water tank,
but it was found that the pulsations were so uniform and rhyiu-
mical as to cause the tanks to vibrate so severely as to threaten
the collapse of the supports if it was allowed to continue. An
eight-inch pipe was then added, as shown in the print at the
top of the well, and it was fitted with a balance escape valve,
which allows the escape of a large portion of the air and re-
tains only enough pressure to force the water horizontally to
the tanks and raise it through the remainder of the lift. This
arrangement also insures a more solid body of water through
the horizontal pipe. Since this change was made, about two
years ago, the apparatus has not been changed or even exam-
ined in any part, so perfectly has it operated. Mr. Brooke writes
that he uses from 80,000 to 100.000 gallons of water per day,
the cost of pumping being between five and six cents per thou-
sand gallons. The use of a gravity flow for this horizontal dis-
tance would have cheapened the cost, but as it stands, it is not
excessive for a lift of 73 feet. The air pressure in the shop pip-
ing is 125 pounds per square inch, which is throttled down
through a one-inch globe valve to a pressure of 60 pounds for
the pumping. A small fraction of a turn of this globe valve
Well Piping.
supplies enough air from the pressure of 125 pounds to keep
a constant stream of water flowing into the tank.
In the drawing it will be noticed that the top of the eight-
inch well casing has a tight flange connection with the four-
inch pipe; this was not necessary for the perfect working of the
device, but it was done to prevent water or dirt from the open
well from passing down into the casing, as the water is used
for drinking purposes.
As the four-inch pipe and the one-inch air pipes are sus-
Piping to the Tanks.
pended in the well casing from the top end, double thick gal-
vanized iron pipe was used for this portion to insure against
rusting and breaking off and dropping down into the well. The
resistance due to 100 feet of water is sufficient to prevent un-
due vibration of the pipes, which might be caused by the escap-
ing of the compressed air.
The number and size of motors to use in equipping a shop
with electrical machinery is always an interesting problem.
An account of the plan worked out for the new Porifirio Diaz
shops of the Mexican International Railway, described in the
"Railway and Engineering Review," states that in this case
the shafting and machinery of the shops are divided into 10-
horse-power units, each unit being driven by a separate motor,
while larger or smaller motore will drive individual machines
wherever circumstances require. There is an advantage in us-
ing a number of motors of uniform size on account of replace-
ments, and it would seem to be possible to group machines
favorably for lO-horse-power units. This should be done in
such a way as to necessitate using only a few of the motors for
ordinary occasions requiring overtime working. The selection
of the size of motors is important because the cost per horse-
power of the motor increases as the power decreases.
The Hummel system of picture telegraphy is described by
Mr. Pierce D. Schenk in a recent number of "The Yale Scien-
tific Monthly." The pictures are drawn with insulating ink
on tin-foil and the transmitting and receiving instruments
pass in horizontal lines over these plates in synchronous move-
ments. The transmitting current is interrupted at the lines
of insulating ink, and the reproduction is made to follow the
original. The greatest difficulty was found in synchronizing
the two machines. Mr. Schenk illustrates the circuits and in-
struments with a diagram.
28
AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE OIL ENGINE.
It is about ten years since the first English internal combus-
tion engine, using heavy oil. was brought to the point of suc-
cess. It was a Priestman engine tested by Prof. Unwin in 1890.
burgh, whereby the progress made in this field may be seen,
are printed in recent issues of "The Engineer." The Priest-
man engine referred to made several records, but there Is no
doubt but that it produced a brake-horse-power for a con-
sumption of one pound of oil. The oils used in the tests were
"Daylight" and "Russolene."
At the recent Edinburgh trials 10 engines were tested and
satisfactory tests were obtained with nine. There were seven
distinct makes. I'he results are given in the accompanying
table, which is of special interest because of the scarcity of
data pertaining to oil engines. These tests were made at the
Edinburgh exhibition of the Highland Agricultural Society
of Scotland. The power was measured by the Prony brake
and the indicator, and the oil consumption was measured. The
engines were run four hours at the full brake load and two
hours at half load. They were afterward run one hour at light
load and finally for a short time at the maximum load which
The standardization of the threads of small screws was dis-
cussed at the recent meeting of the British Association, and
among the interesting facts brought out was the difliculty of
making accurate gages for small screws having rounded por-
tions at the top and bottom of the threads. The Sellers stand-
ard differs from the threads usually cut on small screws, and
also with the Whitworth standard, in this particular. The
Sellers standard appears to be gaining friends. It has been
adopted by the French navj', and also by several railroads of
that country. This system, using flat ended threads, is admir-
ably adapted to accuracy in making gages, and it Is possible
that further action of the British Association may favor Its
adoption. It is evident that this organization considers its
previous selection of round ended threads as unsatisfactory,
and the subject is to receive further attention by the commit-
tee having it In charge. The report contains the statement
that: "As far as easy production of the correct form Is con-
cerned, arguments which apply to large screws apply with
greater force to smaller screws, while a form which is suitable
for all screws above 6 millimeters diameter, the maximum
diameter in the British Association list, cannot be unsuitable
for screws below that diameter."
Summary of Trials of English Oil Engines.
Camp-
Crosslev Camp, bell sras R. Ste- Black- Black-
Brothers bell Gas Ene'ine phenson stone & stone &
Engines Limited. Engrlne Co. Co. & Co. Co. Co.
Diameter of cvlinder. Inches 10 12>4 SV- 7 6 7
Stroke, inches.' IS 21 IS 12 12 14
Fiill-power trial:
Revolutions per min., mean 2n4 ISS 210 252 256 21S
Mean effective pressure, lb. per sq. In I!4.52 49.5 ,. 39.
Explosions per mIn., mean S7.25 7B IIS.R
Tndicntea horse-power 20.09 24.4S 5.39
Mechanical efficiency 771 .773 .. .5S2
Brake horse-power 15.5 1S.93 13.87 3.14 5.21 8.13
Oil per B. H. P. per hour, lb 793 1.20 1.06 1.63 .833 .836
Half-power trial:
Brake horse-power 7.71 10 59 6.73 1.31 2.84 4.84
Oil per B. H. P. per hour. lb 1.037 1.466 1.186 2.88 1.099 1.03
T.iKht trial: „ „
Total oil used per hour, lb 4.03 8.23 3.8 4.43 1.69 2.75
Maximum-power trial: . __ .» „
Brake horse-power 18.01 25.55 14.89 3.14 6.68 10.66
Black- Pollack. R. Cun-
stone & Tansies Whvte ft rtall &
Co. Limited. Waddel. Son.
9V, 11 10 m
18 " 16 IS 15
190.3
56
81.4
14. 6S
.858
12.6
.746
6.59
1.024
3.4
19.7
200.1
62.2
S9.75
21.43
.842
18.06
.806
9.95
,939
3.375
20.66
220.5
10.64
1.15
4.69
2.23
5.375
19.85
227,7
8,77
.962
4.35
1.57
4.24
10.54
could be depended on in an emergency. The Crossley, Stephen-
son, Pollock and Cundall engines used "Royal Daylight" oil
of 0.796 specific, while the others used "Russolene" oil of 0.825
specific gravity.
The average consumption of six of the engines is 0.958 pound
per brake-horse-power per hour, which is a small improve-
ment over the earlier results. Pour of the engines gave 15.5.
18.93. 12. G and 18.06 brake-horse-power, respectively, and their
mechanical eflSciencies were 0.771. 0.773. 0.858 and 0.842, which
appears to indicate that these variations in power were not suf-
ficient to affect the efficiencies materially. In other words,
the size of the engines, within these limits, does not aifect the
efliciency.
The half power trials are specially interesting. There were
six types of engines represented and the average oil consump-
tion at half power was 1.36 pounds per hrake-horse-power
hour. One engine used 2.23 pounds. Omitting that, the average
would be 1.18 pounds for half power as compared with an aver-
age of 0.96 pound for the full load consumption. In overloading
it was found that nearly all of the engines developed 25 per
cent, overload. No generally satisfactory figures of speeds
and pressures were obtained. The generally accepted opinion
that high speeds were favorable to high efficiencies because
of the short time in which a charge remained in contact with
the cylinder was not borne out by the tests. It was found
that the best results were given by an engine which ran rela-
tively slowly, while the worst results came with the highest
speed. This is not considered by any means conclusive evi-
dence in favor of slow running, however. The tests indicate
an improvement in the oil engine, though not very marked
or rapid. The wide differences in the opinions as to elemen-
tary- proportions indicate that the best practice has probably
not yet been reached. Ten years is much too short a time
to expect to achieve the crystallization of practice which has
taken place In marine and other fleldfi of steam en.glneerlng.
THE NEW REMINOTON BILLING AND TABTTLATTNG
TTACHMENT.
J^l
An ingenious and exceedingly valuable improvement has
been applied to the Remin.gton Standard Typewriter, which
will be an important labor saver In offices where statistical
?nd tabulated work is done. For railroad offires it will be in-
valuable in preparing reports, records and specifications, one
nnerator working with the attachment can do the work of
about five without it. and the arrangement is designed through-
out to avoid interfering with the regular operation of the
machine. The purnose of the device is to enable operators
to arrange tables in columns without the necessity of setting
the carriage of the machine by hand. Stops are applied in
such a way as to bring the carriage to the desired point by
a single movement of a key.
As illustrated in the engraving, the attachment is applied
to the machine bv small castln.gs fastened to the frame, one
under the front of the base below the kevboard and the other
in the form of a bracket at the rear of the machine. An
additional .sraduated bar is supported upon the hack of the
carriage by light brackets, the graduations in this bar being
made to correspond with the other graduated scales. TTpon
this graduated bar small stons mav be secured in any desired
position for fixing the location of the columns of figures, and
these mav be changed at any time. Supported in a case in
the rear of this bar are a number of plungers, anv one of
which mav be drawn forward horizontallv bv means of the
corresponding push button at the front of the machine below
the keyboard. ITnon pressing one of the push buttons the
pinion which holds the carriage In the ordinary working of
the machine is disengaged and the carriage moves along under
the impulse of the main carriage spring, which constantly
January, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 29
urges it toward the left. The push button at the same time proper distance away for the first figure of the desired number.
projects its plunger forward into the path of the stops, and If it is 100, the carriage stops three spaces away, and four
ihe motion of the carriage Is arrested by the stop at the point spaces if it is 1,000.
determined by the push button, which has been operated. For It will be noted that no hand setting of the machine is re-
The Remington Billing and Tabulating Attachment.
The Remington Billing and Tabulating Attachment.
example, if 100 is to be written, the 100 button is pushed and the
carriage moves at once and is arrested at the space deter-
mined by the location of the stop on the baclv of the machine
necessary to bring the first figure in its proper place in the
column. If three columns of figures are to be arranged across
the page the stops are placed at the proper places in the
rack and the operator starts with the carriage at its extreme
right-hand position. The push-button corresponding to the
first figure in the first column is pushed and the carriage im-
mediately takes the position desired. The proper numerals
are then written from the keyboard, and, upon pressing the
push button to locate the first figure in the next column, the
carriage at once moves over the intervening spaces and stops
at the correct position for the first figure desired for that col-
umn, the same process being repeated for the third column.
The basis for the columns is a fixed point, which in the stand-
ard arrangement is the decimal. The decimal plunger stops
the carriage at that space and tbe other plungers stop it at the
quired, that the number of columns is limited only by the
width of the paper and the size of the machine, and that the
stops will insure the determining spaces for each line of figures
falling directly under each other. For decimal fractions the
decimal push button is used, the period is struck, and the
proper figures inserted. There are eight push buttons in the
standard arrangement, and their operation will be readily un-
derstood from the engravings.
By making slight changes in the marking of the push but-
tons, provision may be made for placing the number characters
consecutively, for spacing them for commas to divide large
numbers into hundreds, for using the monetary sign, or for
dividing the figures for pounds, shillings, and pence sterling.
It is evident that a large variety in the arrangement may be
used without changing the number of the plungers, and more
plungers may be added if necessary. For cer-
tain kinds of work requiring several different
settings of the stops a graduated bar may be
used, which is arranged to be revolved into any
one of tour positions, bringing into play in each
position a separate set of stops fixed for the
special requirements. For ordinary use the re-
movable stops are preferred, because they may
be placed in any notch in the graduated bar.
When put in position these stops lock them-
selves, so that they cannot be jarred out of
place and yet they may be easily removed by
the thumb and finger. The improvement was brought out
about a year ago and has been brought to a satisfactory work-
ing condition. Mechanically, the device is well designed. It
does not interfere with any operation that could be done be-
fore, and it may be very quickly applied to any of the recent
models of these machines.
EXTENSION OF SEVEN MONTHS FOR SAFETY
ANCES.
APPLl-
The extension of the time for equipping cars with automatic
couplers and air brakes, petitioned for by the railroads, has
been granted by the Interstate Commerce Commission, and the
date thus fixed is August 1. 1900, an extension of seven months.
Expected progress has not been made by a number of roads
because of the difficulty of procuring the necessary material
and also because of the enormous trafiSc of recent months,
which made it impossible to get the cars into the shops for
making the attachments.
30
AMERICAN ENGINEER AND RAILROAD JOURNAL
PERSONALS.
Mr. S. B. Mason has been appointed Assistant to the Mechani-
cal Superintendent of the Baltimore & Ohio, with office at Mt.
Clare, Baltimore, Md.
Mr. W. S. Haines has been appointed Division Master Me-
chanic of the Baltimore & Ohio, at Newark, Ohio, to succeed
Mr. W. H. Harrison.
Mr. H. E. Yarnall, Purchasing Agent of the Choctaw, Okla-
homa & Gulf, has removed his office from South McAIester,
I. T., to Little Rock. Ark.
Mr. H. V. Mudge, General Superintendent of the Atchison,
Topeka & Santa Fe, has been appointed General Manager of
that road, with headquarters at Topeka, Kan.
Mr. F. S. Chandler, formerly Purchasing Agent of the Ann
Arbor, has accepted a position in the office of General Super-
intendent Stout of the Wheeling & Lake Erie.
Mr. C. E. Fuller has resigned as Superintendent of Motive
Power of the Central Vermont, and has been succeeded by
W. D. Robb, hitherto Master Mechanic of the Grand Trunk at
Toronto.
Mr. James H. Maddy, who has done such valuable work as
Press Agent for the Baltimore & Ohio, has been rewarded by
appointment to the position of assistant to General Manager
Underwood.
The office of Master Mechanic of the Lake Shore & Michi-
gan Southern, at Buffalo, N. Y., has been abolished, and the
jurisdiction of Master Mechanic A. A. Bradeen is extended to
include the entire Eastern and Franklin Divisions.
Mr. F. H. Clark, Chief Draughtsman of the Chicago, Bur-
lington & Quincy, has been appointed Mechanical Engineer
of that road, with headquarters at Aurora, 111., and will be
succeeded as chief draughtsman by Mr. C. B. Young.
Mr. Malcolm H. Wallace, Chief Clerk of the Motive Power
Department of the Northern Pacific, has resigned to accept the
position of Chief Clerk to Mr. E. M. Herr, General Manager
of the Westiughouse Air Brake Company, at Pittsburg.
Mr. G. J. Fisher has resigned as Purchasing Agent of the
Fitchburg, to take effect on January 1. He has held this po-
sition for the past 12 years and was formerly Purchasing
Agent of the Eastern Railroad and the Boston & Maine.
Mr. William F. Merrill, Second Vice-President of the Erie,
has been chosen First Vice-President of the New York, New
Haven & Hartford, to succeed Mr. William D. Bishop, Sr., who
has been filling the position temporarily since November 11.
Mr. Merrill will have direct charge of the line and its opera-
tion.
Mr. S. S. Voorhees, who has been chemist of the Southern
Railway for the past five years, has been appointed to a simi-
lar position on the New York Central at West Albany. His
experience before entering the service of the Southern Rail-
way was with Dr. C. B. Dudley, with the Pennsylvania, at
Altoona. He is a graduate of Lehigh University.
J. Charles Cox, the news of whose death, in November,,
reached us after the publication of our December issue, was
72 years of age. He died in Pittsburgh, where for many years
he was employed by the Pittsburgh and Connellsville Rail-
road. He was subsequently connected with the Baltimore &
Ohio 'when that road absorbed the Pittsburgh & Connells-
ville.
Recent changes in the operating department of the Chicago
& Northwestern are as follows: Mr. J. M. Whitman, for many
years General Manager, has been made Fourth Vice-President;
Mr. W. H. Gardner, Assistant General Superintendent, has
been appointed General Manager; Mr. Sherburn Sanborn, Gen-
eral Superintendent, has been appointed Assistant General
Manager, and Mr. R. H. Aishton, Superintendent of the Iowa
Division, has been appointed General Superintendent.
John I. Blair, the veteran railway builder and owner, died
at his home in Blairstown, N. J., December 2, at the age of
97 years. He began his career as a railroad builder in 1839
in a connecting link between Oswego and Ithaca, N. Y.
This line, with others which he aided in building, was finally
merged into the Delaware, Lackawanna & Western, in which
ne was a director at the time of his death. He was promi-
nently connected with the construction of many of the im-
portant roads in the West.
Colonel Julius Walker Adams died at his home in Brook-
lyn, N. Y., on Dec. 14. He was one of the most brilliant and
enterprising men In the field of civil engineering. He was
instrumental in establishing civil engineering on this conti-
nent as a profession and was one of the fathers of the Ameri-
can Society of Civil Engineers. In 1846 he was Superintending
Engineer of the New York & Brie Railroad, for several years
Consulting Engineer of the City of New York, and prior to
this time was Chief Engineer of many other Eastern roads.
Colonel Adams was born In Boston, Oct. 18, 1812, and has lived
a life of such usefulness that one cannot but feel the great
inspiration his life and work has been to the engineering
world.
BOOKS AND PAMPHLETS.
Masonry Construction. By Ira O. Baker. C. E., Professor of
Civil Engineering, University of Illinois. Ninth edition, re-
vised and partially re- written; first thousand. Published by
John Wiley & Sons, New York. 1899.
This book has long been a standard work, and an acknowl-
edged authority on foundations. The present edition is a re-
vision for the purpose or bringing the text on cements, mor-
tars, concrete, etc., up to the present state of knowledge on
those subjects. The treatment of cement tests and cement
specifications is as complete as one could wish; the same can-
not be said ot the discussion of concrete, but the indefinite
state of knowledge on this latter subject makes it very diffi-
cult to secure reliable data. It is noticeable that no informa-
tion is given regarding the expansion and contraction of con-
crete with changes of temperature.
The importance of allowing for the expansive force of con-
crete is shown by the experience of some cities where concrete
walks have been laid abutting against the street curbs at
crossings, and have by their expansion broken the curbs. Ex-
amples of this action may be seen in Indianapolis, and also in
Grand Rapids, Mich. At Ann Arbor, Mich., the expansion in a
concrete walk one-quarter mile in length was sufficient to
cause buckling at one joint, the joint being forced upwards
six or eight inches, leaving the two adjacent blocks of con-
crete inclining against each other. The importance of this
element in concrete is also emphasized by the growing use of
Melan and Thacher arches of steel and concrete combined, in
which the stability of the structure deoenda to some extent
upon the assumption that the coefficient of steel and concrete
is practically the same, a very doubtful assumption. Spaulding
says that the coefficient of expansion of neat cement is the
same as steel. It would seem, then, as though it would be
considerably less for concrete, with its large proportion of
stone with low coefficients of expansion.
The book may be criticised for neglecting in a discussion of
arches, which in other respects is quite broad, any mention
of Melan and Thacher bridges, or arches of concrete, when
everything seems to point to the rapid development ot these
structures for highway bridges.
.Some important data are given regarding the relative
January, 1900. AM E R IC A N E N G 1 N E E R AN D R AILRO AD J OU R N A L. 3
strength of Portland and natural cements which does not up-
hold the doubtful theory held by some, that natural cement
concrete becomes stronger in time than Portland cement con-
crete; but the proof is not conclusive. Out.«i(ie of these few
points the text is most satisfactory and complete.
The absorjition of watei' by cements and concrete, with means
of prevention, and the effect of freezing on concrete, are dis-
cussed at some length. A chapter has been added on sand,
gravel and broken stone, with methods of determining the
voids foi" a pi'opcr iirojiortioning of ceniriit in ihe making of
concrete.
Although the present edition is a revision with reference to
moitar and concrete, it may not be amiss to notice one con-
clusion that the author has drawn ta' his discussion of arch
culverts, and which might with advantage have been omitted
from the revised edition. The conclusion is that because semi-
circular arch culverts have usually been built with heavier
abutments than would be required to resist the thrust of the
arch, that therefore it may be concluded that the pressure of
the earth-fill against the abutments is far greater than the
thrust of the arch; and therefore segmental arch culverts, on
account of the greater thrust of the arch to balance this pres-
.sure, may be built with lighter abutments than semi-circular
ones. It may be true that such is the case, but some more
substantial proof is needed to be convincing. And such a con-
clusion drawn from inspection of existing structures is not
only unwarranted but is dangerous.
The Stereopticon Method of Examining and Instructii'g Rail-
way Employees. By W. J. Murphy, Superintendent C, N. O.
& T. P. Ky., Lexington, Ky., 189S. 54 pages, 4y2 x 6 inches.
This little book contains questions and answers, engravings
and descriptions of the stereopticon method of training and ex-
amining railroad employees in regard to the rules governing
railroad operation and the management and use of railroad
equipment. The author devised this method some time ago,
and put it into use on the Cincinnati, New Orleans & Texas
Pacific Ry., where it has been very successful. The underlying
idea is to instruct and examine the men under conditions as
nearly as possible like those of actual visits to the various
points protected by signals, and by aid of photographs thrown
upon the screen the instructor and examiner is enabled to place
actual conditions before the men in a way that could not pos-
sibly be attained by diagrams or, in fact, by any method except
by actually taking them out on the road to the places where
the complications in signals and dangers are to be found. This
is manifestly impossible on a large road, but by means of the
screen these places are practically brought into the room and
placed before the men. Mr. Murphy does not confine his at-
tention to signal and train rules, but reaches out into the sub-
ject of breakdowns to locomotives and the handling of wrecks.
These matters are not presented in detail or in large variety in
this little book, but the treatment is sufficient to indicate the
possibilities of the plan. Mr. Murphy's method of examining
men as to color blindness and strength of vision by aid of the
stereopticon is also shown. This idea of the use of the screen
a d lantern is believed to be a thoroughly good one, and every
railroad officer having to do with the operation of trains should
obtain a copy of the book. The idea of the plan is to instruct
new men intelligently as to their duties and periodically ex-
amine those in service as to their knowledge and understand-
ing of the rules.
Halls Tables of Squares. Containing the True Square of Every
Foot and Fraction Thereof, from 0 to 100 Feet, Advancing by
One-sixteenth of an Inch, By John L. Hall. The Engineer-
ing News Publishing Company, 220 Broadway, New York-
200 pp., leather, size 3V2 by 5% inches. 1S99. Price, $2.00.
This is a most convenient table of squares. It is a durable
and attractive book, well suited for the use of engineers, and
possesses several important improvements over other tables
of squares. This table is stated to be correct to the sixth deci-
mal place instead of merely to the second or third place, which
is the limit of other tables with which we are familiar. The
compass of this work is heartily commended. It gives the
squares up to 100 feet, whereas 50 feet is the limit of previous
tables. An admirable feature of its arrangement which will
be appreciated at once is the paging. The page numbers cor-
respond with the number to be squared and the squares of any
particular foot and its fraction are exposed to view on two
facing pages. This is accomplished by numbering only the left-
Imnd pages. A c(miparatlvely small matter of this kind makes
all the difference between convenience and Inconvenience, and
this has a great deal to do with the success of such a work.
The arrangement of the columns Is also good. Each Inch has a
column by itself, separated into quarter Inches by blank spaces,
with the roots printed in heavy-faced type. The clearness pro-
duced by this arrangement Is unusual. These are an Improve-
ment over Buchanan's In that In the present work the fraction
is squared first and then reduced to decimal form, whereas Bu-
chanan took for the basis of his tables the approximate 4-place
decimal equivalent of each fraction of a foot. Mr. Hall points
out that the resulting squares. If absolutely accurate to the
eighth decimal place, yet, by reason of the Inexactness of the
roots emi)loyed, differ from the true squares In eleven cases out
of every twelve and frequently at the second or third decimal
place.
Fowler's Mechanical Engineer's Pocket Book for 1900. Edited
by ■William H. Fowler. Price, $1.00. Published by D. Van
Nostrand Co., 23 Murray St., New York.
The success of this book last year has resulted in an increase
of matter covering 200 pages, 80 of which are added to the
treatment of electrical subjects. The book contains a gre.al
deal of valuable information which, even with the present large
number of "pocket books," we have not seen in any other pub-
lication. Its strong points seem to be such information as
would be expected with such assistance as that of the former
Chief Shipwright of the Board of Trade and Professor Pullen.
The tables of properties of saturated steam are unusually com-
plete in range, for the purpose of providing for the recent great
advances in steam pressures. The tables in this volume range
from 1 to 300 lbs. per square inch with intervals of one pound,
and all the quantities involving the mechanical equivalent of
heat are based on 778 foot-pounds, the most recently accepted
value. This work was done by Professor Pullen. The other
most important additions concern steam boilers, machine tools
and textile machinery. The index is satisfactory, covering
nearly 50 pages. The price is exceedingly low, and for this
reason the presence of a large number of advertisements may
be excused. We must criticise the omission of the name of the
book upon the binding where it may be seen on the shelf.
Doubtless this will be attended to in future editions.
The Building and Ornamental Stones of Wisconsin. By E. R.
Buckley, Ph. D., Assistant Geologist M isconsin Geological and
Natural History Survey. Published by the State of Wis-
consin, Madison, 1898.
This volume, which has been received through the courtesy
of Mr. E. A. Birge, Director of the Wisconsin Geological and
Natural History Survey, will be invaluable to those interested
in the geology of Wisconsin. It treats of the demand, uses and
properties of ornamental stones; the geological history of Wis-
consin, and description of the areas and quarries. The ap-
pendix contains a study of the composition and kinds of stones
and rock structures. The volume presents results of a large
number of tests and by aid of handsome engravings and colored
plates shows not only the character of the Wisconsin building
stone, but its effect in architecture and the methods of quarry-
ing and preparing for use.
Interstate Commerce Commission. Eleventh Annual Report on
the Statistics of Railways In the United States for the Year
Ending June 30, 1S98. Prepared by Mr. Henry C. Adams, the
Statistician to the Commission. Government Printing Office,
Washington, D. C. 1899.
This report covers the ground of railroad statistics in ac-
cordance with the plan adopted by the commission and brings
the record up to a little over a year ago. It appears to have
no new features, but is undoubtedly improved in accuracy by
the efforts to secure data in a uniform manner from the
various combinations of roads which naturally tend to obscure
the identity of some of the individual lines. It contains the
report of the statistician, statistical tables; a summary of rail-
roads in the hands of receivers, with the capital involved; de-
cisions of the commission upon questions raised under the
classification of operating expenses, and two indexes, one to
the railroads and the other a general index to the volume.
Report of the 18th Annual Meeting of the American Street
Railway Association Held in Chicago, October, 1899. Mr. T. C.
Pennington, Secretary, 2020 State Street, Chicago, 11(1.
This pamphlet of 220 pages contains the minutes and pro-
ceedings of the recent meeting of the association, with com-
plete information concerning the membership, and includes the
papers and discussions of the meeting.
82
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Locomotive Sanders are illustrated and described in a pam-
plilet of 30 pages received from the American Locomotive Sander
Co., 13th and Willow streets, Philadelphia. The devices de-
scribed are the Leach, Houston, Dean, "She" and Curtis. These
well-known sanders are all described in detail by the aid of
line drawings showing sections of the apparatus.
by increasing volume of business coming from all parts of the
world.
The Rand Drill Co., 100 Broadway, New Torlt, have issued
two very handsomely illustrated pamphlet catalogues, one
entitled "Rock Drills and Drill Mountings," and the other, "Air
and Gas Compressors." The first is devoted to the rock drill
in its various forms for mines, quarries and tunnels. It con-
tains a histoi'y of the rock drill, descriptions of the machines
manufactured by this firm, illustrations of diiferent kinds of
works, and valuable information for use in connection with this
work. The compressor catalogue illustrates the Rand Air Com-
pressor in its many forms and applications, the descriptions
of r;hich include tables of information concerning sizes and ca-
pacities. The accesories to compressors, reheaters, air engines
and governing appliances are included, and also a number of
tables of information concerning the compression and use of
compressed air. The engravings are unusually fine; nearly all
are half-tones.
Westinghouse Pneumatic Control, New Motor Trucks and
Rotary Air Compressor. — The Westinghouse Air Brake Co. have
issued a most handsomely illustrated pamphlet on these sub-
jects. The pneumatic control system for elevated railroads is
described in detail and by aid of the engravings the operation
of this ingenious system is made clear. The object is to use
motors under any desired number of cars in the train which
may all be controlled from the motorman's compartment of any
of the cars. The controllers are operated by pneumatic power
acting in small cylinders, the operating valves of which are
controlled by currents from primary electric batteries. The
system uses the principles of the Westinghouse electro-pneu-
matic interlocking apparatus and in a really simple system per-
mits of obtaining the advantages of multiple unit control of an
electrically driven train. The pamphlet also describes the air
brake system applied to such service, which is a modification of
the standard apparatus used in heavy railroad service and the
new rotary air compressor which is driven directly by a motor
placed with its armature horizontal. Heretofore the indepen-
dent compressors for elevated car service have been of the
reciprocating piston type and driven by gears or other noisy
mechanisms. This is a rotary air pump and the motor is made
specially for use in connection with it. We also find an illus-
trated description of the new BaldwLn-Westinghouse motor
truck (See American Engineer, November, 1899, page 356) and
several engravings of the large Westinghouse railway motors
used in recent practice. The pamphlet is the handsomest that
we have seen in such literature, and is in excellent taste
throughout.
EaUIPMENT AND MANUFACTURING NOTES.
The Chemins de fer de I'Etats Neerlandais, at Utrecht on
the Rhine, has adopted Nels' yellow semaphore signal lights
and has ordered the glass from Mr. John C. Baird of Boston.
The Chicago Pneumatic Tool Co. announces the dismissal of
patent litigation entered into between that company and Joseph
Boyer with the Standard Pneumatic Tool Co. and the Chouteau
Manufacturing Co. The announcement states that the parties
concerned have purchased licenses from each other covering
their present styles of hammers, a step which was considered
necessary for the protection of users of their products. This
action will prevent the annoyance from infringement claims.
Mr. Wallace W. Johnson, who has been associated with the
Keasbey & Mattison Company for a number of years, has re-
signed to become connected with the Franklin Manufacturing
Company of Franklin, Pa.
'The Bullock Electric Manufacturing Co. have begun the ex-
tension of their main shop building by the addition of 200 feet
to its length. This will make the main shop 500 feet long by
101 feet wide. The increase in facilities has been necessitated
The electric car lighting system of the Columbian Electric
Car Lighting and Brake Co. of 11 Broadway, New York, of
which Mr. J. L. Watson is secretary, is now in operation on
the following roads: The New York Central, Pennsylvania, Bal-
timore & Ohio, Boston & Albany, Union Pacific, Rutland, Illi-
nois Central, Lake Shore & Michigan Southern, Canadian Pa-
cific, Cleveland, Cincinnati, Chicago & St. Louis, and also by
the Pullman and Wagner companies. The system was de-
scribed in our December, 1899, issue.
The Q & C Co. sent us the following statement in regard to
patent litigation concerning pneumatic tools: "Referring to the
articles now appearing in the mechanical papers pertaining
to litigation on pneumatic tools, and in order to make clear
the position of the Q & C Co., we wish to distinctly state
that we are not in any way involved in this controversy.
The line of tools manufactured by us are protected by our own
patents, unique and bi-oad in themselves and absolutely clear
from any infringement. Full protection will be given to any
purcliaser of our tools from any liability on account of their
use."
The Cling-Surface Manufacturing Company, of Buffalo, N. Y.,
report a recent letter from the Peoples' Electric Light, Heat
and Power Company, of Greenville, Pa., which says that Cling-
Surface gives the best of satisfaction. "One of our 16-inch belts
is running with a 21-inch sag. Another 16-inch belt, 8 feet
shorter, is running with a 19-inch sag. One of our 12-inch dy-
namo belts has been run ten years and is a 'dead belt'; we had
to cover the pulley or run it very tight. We have been using
Cling-Surface on it and no pulley covering, and now it with
S-inch sag and think we can get it down further. Two other
12-inch 'dead belts' are also running very slack."
Having noticed printed references to a circular issued jointly
by two manufacturers of pneumatic tools, stating that the
patents controlled by them cover the fundamental principles
of pneumatic hammers, without which no successful ones can
be made, the Q & C Company desires not to express any opinion
as to the accuracy of the statement when applied to valved
hammers, but to state that it is misleading when valveless
hammers are included. They also desire to state that the valve-
less hammers manufactured by them are not in any way
an infringement of the patents referred to.
An index for the M. C. B. book of rules has been prepared
by the Sargent Company, 675 Old Colony Building, Chicago,
and will be distributed to railroads for tlie use of those having
occasion to refer to the rules. This index is arranged to fold
into the book of rules and is provided with a gummed strip for
attachment to the page. On the reverse side of the slip is
a copy of the Sargent Company's knuckle chart illustrating
59 of the M. C. B. coupler knuckles, which this concern is
prepared to furnish. The idea is a good one, and the indexes
will undoubtedly be thoroughly appreciated among the rail-
roads. Copies will be fuinished upon application to the Sargent
Company.
Tlie Bullock Electric Manufacturing Co. report for Novem-
ber, 1899, the largest amount of business in a single month in
the history of the company. Fifty-one machines were sold,
several of which were "repeat" orders. The more important
sales are noted as follows: Willson Aluminum Co., Holcombs
Rock, Va., three 600 k.w. alternating generators; Manchester
Sporting Chronicle, of Manchester, England, two 150 k.w. di-
rect current generators (second order) ; L. L. Summers, Flor-
ence, Colorado, six direct current generators aggregating 260
k.w.; John Wanamaker, Philadelphia, Pa., one 100 k.w. direct
current generator, and three 50 horse power "Teaser" print-
ing press equipments; Arthur Pearson, Pearson's Magazine,
London, England, three 50 horse power "Teaser" printing press
equipments; Oakland Transit Co., Oakland, Cal., four 15 horse
power direct current motors (third order) ; American Type
Foundry Co., Cincinnati. O., one 30 k.w. generator (second or-
der), and Pacific Coast Borax Co., Bayonne, N. J., one 12Vi
horse power direct current motor (fifth order).
February, 1900. AMERICAN ENGINEER AND RAI LRO A D JO U R N AU S3
_, AMERICAN—.
Engineer
RAILROAD Journal
FEBRUARY, UMIO.
0O3SrT£}2SrTri.
Illustrated Articles: Page
Firebox Crown Stays, by F. J.
Cole 33
Consolidation Freiglit Locomo-
tivea. L. S. & M. S, Itailway... ,37
Some Causes of Excessive Heat- -^nal
ing in BeariDSj Metals, by
Kobert Job 38
Grates for Colic liurnintj 40
Cast Steel Driving Wheels 53
Locomotive Tenders, by William
Forsytb . *5
Iniprovements in Locomotive
Driver liraltes ; 46
Piston Valves with Allen Ports. 1 154
Eight-Wheel Passenger Locomo-
motive, Chicago and Alton
Railroad 55
Roller Atlachment for Axle
Lathes 57
A Valuable Crane 58
A New Truck by the J. G. Brill
Co :.... 59
A Successful Gas Engine Power
Plant 60
Direct Motor Driver Profiler 61
MlSCKLLANKOl'S ARTICLES :
Boiler Specifications and Tests 36
Master Mechanics' and Master
Car Builders Convention for
mou 47
Master Mechanics Wanted 50
Page
HeatinB Surface and Weight on
Drivers 50
Staybolt Progress 50
Four Cylinder Tamdem Com-
pound Loc-oniotive 53
Improved Engine Frame Con-
struction 54
Exhaust and Draft Arrange-
ments in Locomotives. .. . 1^55
Good American i'ractice in
(Jenler of Gravity of a 108-Ton
Locomotive : ^56
Cranti Pins and Axles 57
Kconomicai Operation of Loco-
motivod 57
The i^lot in the M. C. B. Knuckle. 58
InairucLion in t^are of .Journal
Boxes.N. Y. O. & H. R. Railway
The Increasing Weiglits of Loco-
tives
Editorials;
Movement of Sheets In Fireboxes
Advisability of Improving Sig-
nals
The Engineer in the Navy 18
The .Skein Test for Color Blind-
ness 48
The Increasing Weights of Loco-
motives 49
Systems of Electric Driving in
Shops 49
60
48
48
LOCOMOTIVE DESIGN.*
By F. J. Cole, Mechanical Engineer, Rogers Locomotive Works.
Firebox Crown Stays.
In this article various forms of the supporting stays or brac-
ing for firebox crown sheets will be considered. The possibility
of a crown sheet becoming over-heated by the temporary ab-
sence of the usual covering of water requires the supporting
bolts or stays to be designed with a larger factor of safety
than the water space stays, which are wholly below the level
of the crown sheet, and for that reason always entirely sub-
merged.
It is not meant by this that the bolts should be made so
large and strong that no amount of over-heating would cause
the ci'own sheet to be blown down. A few moments' consid-
eration would show the fallacy of this. It is good practice,
however, to provide a very large margin against any temporary
absences of water or over-heating either wholly or in part,
caused by: (a) foaming; (b) the application of brakes to a
swiftly moving locomotive in momentarily exposing or nearly
exposing the crown sheet; (c) by improperly or insufficiently
admitting feed water to the boiler, which allows the water
level to be so lowered that the intense heat generated in the
firebox is not absorbed fast enough to keep the sheet at the
usual comparatively low temperature; (d) overheating caused
by deposit of scale or mud. The action of the brakes in reduc-
ing the water level at the back end is more noticeable in
straight topped radial stay or Belpaire boilers than in those
having wagon tops. Boilers with straight tops have more steam
room in the front and therefore greater space for the water to
rush ahead when the motion of the boiler is suddenly retarded.
Experience indicates that certain sizes of crown stays give
satisfactory results for a given spacing and steam pressure.
Also that the upper ends of the bolts or stays may be safely
made smaller than the lower ends or parts exposed directly to
the heat of the fire. For radial stay and Belpaire boilers 3,500
pounds as an average with a range from 3,000 to 4,000 pounds
per square inch of net section will be found a perfectly safe
and satisfactory stress for the lower ends, which pass through
the crown sheet and are exposed to the action of flame and
beat and 5,000 pounds as an average with a range from 4,500
For prevoius article, see Vol. LXXIII., p. 376.
to 5,500 pounds for the upper enclH not exposed to Maine and
heat. For crown bar staying, the fiber stress for the bolts
securing the crown sheet to the bars may be safely increased
to 4,500 pounds for the lower end, which is exposed to the
direct action of flame and heat; and the upper end not ex-
posed to flame and heat to 7,000 pounds of net area.
In Fig. 1 is shown an excellent form of solid button head
bolt suitable for radial stay or Belpaire boilers. This form
is largely used and makes a first class stay when properly
fitted. The lower threaded end is tapered slightly and en-
larged aliout 5/32 of an inch, or just enough to allow the upper
end to pass through the lower hole after it is tapped out. The
under side of the head is turned true and grooved so that the
bearing is on the outside, and the crown sheet spot faced with a
cutter, which is provided with a long shank to pass through
the inner and outer holes. The diameter of the cutter is not
much larger than the bolt head and is arranged to face off
the sheet exactly at right angles to the longitudinal axis of the
bolts. If this is properly done, the bolt may be screwed in
and a steam-tight joint made without bending it under the
head, which would otherwise occur, if the holes were not true
with the surface of the sheet. See Fig. 2. During the opera-
tion of screwing in such a bolt, the head of which touches the
sheet at only one point, the neck is alternately bent back-
wards and forwards at each half revolution until the head is
in contact all around. Many instances have been observed
in bolts removed from boilers where this repeated bending
had caused dangerous cracks just under the head. This is
especially the case where the necks had been grooved to
facilitate cutting the threads. See tests, numbers 7 to 10 in
the table of Record of Tests.
A number of experiments were made by the writer a lew
years ago to determine the holding power of various forms
of firebox crown stays, both hot and cold, with a view to
reduce the number of dropped or "bagged" crown sheets. These
tests and the conclusions deduced therefrom were published
at length in the transactions of
Mechanical Engineers. May. 1897.
below:
The object in view was to test them as nearly as possible
under the same conditions as in actual service, when used in
staying the firebox crown sheet of a locomotive, and particu-
larly to note the relative decrease of the holding power at high
temperatures. In all these tests, it is assumed that the bolts
are spaced 4 by 4 inches, center to center, supporting an area
of 16 square inches.
The pocketing, or bagging down, which is characteristic of
an overheated crown sheet caused by low water, was imitated
by using a bearing plate of i/o-inch steel, 8 by 8 inches square,
with a hole 41/2 inches in diameter bored through its center. The
area of this hole is 15,9 square inches. The specimens were
screwed or driven into pieces of %-inch steel plate, 12 by 12
inches square.
A 100,000-pound Riehle screw-testing machine was used, the
specimen plate and bolt being inverted with the bearing plate
between it and the head of the machine, the staybolt hanging
down through the middle.
The specimens were heated in a small portable forge, along-
side the testing machine. The plates, with the bolts projecting
upward, were placed on the fire, and the heat localized in the
center over a diameter of about 6 inches, by keeping a small,
bright fire, and dampening the outside with fine wet coal, to
keep it from spreading.
The characteristic failure of the bolts when screwed through
and riveted over, was by the sheet bagging down, stretching
out the threads to a bell-mouth shape, and shearing off a small
annular ring representing the thickness of the riveting. It will
be observed, when referring to specimens 1 to 4 and 15, that
the edges of the head are very shallow where they are sheared
off in line with the edge of the hole, and that the holes are
stretched to such an extent that the threads lost their holding
power. Generally speaking, the use of a nut increases the
holding power of the staybolt over the plain riveting, when
tested cold, about 100 per cent, and 50 per cent, when heated
to a bright red.
One of the most noticeable features shown in these tests Is
the comparatively slight decrease in holding power of any of
the forms of crown stays until a temperature exceeding a black
or dull red has been reached.
the American Society of
A few extracts are given
84 AMERICAN ENGINEER AND RAILROAD JOURNAL.
v
'^ ^^
^
'^■T
L
\
J— ''l
,2^ SLOTTED 7
^
,
''
(
-2 A— -
L. ,, 2I- _ . . .
DIA.
A
UPSET
at"b
TO
1 ■
1 %
^V
1%;
1 '■'/
1 '/;;'
TAPER 1 IN 96
^ \2 THREADS
Firebox Crown Stavs-F. J. Cole.
februaky, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 35
— =*..<
•Jj
:^=
STEEL PLATE
12' X 12'
12 THREAD
N.-.s§*l
-,,....
.*l
* 2
1 '
8TEEL PLATE
12'x 12*
'/
-•
r
I '
1^
-f*-"
—J
MCAdX TO^'b'aBOVE sheet and riveted OVEfl
SQUARE -U
NO. 1. BUTTON MEAD ,' ^ 0100VE UNDER HEAQ
NO. B. ■' ■■ /^1«
N0.9- " " ^8. "
NO. 10- ■' " %»
NO. u. outtOn head with beamed MOcE
I
^SZ
SPECIMEN
No. 1
BRIGHT
RED HEAT
SPECIMEN
No. 13
BRIGHT
RED HEAT
Diagrams Showine Results of Tests.
)the nut will not pull off when over-
heated until the ultimate strength of the
stay is nearly reached. It does not, how-
ever, offer so much resistance on the lower
end against overheating as a button-head
stay with enlarged end. and consequently is
not in this respect as, good or economical a
design.
The sling stay shown in Fig. 4 is used for
lliH Hist two or three rows. The upper hole
is slotted to allow upward movf-nipnt of the
crown sheet to talte place. This movement is
caused hy the expansion of the tube sheet.
The sling stay shown in Fig. 5 represents a
neat and simple design with provision for ex-
pansion. It consists of only three pieces and
allows ample freedom for the upward expan-
sion of the fireljox. It is in satisfactory use
on the Chesapeake & Ohio and several other
roads.
Another form of flexible sling stays for two
or three rows in front is illustrated in Fig. 6.
This bolt is easily applied and is one in which
the adjustment does not depend upon the ac-
RECORD OF TESTS
The average of all the tests, excepting those of lower temperature and of doubtful results, is as follows:
Specimen
No.
1
2
3
4
5
6
7
8
9
10
II
12
IS
14
18
16
Tensile Strength.
Cold.
Lbs.
16 350
16,700
17.600
20,733
4l,95'i
42,100
38,12J
39.800
39,800
42,580
43,100
39,720
24.0"0
40,300
Hot.
Remarks.
Lbs.
3,470
3,173
4,040
4 000
6.0(10
7.095
6,933
7,5UO
7,483
8,766
9,333
UM50
7.816
4 613
9,730
Head % inch above sheet, riveted just enough to make steamtiebf, head not to exceed 1% inches diameter.
Head Mt inch above sheet, riveted over.
Head i'e inch above sheet, riveted over
Head U inch above sheet, riveted over. , . , j ■ » v, , , • i, ■„ i/ :„„i.
%-inch std. uut, tapped out to 1 inch, 12 threads, and nveled ov r, projects about ,,; inch to % inch.
1-inch std nut, 12 threads, riveted over; pro.iects about A inch to hi inch.
Button head. i>4 inch groove.
Button head. {;■ ioch groove.
Button head, ?'k inch groove
Button head. \l inch groove.
Button head, no groove, countersunk
Button head, no aroove, A inch copper washer.
Button head, with 1,'n inch reamed hole. , ,, j
1-inch std. nut. 12 threads, nut countersunk ' I inch and well riveted over. . u j .,• i. . k f„ , <
Screwed in sheet, 2 threads, rivet head *§ inch high and lu; inches diamt-ter largest head which can b : form 1.
Button bead, with lU inches tapered reamed hole, 3 inches thimble and nut.
Sizes of Crown Stays in Actual Use on Different Railroads and the Stresses per Square Inch of net Area.
Type of Boiler.
Uia, of Stay.
Area of Stay at Root of
Thread .
Steam Pres-
sure.
Spacing and
Area Sup-
ported .
Pounds Sup-
ported by
Each Stay.
Stress per Square Inch.
Remark:..
Bottom.
Top.
Bottom .
Top.
Bottom.
Top.
Belpaire
Wootten
Belpaire
Radial stay
Crown bar
Radial stay ....
Belpaire
113
1,',
la*=
13*2
1%
u\
lA
%
1
lA
lA
H
1%
m
m
1
iH
1
m
1
1
%
%
1
1
1
%
1
1,08
1.08
1.32
1.08
.863
1.08
1.18
.99
1 08
.863
.89
.42
.716
.625
.863
.916
.119
.99
.812
.812
1 021
.812
.625
.812
.812
.55
.812
.625
.55
.6'!
.419
625
625
.6:i5
.690
.55
190
200
210
2^0
180
180
200
ISO
180
180
165 •
140
160
165
200
200
200
200
4 25x 4.54
. 4x4.21
4.625 X 4
4x407
4x4.06
4 X 4.31
4.125 X4.15
4x4
4 X 4.31
4.5 X 4.23
4 5 X 5.25
4.5 X 5 325
4.375x4.274
4.375 X 1.3
4.25 X 4
4x4
4x4
4x3-^
3,660
3.360
3,880
3,250
2,910
3,100
3,42')
2,850
3,100
3,425
3,898
3,386
2,992
3,102
3,400
3,200
3,200
3,100
3,390
3,110
2,935
3,010
3,330
2,870
3,170
2,920
2,863
3,968
4,380
8,060
4,173
4,963
3,940
3,490
4,637
3,130
1,500
4,120
.",830
4,000
4 700
3,820
4.200
5,230
3,820
5 4S0
7,087
5,640
7.110
1,863
5,140
5,120
7,637
5,^36
C'rown bar
Radial stay
Crown bar
(Changed, not
I in use
The screw crown stay shown in Fig. 3 represents one of
the simplest forms In use. When properly riveted over in a
countersunk nut it makes a secure stay and one in which
curacy of marking off and drilling the pin holes as in Fig. 4.
It is used by the Pennsylvania, the Chicago. Burlington &
Quincy and other roads.
SB
AMERICAN ENGINEER AND RAILROAD JOURNAL.
An improper and weak design of crown-bar bolt is shown
in Fig. 7. It is inserted tlirougli the bar and screwed into the
crown sheet from the top. A nut and copper washer on the
under side provide means to render it steam tight. This form
was used extensively some j'ears ago, but is now superseded
by bolts driven up from below (Fig. 8), with enlarged ends,
fitted in reamed taper holes.
The form of crown bolt shown in Fig. S represents one of
the best methods used in the construction of boilers, when
the crown sheet is supported by bars. The lower end of the
bolt is made about % inch larger than the body and turned
with a taper of % inch' in 12 inches. The washers between
the sheet and lower edge of the bars are usually made from
IY2 to 3 inches in height. Each crown bar should be supported
ijy two or four sling stays, according to the steam pressure to
be carried and the size of the boiler.
Fig. 9 shows an arrangement of crown bars made in the form
of rolled tees. In this construction the sling stays must be
proportioned to carry the entire load, as the ends of the bars
are not supported on the firebox side sheets.
Several years ago a large number of crown-bar boilers were
built, for consolidation engines, in which the crown sheets
were supported by %-inch diameter bolts, screwed through
the sheets and provided with nuts and copper washers in the
firebox, the heads of the bolts being on top of the crown bars,
arranged as shown in Fig. 7. They were spaced 5% by 4%
inches, each bolt supporting an area of 24.18 square inches, the
steam pressure was 140 pounds. Each bolt therefore sustained
24.18 X 140 = 3,3S5 pounds. Diameter at root of threads
10V = 0.731; area = 0.42. Stress per square inch = 8,060
pounds. When it is observed that the weakest part of these
Area of Crown Bolts at Bottom of Thread (12 per inch) for Diameters from
1 to 1 32 Inches and Suggested Working Loads at the Upper and liOwer
Ends of Same for Kadlal Stay or Belpaire Boilerij.
BOLSTER SPECIFICATIONS AND TESTS.
Diameter.
At Bottom of Thread.
Lower End.
Upper End.
1 fiecimal.
Diameter.
Area.
3,600ibs.persq.in.
5,00Olbs.persq. in.
1
1.0
.892
.625
2,187
3,125
U\
1.031
.923
.669
2,341
.3,345
lA
1.063
.955
.716
2,506
3,580
U\
1.091
,986
.763
2,670
3,815
IH
1.125
1 017
.812
2,842
4,060
In'i,
1.156
1.048
.863
3,U20
4,315
!,'«
1.187
1.080
.916
3,206
4,580
1,',
1.219
1.111
.969
3,391
4,843
m
1.25
1.112
1.024
3,684
.5,120
u.
1.281
1-173
1.080
3,780
5,4(ID
l-l'lT
1.312
1.204
1 137
3,980
5,685
m
1.311
1.236
1 199
4,196
5,995
m
1.376
1.267
1.261
4,413
6,305
m
1.406
1.298
1.323
■ 4,630
6 615
bolts was directly exposed to the fire, and to the chance of
overheating— should the water be low— from any temporary
cause, the very high stress will be more noticeable.
These engines were in service for a number of years before
any change was made in the crown staying. However, when
these boilers were thoroughly repaired, the form of bolt shown
in Fig. 8 was applied. This example may be regarded as the
maximum stress which, perhaps, could be carried by bolts
in connection with crown bars, rather than any form of
through staying such as radial or straight Belpaire stays. It
may be added that this style of staying and its very high
stress, should be viewed as an interesting example of past
practice rather than an instance of good design.
The decrease in the construction of crown-bar boilers in the
last eight or ten years has been very marked. At the present
time over 90 per cent, are built with some form of direct screw
stays for the crown sheets. For high pressures of 200 pounds
and over there is a distinct advantage in the use of screw
stays, from the fact that the safety of the boiler does not
depend upon the proper adjustment of the sling stays between
the bars and the shell, without which, crown bars for large
boilers are insufficient to carry the entire load.
Among the improvements of recent years in the construction
of wooden cars none is more important and far reaching than
the introduction of steel bolsters. The advantages of what
may be termed "modern bolsters" were so great when com-
pared with former practice as to justify at their advent a
certain amount of carelessness in selection of the type of
bolster as long as the new one would greatly increase the
capacity of the cars. This, however, is not now advisable.
The tendency has been to consider price as the determining
element in selecting bolsters, but the differences in design are
so great as to render this a relatively unimportant factor. It
has in many cases been considered unnecessary to bother about
the strength as long as the bolster manufacturers guaranteed
the purchaser against failure. Since the first of the modern
bolsters appeared the subject has received attention from those
who understand and appreciate the stresses involved and also
the importance of proper distribution of material with a view
of making every pound of material count in terms of strength.
It is evidently now necessary to take this fact, as well as price,
into consideration in selecting bolsters and it would be better
business policy to buy on a basis of strength, durability and
price.
Admitting that several designs of bolsters may be depended
upon to give good service, why not include in the specifications
the limiting stresses per square inch in the tension and com-
pression members and ask for bids on this basis? The design
which keeps within the limits of the required stresses and has
the minimum total weight could then be selected. These con-
siderations coupled with the advantages in simplicity, durabil-
ity, ability to go through wrecks without injury and price,
would give the necessary information for intelligent compari-
son and all the bolster makers would be put upon the same
basis. The question of the best distribution of metal could be
answered and those bolsters which are systematically designed
to carry the cars free from the side bearings would stand out
prominently. This feature of bolsters does not appear to have
been fully appreciated, and it is evident that if a bolster is
designed with a view of separating the side bearings it must
be very much heavier and cftisequently much more expensive
to construct than one in which this feature is not provided.
The question of strength and allowable fiber stress in bol-
sters is an important one because of its bearing upon the weight
'of the structures, which must be hauled in trains. The stress
should be as high as practicable because the higher it is the
less material is required to make the bolsters, and yet the limit
of safe strength for indefinite service must not be passed. The
elaborate report on the design of axles before the Master Car
Builders' Association in 1896 provides for 98.4 per cent, of the
static load (in addition to the static load) as the maximum
result of vertical and horizontal oscillations. This means that
for an axle, double the static load should be provided for, but
bolsters are not subjected to the rapidly alternating stresses of
the axle and bolsters are also cushioned by the springs, which
facts should be considered as effectively reducing the propor-
tion of load due to shocks to perhaps 50 per cent, of the quiet
load. This figure is merely estimated, but it serves to show
that the subject of the strength of bolsters requires study in
order to obtain all of the advantages offered by the use of metal
in their construction.
A feature of bolster design about which very little is heard
is transverse strength. This is exceedingly important in con-
nection with the stopping of fully loaded cars of large capacity
and that the stresses in this direction are great is not ques-
tioned. In fact, we believe that most of the bolsters which
have failed have failed transversely. We are told that modern
bolsters which have developed this weakness show a trans-
verse strength of only from one-third to one-fifth of that of
old wooden bolsters. There is plenty of room in the car
structure to provide for these stresses, and the limit of trans-
verse strength is that determined by the weight of the bolster.
Flbroakv, luoo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 37
From a brief conxideration of these factors it seems clear
tliat a great deal of thought may be profitably put into the
(ieaign of bolsters.
Drop tests have been suggested and arc now seriously con-
sidered as offering means for comparing bolsters. With this
method it is possible to submit different specimens to the
same conditions of test, but the abjection raised is that this
is not a service test under working conditions, and that a
loading test from which fibre stresses could be ascertained
would be a fairer method, which would give the kind of infor-
mation desired. No one would consider submitting a draw
span of a bridge to an impact test. It would be advantageous
to submit a bolster to a heavy static load and then note the
effect of a sudden increase of load of perhaps 50 or 60 per cent,
of the static load, but if this cannot be done the method of
gradually applied load and measurement of deflection seems
to offer the best study of a bolster.
Brooks works for the same road. The following table sum-
marix.es the chief dimensions and particulars of the design:
• 'onsollilatlon Freight Liocomotive, Ij. S. & M. S. Railway.
Khiil of fuel to be used Bituminous coal
WclK'lit on drivers 149,000 lbs.
VV.lKht on trucks 19,000 lbs.
W. iKh t, total 168,000 lbs.
VV.-lKht, lunder, loaded 118,000 lbs.
WMiil buHi-, total, of engine 25 ft. 6 In.
Whci-I baso. rlrivlns 17 ft. 4 In.
Wheel banc, total, engine and tender 55 ft. 4% In.
Length over all, imjflnc 41 ft. 5V4 In.
I. eiiKth over all. total, engine and tender 65 ft. 3 In.
llelKht. cciitir of boiler above rails 9 ft. 2 In.
lli-lKht of slack above rails 14 ft. 10 In.
FleatiiiK surface, llrebox and arch tubes 230 sq. ft.
lleatluK surface, tube.s 2,452 aq. ft.
Healing surface, total 2,682 sq. ft.
('■rale area 33.5 sq. ft.
I)i"i\-ers, diameter 62 In.
I >rivers, material of centers Cast steel
Truck wheels, diameter 36 In.
Journals, driving axle, main 9% In. by 12 In.
Journals, driving axle, main wheel flt 9^ In.
Journals, driving axle, others H%' in. by 12 In.
Joui'nals. driving axle, others, wheel fit 9 In.
Consolidation Locomotive— Lake Shore & Michigan Southern Railway.
W. H. Marshall, Superintendent Motive Power. Brooks Locomotive Works, Builders.
CONSOLIDATION FREIGHT LOCOMOTIVES.
Lake Shore & Michigan Southern Railway.
One of 25 consolidation freight locomotives just completed
by the Brooks Locomotive Works for the Lake Shore & Michi-
gan Southern is illustrated by the accompanying engrav-
ing.
These locomotives are much more powerful than any prev-
iously built for this road, but they do not approach the weight
and power of some of the designs for other roads which are
not as favorably situated as to grades as the Lake Shore.
They will haul as long trains as it is desirable to handle on this
road, where extremely heavy freight locomotives are not needed.
The cylinders are 21 by 30 inches, the driving wheels are 62
inches in diameter, and the weight on drivers is 149,000 pounds.
At 85 per cent, of boiler pressure in the cylinders the tractive
power is 36,000 pounds. The boiler is of the extended wagon
top type, with the firebox above the frames. The heating
surface is 2,686 square feet and the grate area 33.5 square
feet.
The most interesting feature of the design is the care given
to the details with the object of reducing the number of break-
downs on the road. The piston rods have enlarged ends, the
axles throughout, including the truck axles, and the crank pins,
have enlarged wheel fits, and the journals are large for an
engine of this weight. All of the driving wheels are of cast
steel. The driving wheel brakes are arranged in accordance
with the plan illustrated on page 46 of this issue, the advan-
tages of which are stated in connection with the description
of the brake rigging of the fast passenger locomotives by the
Journals, truck axle 6 in. by 12 In.
Journals, truck axle, wheel fit 6% In.
Main crank pin, size 6% In. by 6% In.
Main coupling pin, size 7V4 in. by 4% In.
Main pin, diameter wheel fit 7% In.
Cylinders, diameter 21 In.
Piston, stroke 30 In.
Piston rod, diameter 3% in.
Main rod, length center to center 142% In.
Steam ports, length 19 In.
Steam ports, width 1% in.
Exhaust ports, length 19 in.
Exhaust ports, width 2% In.
Bridge, width 1% In.
Valves, kind of '. Allen, Richardson
Valves, greatest travel 5% In.
Valves, outside lap 1 in.
Valves, inside lap None
Lead in full gear, forward 3/32 negaUve
Boiler, type of Brooks Improved extended wagon top
Boiler, working steam pressure 200 lbs.
Boiler, thickness of material in shell
% in., 11/16 in., % In.. 9/16 In. % In.
Boiler, thickness of tube sheet % in.
Boiler, diameter of barrel, front 64V4 in.
Boiler, diameter of barrel at throat 76 in.
Boiler, diameter at back head 66 In.
Seams, kind of horizontal Sextuple butt
Seams, kind of circumferential Double and triple
Crown sheet, stayed with Radial stays, with button heads
Dome diameter, inside .•■ 30 in.
Firebox, type Over frames
Firebox, length 121 In.
Firebox, width « "».
Firebox, depth, front ^ . . .80 In.
Firebox, depth, back ■■ 67 in.
Firebox, thickness of sheets. .Tube. % in.: sides, back and top, % In.
Firebox, brick arch On water tubes
Firebox, mud ring, width Back, 3ii In.: sides, 4 in.; front, 4% In.
Firebox, water space at top Sides, 5 in.; front and back, 414 In.
Grates, kind of Cast-iron rocking
Tubes, number of ■ • ■ ■ • • ••312
Tubes, material Charcoal iron
Tubes, outside diameter »;•■;;• v.'V.V 7?'
Tubes, thickness No. 11 B. W. G.
Tubes, length over tube sheets 15 ft. ^ In.
Smoke box. diameter outside 67 in.
Smoke box. length from flue sheet a- *?'
p:xhaust nozzle ■■■■,■.■■: ;■ ; ■ ■ ?'"?'®
Exhaust nozzle, diameter 47s m., 5 in., ais m.
Exhaust nozzle, distance of tip below center of boiler 24 in.
88
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Netting, wire or plate Plate
Netting, size of mesh or perforation 3/16 by 1% by % centers
Stacl<. straight or taper Steel, taper
Stacli, least diameter 15 in.
Stack, greatest diameter 16% in.
Stack, height above .smoke box 34% in.
Tender.
Eight-wheel, steel frame
"1"' shape, with gravity slides
6,000 gal.
12 tons
_ Brooks 10-in. steel channel
T.vpe of truck Brooks 100,000 lbs.
Type of springs Triplicate elliptic
Diameter of wheels 36 in.
Diameter and length of journals 5'A in. by 111 in.
Distance between centers of journals 5 ft. 6 in.
Diameter of wheel fit on axle 6% in.
Diameter of center of axle 5% In.
Length of tender over bumper beams 21 ft. lOVi in.
Length of tank, inside 20 ft. 4 in.
Width of tank, inside 9 ft. 10 m.
Height of tank, not including collar 5 ft. 0 in.
Type of draw gear Brooks M. C. B. freight
Tender titterl with water scoop.
SOME CAUSES OF EXCESSIVE HEATING IN BEARING
?IETALS.
Importance of the Microscope.
By Robert Job.
Type
Tank, type
Tank, capacity for water
Tank, capacity for coal..
Type of under frame
Chemist, Philadelpliia & Reading Railway.
Fig. 1.
Fig. 2.
Fig. 9.
Fie. 10.
It is a fact well linown to those who have made a study of
beai ing metals that physical condition and structure exert a
marlved influence upon the efficiency of the metal in service.
Formerly great stress was laid upon the chemical composition
of the alloy, and comparatively little attention was paid to the
effects of the different conditions of foundry practice, or to the
relation between structure and efficiency. The natural results
followed, and "hot-boxes" became prevalent in railway prac-
tice, especially so when weights
and speeds became materially in-
creased. Attention was thus di-
rected to the production of cool-
tunning and durable bearings.
As a result of carefully con-
ducted service tests, the old cop-
per-tin alloy of seven to one was
found to be inferior as a bearing
metai, and the copper-tin-lead
composition was gradually intro-
duced, at first combined with
phospliorus. and later with this
element present in very small
amount, if at all. and then used
only as a deoxidizing agent. The
efficiency of a copper-tin-lead
composition, other things being
equal, was shown by Dr. Dudley
to Increase with the proportion
of lead which was present, the
amount being limited owing to
inability to combine more than
9 about fifteen per cent, with cop-
per to form a homogeneous com-
position. A large excess of lead
was also avoided owing to the
necessity of maintaining a
strength sufficient to support the
load, and also a fairly high melt-
ing point in order to prevent fu-
sion and running from the box
if heating resulted.
During the past few years
greatly increased attention has
been paid to the microscopic
study of the metals, and the im-
portance of this method of inves-
tigation is becoming clearly rec-
ognized in view of the results
which are being obtained through
its use. In the course of an in-
vestigation to determine the al-
loy most efficient for general
railroad use, we found it desir-
able to follow up this structure of
bearing metals in order to note
the influence of this as well as
that of the chemical composition
upon durability in service.
In order to secure information,
a large number of bearings which
had run hot and had been re-
moved from cars of different rail-
roads while passing over the
Philadelphia & Reading Rail-
Fio'. 11.
febuuarv, I'jou. AMERICAN ENGINEER AND RAILROAD JOURNAL. 39
way were taken for test. Fractures were made to show the
general physical character of the comi)osition, sections for
microscopic examination were removed, polished, etched, mag-
nified as far as necessary to show the structure to best ad-
vantage, and photographed. Analyses were also carried on at
the same time, especially in cases where mai'ked segregation of
the metal was found to exist, in order to determine whether
this result was due simply to an attempt at the foundry to form
an alloy in proportions which were physically impracticable,
or whether it was merely an effect of improper toun<lry manip-
ulation. The marked crystalli;iation which was often found
in these bearings was also investigated in a similar manner.
Also, in the majority of cases test sections were cut from
the bearings, and the tensile strength and elongation deter-
mined, in order to find out whether in a given composition
pro|)er foundry practice would not be .insured by placing a
minimum limit upon the strength and ductility of the alloy.
Side by side with these tests a consideraljle number of alloys
have been prepared in the foundry to check the accuracy of the
deductions, and to secure information as to the conditions of
foundry practice necessary to give the greatest stren.gth and
ductility to the given composition.
By means of this study it has been possible to determine
the causes of excessive heating in the large majority of the
bearings examined, and we may summarize them as follows:
P^irst. Segregation of the metals.
Second, Coarse crystalline structure.
Third, Dross or oxidation products, and an excessive amount
of enclosed gas in the metal.
In addition to these, the lack of proper lubrication might
be mentioned, though our investigation seems to show that
a relatively small percentage of the bearings examined had
been discarded owing solely to this cause.
Segregation has been found to be due in many ca-es to an
attempt to alloy the metals in improper proportion;, this being
notably the case in some of the copper-tin-lead compositions
in which an excessive proportion of lead had been introduced,
resulting in the liquation not merely of a portion of the lead,
but often also that of a part of the copper into "copper-spots,"
thereby producing surfaces of relatively high heating capacity,
and ultimately causing "hot-boxes," Figure 3 represents a
photomicrograph of a copper-tin-lead composition which had
segregated owing to pouring too rapidly when at too high a
temperature. In this case a portion of the lead had separated
out, and also a slight crystallization is seen owing to the pres-
ence of a slight excess of silicon in the metal. Figure 1 is a
photograph showing upon one side the fracture of a badly
segregated bearing with "copper spots," and upon the other
that of a well-mixed and homogeneous composition — the segre-
gation in the one case being due partly to the presence of an
excessive amount of lead in the brass, and partly to improper
foundry practice.
To a certain extent, these segregations may be prevented in
a wrongly proportioned composition simply by a rapid chilling
of the metal immediately after pouring, as for instance by the
use of a cold iron mould. Such practice, however, is at the
expense of the ductility of the metal, and causes a marked
increase in brittleness with consequent rapid wear in service.
High heating combined with rapid pouring and feeding is also
a frequent cause of segregation, since under such conditions
the metal in the mould remains for a considerable time in a
molten condition, and by chilling gradually is given the great-
est possible chance to solidify in definite natural alloys, throw-
ing out whatever excess of metal may be present beyond these
proportions, and thus resulting in segregation.
In actual service the effect of these segregations is readily
understood, for it is evident that instead of an alloy of uniform
hardness and heating capacity, there is a mixture, some por-
tions of which are relatively very hard and others very soft,
and this difference combined with that occasioned by the
varying heating capacity of the different portions naturally
localizes friction, and ultimately results in excessive heating.
In a homogeneous alloy or composition no such conditions
exist, and although, as is true of some compositions, some of
the metals may be present, at least In part, In mere mechanical
mixture and not as a definite alloy, yet the particles may be
made so small by proper foundry practice that the friction
thioughout the bearing is practically uniform, and undue local
heating is not liable to occur excepting through some outside
agency.
The coarsely crystalline structure which was often seen :n
these rlefective bearings was in some cases found to be due
to the composition of the alloy, antimony especially tending
in this direction. In many cases, however, it has been traced
to the foundry practice, often being due to rapid pouring at
high temperature. Crystallization was also caused in some
cases by the presence of an excess of various materials which
were originally added as deoxidizing agents. Phosphorus and
silicon are goo<l examples. These, if a<l<led in suitable propor-
tions, depending upon the condition of the metals, effect cleans-
ing and free the metal from a large proportion of its enclosed
gas, adding greatly to the fiuidity. and thus rendering the
casting less porous, and at the same time increasing strength
and ductility often to a marked extent, correspondingly In-
creasing the capacity for wear. Excess of these materials be-
yond the amount required for deoxidation appears not to be
thrown off from the metal in the form of oxides very appre-
ciably, but causes a crystallization which in a number of the
bearings examined was eo marked that it not only occasioned
serious weakness and lack of ductility, but also such an in-
crease in frictional qualities that cool running under the ordi-
nary conditions of service was evidently an impossibility since
the brasses had run hot and had been discarded from service
shortly after the lead lining had been worn away. Figures 4
and 5 represent photomicrographs of two of these metals, and
the structures show clearly the source of the heating.
One great advantage in the use of the microscope in con-
nection with the deoxidation of these compositions lies in the
fact that it becomes possible to tell quickly and with certainty
the exact amount of the deoxidizer which is needed to combine
with the oxygen present, without leaving more than a trace of
the material behind in the finished casting to act as a weak-
ener.
The effects of this coarse crystallization upon the durability
of the bearing are two-fold. In the first place, increased local
heating results in the same manner as in the case of segregated
bearings, owing to the varying degrees of hardness and heating
capacity of the constituents, and secondly, the ductility of the
metal and the tensile strength are materially decreased. As
the rapidity of wear with a given strength has been proved
repeatedly by different experimenters to Increase with
the brittleness, it thus becomes evident that the dura-
bility of one of these crystallized bearings In service
is bound to be defective owing to an excessive rate
of wear, even though the heating which would naturally result
should not occur.
Figure 10 represents a segregated copper-tin alloy containing
about eighty per cent, of copper and about 0.1 per cent, of
phosphorus, showing the crystalline structure of such compo-
sition, and it may be mentioned in passing that the old copper-
tin alloy of seven to one. having a somewhat similar structure,
and formerly much used for bearing metal, is a notoriously
rapidly heating composition, and is not often found to-day in
railway practice. Figure 2 is a photograph of the fracture of
one of these badly cr.vstallized brasses together with one show-
ing a homogeneous and fine-grained structure.
Another very common source of difiiculty found in defective
bearings was the presence of particles of dross or oxidized
metal mechanically enclosed, and also of large amounts of
occluded gas in the metal. In the former case a hard cutting
surface was presented to the journal, causing increased fric-
tion and hence heating. The presence of occluded gas in excess
also tended in the same direction by reducing the actual bear-
ing surface of the brass, and thus materially increasing the
40 AMERICAN ENGINEER AND RAIJ^ROAD JOURNAL.
pressure. Such metal was naturally found to be very brittle,
and to have worn rapidly in service. In the foundry practice,
the presence of this enclosed matter is as injurious as in the
bearings themselves, tending to cause sluggish pouring, unless
the metal is heated to a very high temperature, in which case
crystallization and segregation— as shown above— are liable
to result unless the speed of pouring is very carefully regu-
lated.
Figures 6 and 7 represent dross mechanically enclosed in a
copper-tin-lead composition, and Figures 8 and 9 show the
appearance of the metal when containing an excess of occluded
gas. and show clearly the loss of bearing surface which may
result from such porous condition.
The presence of dross enclosed in a bearing is simply a proof
of carelessness in the foundry and is due either to defective
skimming or to pouring from the bottom of the pot. In either
case proper oversight will prevent the difficulty. An excess
of enclosed gas, on the other hand, is ordinarily due to lack
of proper deoxidation of the metals, though at times It Is also
caused by pouring at too low a temperature. Thus it indicates
not necessarily carelessness, but rather a lack of knowledge
upon the part of the foundryman, of efficient foundry methods.
Figure 11 represents the structure of a copper-tin-lead com-
position, close-grained and homogeneous, showing only a slight
crystallization, the brass having been deoxidized with a slight
excess of phosphorus.
Turning now to the influence of the above-mentioned defects
upon the tensile strength and elongation of the bearings exam-
ined, in every instance we have found the result which would
be expected. The presence of dross or any foreign matter in
the metal introduces an element of weakness, and thus reduces
both the tensile strength and the elongation. Coarse crystalli-
zation produces the same result, the faces of the crystals form-
ing the surface of least resistance, and thus facilitating frac-
ture, and diminishing ductility. A test section taken from the
bearing represented by Figure 5 showed a tensile strength of
only 10,500 pounds per square inch with an elongation of only
four per cent, in a 2-inch section. A bearing of the same
composition if properly prepared in the foundry and free from
crystallization would have a tensile strength of about 25,000
pounds per square inch and an elongation of about 13 per cent,
when the test sections were taken from the bearing in a sim-
ilar manner.
In the porous brasses we naturally found the same lack of
strength and ductility owing to the deficiency in the amount
of the Dietal present in a given section. For example, the
bearing represented by Figure 8 showed a tensile strength of
15,000 pounds per square inch with an elongation of only six
per cent. Figure 9 showed a tensile strength of 18.700 pounds
per square inch, with seven per cent, elongation. Thus, we see
that the influence of the various defects is clearly shown when
metal of a known composition is subjected to the tensile tests,
and it becomes possible to hold the foundry up to a high grade
of excellence by means of these comparatively simple *eets,
with analytical and microscopic work as a basis.
Objection may perhaps be made that it appears rather arbi-
trary to place limits upon tensile strength and elongation in
bearings, and that after all in practical service it is merely
necessary to have, with a proper composition, a fairly strong
homogeneous material, to obtain good results. In reply we
will merely state that as a result of very carefully conducted
service tests made by placing bearings of practically the same
composition but differing widely in both tensile strength and
elongation upon opposite ends of the same axles, we have in-
variably found that an increase of strength and ductility meant
an increased life to the bearing in service and a lessening of
wear, our results in this respect being in accordance with the
deductions given by Dr. Dudley in 1892 before the Franklin
Institute. As an instance of difference in efficiency due to these
causes, we may cite a service test in which eight bearings
each, of two copper-tin-lead compositions, were placed under
tenders of fast passenger locomotives, one bearing of each
kind being placed upon an end of each axle. All of the bearings
were of practically the same composition, but the one set
showed a tensile strength of about 16,500 pounds per square
inch with an elongation of about six per cent., while the other
had a strength of about 24,000 pounds per square inch with
an elongation of about 13 per cent. This marked difference
was due simply to the fact that in the one case the metal
was porous, about as shown in Figure 8, while the other was
thoroughly deoxidized, and was close grained and homogene-
ous, somewhat similar in structure to Figure 11. From time to
time these bearings were removed and weighed, and the end-
wear measured. As a final average result it was found that the
more brittle set had worn thirty-five per cent, more rapidly
than the other set. The results of similar tests also have been
in line with these results. Therefore it becomes evident that
increased ductility and strength in the bearing of given com-
position means, as slated, an increased life for the bearings in
service, and as this increased ductility necessitates also free-
dom from the defects which we have mentioned above, it is
evident that the chances of cool-running are proportionately
increased. These qualities are therefore not merely of theo-
retical interest, but have also an intensely practical value, and
have a marked influence upon the success and economy of rail-
way service.
Regarding the preparation of the sections for microscopic
study, we have found it desirable to cut them from the center
of the bearing, filing and polishing after the usual methods,
and finally etching with an approximately deci-normal solution
of iodin in potassium iodide — the time of etching being usually
about one minute. This etching gives very satisfactory results
in many cases, although in some cases etching with dilute
nitric or with dilute chromic acid has shown the structure to
better advantage. In this much depends upon the information
desired. In ordinary work we have found that magnification
to about thirty diameters is sufficient to show the general
structure to good advantage.
In connection with our work it is clearly indicated that too
much stress can hardly be laid upon the importance of the
microscopic study of these alloys owing to the definite knowl-
edge which is given regarding not only the composition of the
alloy, but the general physical structure, the presence or ab-
sence of friction producing agencies, and owing also to the
check which is given over routine foundry practice.
GRATES rfbR COKE BURNING.
In pursuing the subject of coke burning on locomotives to
supplement the facts taken from the Boston & Maine practice
(October issue), the most satisfactory information comes from.
Mr. J. S. Turner, Superintendent of Motive Power of the
Fitchburg Railroad, who has been quietly working on this
line for some months, and now uses coke in regular service
without mixing it with soft coal, without using a steam jet
under the grates and by making no changes except to get
up a new cast-iron grate with a rather unusually large pro-
portion of air openings. With this grate he has no difficulty
in using all the coke that he can get, and whenever the coke
supply gives out he uses coal on the same grates with equal
facility. The Increased air space appears to be beneficial also
with coal.
The engraving of Mr. Turner's new grate shows no novel
features. It is a box pattern which many will know as the
Reagan pattern, although it is not the Reagan grate. The
old finger grate is illustrated also, for convenient compari-
son. This grate will burn coke, but there was insufficient air
space for good steaming. The grates have been very care-
fully calculated and the comparison is given here in full be-
cause of the general interest in the subject.
The comparison is based upon a 66 by 35-lnch firebox on
the Fitchburg locomotive No. 42, with a total area of 2.310
square inches. The areas in detail are as follows:
THE NEW BOX GRATE.
Total area ot one grate 238.13 sq. in.
Open area 102.18 sq. in.
Closed area 135.95 sq. in.
Number of grates used 8.
Covered area of 8 grates : 1,087.56 sq. in.
Covered area of side bars 198.00 sq. in.
Total covered area 1.285.56 sq. in.
Total open area 1,024.44 sq. in.
Febriart, 1800. AMERICAN ENGINEER AND RAILROAD JOURNAL. 41
THE FINGER GRATE.
Number of end grales 2.
Number of Intermediate grates 5
Knd bars, 2 In number 2'/4 in.
End bars, 2 in number 1% in.
Area of end bars 175.00 sq. In.
Area of side bars 231.00 sq. in.
Total area of end grates 310.00 sq. in.
Open area of end grates 151.24 sq. in.
Covered area of end grates 317.52 sq. in.
Total area intermediate grate 372.00 sq. In.
Open area intermediate grate 213.24 sq. in.
Total covered area intermediate grates 793.80 sq. In.
.Total covered area In firebox 1,517.32 sq. In.
Total open area in firebox 792.68 sq. In.
COMPARISON.
Box Grate. Finger Grate.
Total area 2,310.00 sq. in. 2,310.00 sq. In.
Covered area 1,285.56 sq. in. 1,517.32 sq. in.
Open area 1,024.44 sq. in. 792.68 sq. in.
Per cent, open 44.35 34.32
Per cent covered 55.65 65.38
This exhibits an advantage of 10 per cent, of open area In
favor of the box grate, the construction and support of which
appears to be more favorable than that of the finger type.
The open area is even then not nearly up to the practice in
other branches of engineering, and it is perhaps possible to
exceed these figures without reaching the practical limit. This
example raises the question of the most advantageous propor-
tions of air openings, which is a subject which is worth con-
siderable study, but only on a stationary testing plant can
figures be obtained that would be of value in guiding de-
sign.
Mr. Turner does not find it necessary to use water grates,
and, as previously stated, they are not now fitted to Boston
& Maine engines for this fuel. It should be stated here that
the water grate illustrated in our October issue was an adap-
tation of a form the patent for which is held by the Hancock
Inspirator Co.
Coke burning on the Baltimore & Ohio was taken up on
account of the smoke problem, and it has been used with
entire satisfaction for a number of years on that road, but
the expense is greater than with coal. The grate arrange-
ment is shown in the engraving.
The coke used is the 24-hour lump coke from the Cumber-
land and Pittsburgh districts. At first considerable trouble
was experienced from the formation of clinkers on the tube
sheet, which gradually spread until the tube ends were nearly
closed. A remedy was found in the use of bituminous coal
mixed with the coke in the following proportions:
Length of run. Coal. Coke.
25 miles 8 per cent. 92 per cent.
50 miles 10 per cent. 90 per cent.
75 miles I214 per cent. S7V^ per cent.
100 miles 15 per cent. 85 per cent.
125 miles 17^ per cent. 82^4 per cent.
150 miles 20 per cent. 80 per cent.
175 miles 22»4 per cent. 73% per cent.
200 miles 25 per cent. 75 per cent.
On this road it is customary to start the fires with coal, be-
cause coke does not kindle readily. After the coal fire has
thoroughly ignited, the coke is introduced and a heavy fire
is usually carried because the coke does not pack closely and
cold air is passed up through the fire, which reduces the fire-
box temperature. A heavy fire prevents this.
It has sometimes been found advantageous to locate four
or five air holes in the sides of the fireboxes, about 15 Inches
above the grates, in case the length of the firebox is greater
than 10 feet. The brick arch is not used in coke burning
engines on the B. & O. It interferes with getting the proper
depth of fire. As a result of an extended experience, it has
been found that coke is more injurious to steel fireboxes than
was the case with coal.
While on the subject of grates for coke burning, it may be
interesting to know that on the Alley Elevated, in Chicago,
the engines at first burned coke exclusively, and for several
months a number of engines were kept at work for 24 hours
a day. They were of the ordinary finger type and of cast-iron.
A hard coating formed on the tube sheet, but it was easily
brushed off, and it was not serious enough to necessitate the
admixture of soft coal.
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42 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fio-. 1.
Sect/on B
Fig. 3.-Fast Passenger, C. & N. W. Ry.
Fig. 2.
Fig. 4.— Same as Fig. 3.
Fig. 5.— Lal(e Shore Passenger, Main Wtieel.
Pis'. 6.— Lal<e Shore Passeno-er Front and Rear Wheels.
februahy, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 43
CAST STEEL DRIVING WHEELS.
This collection of infonnation concerning various designs
of loconiotive driving wlieels resulted from a consultation witli
a motive power officer who sought information with reference
Fig. 7.-Fast Mail, C. B. «. Q. R. R.
Fig. 8,— French State Railway.
to the lightest structures which it is advisable to use for both
passenger and freight service. An inquiry developed differences
of opinion as shown by the drawings, and it was discovered
that some people have actually ordered cast steel wheels
made from patterns which had previously been used for cast
Iron wheels. Comment on this practice Is unnecessary. There
is no locomotive detail In which so much weight Is to be saved
by the use of cast steel as in driving wheels. It is specially
important to save the weight of these parts because they are
not cushioned by the springs and are more destructive to the
K-^^r'-x
Sect^-B
Fig. 9.— Recent Heavv Consolidation.
Fig, 10.— Atlantic Type Fast Passenger.
traclj than the parts which are carried above the springs. The
possibilities of light construction selected from successful and
accepted practice are indicated in these examples.
The design of a 66-lnch wheel, shown in Fig. 1, which was
made about 4 years ago, effected a saving of nearly 21 per
cent, over the weight of cast iron wheels of the same size. The
comparison is as follows:
Cast
Cast Steel.
Iron. Fig. L
2 66-inch centers. Lbs. Lbs.
Front o.OSO 3,156
Back 4.7S0 3.124
.\dd lead for counter balance 1,320
Total alio im
Saving In weight 20.9 per cent.
These cast iron wheels had the counterweights cast solid.
44
AMERICAN ENGINEER AND RAILROAD JOURNAL.
In freight wheels with smaller diameters, the advantage is less
if the counterweights are of lead. The following table gives
comparisons of 56-inch wheels, representing 10-wheel engines
with the counterbalance weights cast solid, and another design
with lead balance weights. In the case of the lead weights the
advantage is less than 1 per cent., but these cast steel wheels
are probably much heavier than safety requires.
Wheel Centers With Counterweights Cast In.
Cast iron.
Two 56-lnch centers, front 3,300 lbs.
Two 56-incn centers, main 3,700 lbs.
Two 56-inoh centers, back 3,300 lbs.
Total weight 10,300 lbs.
8,620 lbs.
Saving in
Weight %
17.28%
Wheel Centers with Lead Counterweights.
Two 56-inch centers, front 3,260 lbs.
Two 56-inch centers, main 3,568 lbs.
Two 56-inch centers, back 3,260 lbs.
Total weight 10,088 lbs.
Add lead for balance weights
Total weight.
2,773 lbs.
2,956 lbs.
2,798 lbs.
8,527 lbs.
1,475 lbs
10,002 lbs.
.00852%
A 50-inch freight wheel is shown in Fig. 2. This is the last
wheel in the list of seven given in the table below, and it rep-
resents a saving of 28 per cent. The section of the spokes is
elliptical in this case. This design also was made about four
years ago.
Finished Weights of Driving Wheel Centers.
Size. Cast steel.
56-inch 1,834 lbs.
i2-inch 1,646 lbs.
52-inch 1,637 lbs.
iO-inch 1,617 lbs.
J6-inch 1,510 lbs.
;6-inch 1,312 lbs.
iO-inch 1,288 lbs.
Cast iron. Difference.
2.360 lbs. 526 lbs.
2,139 lbs. 493 lbs.
2,150 lbs. 513 lbs.
2,126 lbs. 509 lbs.
2,020 lbs. 510 lbs.
1,902 lbs. 590 lbs.
1,797 lbs. 509 lbs.
Saving.
22.3 per cent.
23.1 per cent.
24 per cent.
24 per cent.
25.S per cent.
31.1 per cent.
28.4 per cent.
The wheel shown in Figs. 3 and 4 was designed by the
Schenectady Locomotive Works for the Chicago & North-
western fast mall engines, illustrated in this journal in June,
1899, page 189. The center is 74 inches in diameter and the
wheel is 80 inches, over the tire. The weights of the center
castings in the rough were 2,461 pounds for the main wheel, and
2,350 pounds for the rear wheel, the finished weights are prob-
ably about 8 per cent, less, or 2,264 and 2,162 pounds, respec-
tively. This is a very light wheel; it has 19 spokes of elliptical
section. Another design of the same diameter, but with spokes
of different shape, is shown in Fig. 5. This drawing repre-
sents the main wheel of the Brooks Lake Shore 10-wheel pas-
senger engines, shown on page 344 of the November, 1899,
issue of this journal. The weights of these castings in the
rough were 2.850 pounds for the main and 2,346 pounds each
for the front and rear wheels. The finished weights are 2,670
for each main wheel and 2,175 pounds for each of the others.
The front and rear wheels are illustrated in Fig. 6.
Fig. 7 shows the 84-mch wheels with 78-inch centers for
the Baldwin compound Atlantic type fast passenger engines
for the Chicago, Burlington & Quincy, illustrated on page 141
of the issue of May, 1899. These wheels were made by the
Standard Steel Works. A similar wheel for simple and com-
pound engines by the same builders for the French State Rail-
ways is shown in Fig. 8. The weights of the centers for the
Burlington wheels which are the same for Columbia and At-
lantic type engines on that road are 2,882 pounds for the for-
ward wheels and 2,990 pounds for the rear or main wheels,
these are finished weights. The spokes of these wheels are
21^ by 61/2 inches at the hub and 1% by 4 inches at the rim.
The rim is 3 inches thick and lightened between spokes. The
wheels for the French engines have the same sections of spokes
but are different in weight, the hubs of the French wheels be-
ing lighter. Some of the French engines are compound and
some are single expansion. The drawing, Fig. 8, shows one
of the' drivers of the compounds. The weights for the com-
pounds are 2,705 pounds for the main and 2,682 pounds for the
rear wheel; for the single expansion engine they are 2,705
for the main and 2,995 for the rear wheel. The hubs of these
wheels and the crank pin bosses are cored out for the purpose
of lightening them.
An example of recent practice in 50-inch cast steel wheel
centers for heavy consolidation engines is shown in Fig. 9.
This is a main wheel, the center of which weighs 1,501 pounds
in the rough, the front and rear wheel centers weigh 1,335
pounds, and the intermediate, 1,348 pounds. The finished
weights are probably about 125 pounds less than these figures.
Fig. 10 illustrates the wheel center of a well-known Atlantic
type passenger locomotive which has made a reputation for
fast running. The main center, shown in the engraving, weighs
1,993 pounds, while the front center weighs 1,888 pounds. An
allowance of about 150 pounds per center should be made for
finishing. In Figs. 9 and 10 the hubs are lined with phosphor-
bronze, cast in place, for which purpose two dove-tailed
grooves are turned in the faces of the hubs. This proves satis-
factory for new wheels, but to facilitate repairs it is found
to be better to place the bronze liner on the box, which is
easier to handle in the shop in making repairs than are the
driving wheels.
Cast steel driving wheels made by the Sargent Company 4n
1897 for the Illinois Central R. R., with 72-inch centers,
weighed 2,391 pounds each, and the physical characteristics
were;
Tensile strength per square inch 63,400 lbs.
Elongation in 2 inches 38%%
Reduction in area 47 %
The wheels shown in Figs. 3, 4, 5 and 6 were made by the
Pratt & Letchworth Co. of Buffalo. Those for the Chicago &
Northwestern were required to have not less than 60,000 pounds
tensile strength and an elongation of not less than 15 per cent,
in 8 inches. The writer has had the privilege of examining
the records of forty reports of tests on cast steel driving wheels
made by this firm for the Chicago & Northwestern to these
specifications, and the tensile strength runs from 60,480 pounds
with an elongation of 25 per cent, in 8 inches to 78,900 pounds
and 17 per cent, elongation. The opinion of this firm, based on
extensive experience, is that the best wheels are those in which
the tensile strength is not high and the elongation is good.
The presence of too much carbon has a tendency to increase the
tensile strength and reduce the elongation. Steel of 60,000
pounds tensile strength and 15 per cent, elongation as specified
by this road is strongly advocated.
The writer recently saw a cast steel driving wheel at one
of the leading locomotive works which had been rejected by
the inspector on suspicion because of some surface imperfec-
tions. The wheel had been "tested" under the drop until it
was bent and twisted into unrecognizable shape, but without
a sign of breakage. It was of the best of material, and "better
than it looked." This brings up the question of testing cast
steel for wheels, and it is a difficult one. It is evident that
allowance should be made for the fact that the coupon, on
account of its size, does not correctly represent the true char-
acter of the metal contained in the wheel. Being smaller than
the wheels, there is of course a possibility of shrinkage in these
castings and they cool more rapidly than the body of the
wheel, which gives the coupon a structure different from that
of the wheel, and It is believed, a somewhat inferior one. It
has been learned from experience that test bars frequently
represent a much lower standard than is shown by a similar
sized piece cut from a spoke or the rim of a wheel.
A driving wheel is a difficult casting because of the danger
of shrinkage stresses between the large and small masses of
metal. The castings may never be entirely free from shrinkage
stresses, but the fact that driving wheels of this material are so
satisfactory reflects great care and skill in the furnace and
foundry. The time is at hand for the use of cast steel exclu-
sively for driving wheels.
Page XVI of this issue will interest competent and ambitious
young men who are in the motive power department.
FEBRUARY, I'joo. AMERICAN ENGINEER AND RAILROAD JOU RNAU 48
I^OCOMOTIVE TENDERS.
By William Forsyth.
The contnisl between the tenders on Engli.sh and American
locomotives in the past has been marked, and decidedly to the
disadvantage of the latter. The English tender, built entirely
of steel with large wheels, substantial draft gear with good
workmanship and fine finish all over, is an object lesson which
locomotive builders in this country have but recently observer!.
The average American tender is a crude affair, being really a
tank car consisting of what is essentially a freight car with
a water tank and coal box on top. Recently itie tendency has
been to follow the English practice, particularly with passen-
ger engines, by making the tender a handsome and substan-
tial structure, and in a few instances the English practice of
using three pairs of wheels instead of two trucks, has been
introduced with satisfactory results.
The large size of cylinders and boilers of modern locomo-
tives makes it necessary to use a tender of large capacity
both for coal and water. While the use of water scoops for
tenders renders large water space unnecessary, this appliance
is only used where there is a dense traflSc, and the capacity
of modern tenders may now be said to be 5,000 to 6,000 gallons
of water and 8 to 10 tons of coal. The large consolidation
engines now being built when cutting off at half stroke con-
sume 4,000 gallons of water every 13 miles, and 5,000 gallons
every 16 miles. When cutting off at three-quarter stroke a
4,000-gallon tank will furnish a supply for a run of only 8
miles; 5,000 gallons, 10 miles; 6,000 gallons, 12 miles, showing
the necessity of tanks of large capacity if very frequent stops
are to be avoided. Large tanks are also used to carry the
train past a station where the water supply is poor, and to
enable the engine to make sufficient mileage to reach a point
where a better water supply can be obtained.
The advantages of si.x-wheel tenders for passenger engines
are, the use of large wheels and the simplicity attending few-
parts making the construction under the tank frame easy of
access for inspection. The reduction in the number of parts
connected with an axle and pair of wheels is considerable, as it
means two journal boxes with the bearings, lids and attach-
ments, a brake beam with its shoes, lever and connections.
The six-wheel tender also virtually disposes of all those parts
which are essential to the truck frame. With six-wheel tend-
ers the journals are much larger, 5 by 9 inches, and bearings
and other fixtures more substantia', and the rate of wear much
less, requiring less attention for ' .'pairs.
The six-wheel tender is espe ally adapted to high-speed
engines and has been used In th ; country without equalizers,
and in the fastest service on roads where the track was not up
to the best standard. The English tenders are not equalized
as a rule and the only object of equalizers is to prevent derail-
ment due to poor track. It is probable that the average condi-
tion of American main line track Is equal to or better than
the English track, and it is certainly better than the English
track on which six-wheel tenders, without equalizers, ran for
years with safety. On the fast runs where six-wheel tenders
are most likely to be used, it is necessary for other reasons
to have the quality of the track above the average. Equalizers
introduce an additional set of details and for the reasons given
above they are not considered necessary. With so few parts
and such simple and substantial construction the cost of repairs
must be much less than when trucks are used. When a water
scoop is used there is more room for its mechanism than is
the case with trucks. These are some of the principal advan-
tages in favor of six-wheel tenders.
The high tractive power of modern locomotives renders it
necessary to have a substantial draft gear on tenders, and
where wooden underframes have not given way to Iron or
steel, the center sills at least should be steel, so as to secure
a solid attachment for the- draft gear. With the best practice
<he whole underframe is now made of steel channels — thus
securing a stronger structure and requiring much less ex-
penditure for repairs than a wooden frame. The fear of deteri-
oration by corrosion for a long time prevented the more general
use of steel underframes for tenders, but the general use of
steel cars at present points to the fact that if steel can be
used for freight-car underframes without fear of rapid corro-
sion it can certainly be used for tenders where the superior
strength of steel Is especially necessary.
With the demand for more coal space the shape of the flaring
coal side above the water space has been changed, and in the
large tenders the outside sheets are carried up vertically, mak-
ing a plainer outline. The extreme width of lendert is now
so great that the clearance limits are almost reaches by the
vertical side sheets and the inclined coal side is no longer possi-
ble or desirable. It Is, of course, not necessary to carry this coal
side around the back part of the tender, occupied by the man-
hole, and this part may be stopped off by a back board and left
entirely clear, without any side beyond the water space, and
this form of construction has appeared on recent tenders. It is
necessary to place a guard rail of some kind about the manhole
to prevent firemen from slipping off, but this is .secured In a
much simpler and cheaper way by the use of round iron rails
than by the use of the sheet skirt at the sides and ends. The
use of the latter only results in the accumulation of trash
on the back of the tender, which soon gets mixed up with coal
and water, and often becomes frozen; It is always a useless dead
load, which, to say the least, Is untidy. When this space about
the manhole is clear and exposed to sight It can be kept neat
and clean.
The use of oblong manholes for tenders Is becoming general,
IS their use renders it unnecessary to make a water tank stop
'n exact spot, but some margin is allowed in each direction.
Fig. 2.
It was at first thought by some that this advantage could be
best secured by placing the long axis of the manhole parallel
with the track, and some tenders were built in this way, but
it toon became evident that a larger range could be obtained
by placing the long axis crosswise of the track, and this loca-
tion is now always used where the oblong fixture is intro-
duced (see Fig. 1).
The old method of bracing tanks was crude and flimsy, re-
quiring frequent renewals and repairs. It consisted of cross-
bracing about the center of the height of the water leg — using
round bars or flat strips with pin connections and crow-feet
or angles on the sides. The small section of the parts made
them deteriorate rapidly by corrosion and wear, due to con-
stant rattling of loose joints. With large tanks and high sides
a much better and simpler form of bracing is now used. One
of the best Is the use of vertical pieces of heavy tee iron about
3 by 3% inches thick, spaced about every 2 feet and bearing
at the ends on the angle irons at the corners (see Fig, 2).
Tender trucks have been developed and improved to a re-
markable degree, diamond freight trucks being no longer con-
sidered the proper thing for such an important service. The
Fox truck, of ordinary freight types, has been used to some
extent, but that company has designed a pressed steel truck
46
AMERICAN ENGINEER AND RAILROAD JOURNAL.
with elliptic springs and swing bolster which is more suitable
for the purpose. As it is often necessary for the fireman to
stand on the tender while firing, the springs should have an
easy motion. It is doubtless true that such heavy loads are
carried on elliptic springs with less injury to the track and less
wear to the truck and tender frame. The old practice was to
have side bearings on the rear trucks and none on the front
trucks, leaving the whole load on the front truck to balance
on the center plate; but with larger and heavier tenders it has
been found necessary to steady the load, and it is now the
usual practice to place side bearings on both front and rear
trucks.
The adjustment of the height of the rear drawbar and front
platform on tenders to different heights of driving wheels was
formerly accomplished in a crude and troublesome manner.
When new tires or larger drivers were put in, the tender frame
was blocked up on the truck in order to get the fireman's plat-
form to the proper height. It was then necessary to let down
the rear draft iron or put on a new one of a different pattern,
but the use of M. C. B. couplers on tenders has rendered this
method undesirable and the tender frame is now maintained at
a standard height from the rail and the front platform is
changed to suit the height of the drivers. The usual design, for
connection between engine and tender, does not admit of ad-
justment to suit changes in the thickness of tires or diameter
of drivers, and there is an opportunity here for an improve-
ment in the front tender di'aft iron which will so arrange It
that it will admit of adjustment of the height of the front
draw-bar.
Tender steps and grab handles have also been rather crude
In the past, but the use of cast iron steps, with a wide one at
the bottom somewhat offset, is now growing more general.
This form of tender step was recommended by a Master Me-
chanics' Association committee, and is illustrated in the pro-
ceedings for 1896, page 311, and it is there recommended that
to insure safety the form and location of tender steps should
be nearly uniform, so that one could in the dark readily locate
with his feet and hands the steps and hand hold of any loco-
motive.
The use of large figures 2 or 3 feet high on the sides and ends
of tenders was never justified by any considerations of utility
or beauty, and they are gradually disappearing. It is seldom
necessary to read the number of a locomotive at a distance
of more than a hundred feet and figures 6 or 8 inches high can
he easily read at that distance. The numbers on the cabs or
sand boxes are also suflBcient for most purposes, and the num-
ber on the side of a tender is almost if not entirely useless.
Figures on the end of a tender 8 or 10 inches high should be
sufficient to locate an engine in the round-house when the
engine is placed head in — but it is proposed by some roads to
leave the numbers off of tenders altogether, and by others to
paint the numbers on removable tablets so that any tender
of proper type can be attached to any locomotive. On the Lon-
don & North Western a locomotive illustrated in the January
number, page 1, it will be noticed that the only letters on the
side of the whole locomotive is the engine number on cab, and
there is no figure on tender. An example of a handsome six-
wheel American tender is shown on page 22 of the January issue
of this journal. This is the Pennsylvania fast passenger engine,
Class E 1. The admirably designed location of the steps on
each end of the tender and on the back of the engine will en-
tirely satisfy the Master Mechanics' Association requirements
already referred to. The coal space on this tender is arranged
like that used on German engines, where the sloping coal deck
extends clear across the tender, the front portion being level
and about 18 Inches above the top of the front sill. By this
arrangement the coal is constantly delivered by sliding down
the incline, to a point most convenient for the fireman.
Another tender of exceedingly attractive appearance and
good design is that on the new Brooks passenger engine for the
Chicago and Alton road, which is illustrated in this issue. In
this case the gangway is so narrow that one step casting at
front of the tender is sufficient for the engine and tender. This
tender is painted a maroon color to. match the cars on the
Alton day train from Chicago to St. Louis. The lettering and
striping are especially neat and in striking contrast with the
large ugly figures so often seen in Western tenders.
General plans and details of several modern American tend-
ers will be illustrated in a future article as this portion of the
locomotive is usually shown in outline or by photograph and
it has not received the attention which its present importance
and interest demands.
IMPROVEMENTS IN LOCOMOTIVE DRIVER BRAKES.
The publication of the improved design of locomotive driver
brakes in the January issue of this journal has brought out
correspondence which indicates that there is to be an im-
provement in the status of locomotive brakes as a factor to be
considered in the original designs of locomotives, and it is
beginning to be appreciated that the stopping of fast and
heavy trains is one of the most Important considerations in
their operation.
It was natural that the driver brake should be a rather
crude affair during its early life, and that it should be con-
sidered as an attachment rather than an integral part of the
locomotive because at first it was applied to locomotives which
were in service, bat there is no reason for perpetuating the
positively bad practice now prevalent. The driver brake has
not held a prominent place in the minds of locomotive men
during the drawing room stages of construction, but this is
now rapidly being changed. Only recently has it become
necessary to seriously consider the saving of weight in other
parts in order to favor the boiler, but this influence is now
very powerful, and is likely to effect the greatest improve-
ments in locomotive development. This problem necessitates
the most skillful work in connection with details, and one of
Transverse Sections.
the most promising sources of weight saving and weight ad-
justment is in the driver brakes.
The adjustment of weight whereby the center of gravity
is carried as far forward as possible to the relief of the driving
wheels is desirable, and this is carried out in designs by the
Lake Shore & Michigan Southern for 10-wheel passenger en-
gines, the Pennsylvania on Class H 6 consolidation and E 1,
Atlantic type engines, and on the Baltimore & Ohio in 10-
wheelers. In our December, 1899, issue the advantages of
designing the frames for the direct connection of the brake
rigging were clearly indicated. It is evident that if the brake
cylinders are carried forward to a convenient location under
the front end of the barrel of the boiler, still further ad-
vantages will be gained, and these are important enough to
command the attention of those who are working on the lines
mentioned.
If the brake cylinders are placed near the front of the en-
gine a large proportion of their weight is carried upon the
truck instead of being thrown entirely upon the driving
wheels, as is the case with the usual location, near the rear
ends of the frames. Unusual efforts are now being made to
reduce the weight at the rear end of boilers by tapering the
sheets and inclining the 'back heads. There is a further ad-
vantage in the forward location of the cylinders because it
permits of placing the brake shoes against the rear instead
of the front of the driving wheels. Furthermore, the cylinders
should be kept away from the firebox in order to avoid the
troublesome burning out of the piston packing. All of these
recommendations and the retention of the push principle
with the absence of stuffing boxes on the brake cylinders are
offered by the forward location. It may also be urged that
t'EBROAKT, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 47
the cylinders are not liable to injury in derailments or oilier
accidents if they are placed under the front end of the boiler,
or, as in the case of the new J^ake Shore 10-wheol passenger
engines.
In the present light on the subject, the practice of placing
the brake shoes back of the wheels seems to be a great im-
provement. This plan causes the brakes to press the driving
boxes against the shoes, instead of against the wedges, and it
gives an upward thrust instead of a downward pull of the
shoes upon the hangers. This relieves the springs, and spring
bangers form a serious additional load, and these parts may
be materially lightened if they are not subjected to it. Spring
hangers are subjected to particularly severe service, and Mr.
F. J. Cole (issue of May, 1899, page 145) states that even for
exceptionally good iron the fiber stress of these parts should
never exceed 4,500 pounds per square inch if failures and
breakdowns are to be prevented. The stresses due to the ap-
plication of the brakes undoubtedly play an important part
in the life of these hangers, and it seems probable that this
influence, in the case of designs with the shoes in front of
the wheels, accounts for the very low allowable working
stresses.
The accompanying engraving illustrates the brake rigging on
the 10-wheel passenger locomotives built by the Brooks Loco-
is probably not fully appreciated. If it were, greater efforts
would be made to give the projjcr amount of room for the
shoes. The chief trouble comes from the vertical motion of the
engine on the springs whi('h causes the shoes to rise and tall
in relation to the wheels. This changes the piston travel and
seriously interferes with the efficiency of the brakes, and Its
effect is of course greater, as the position of the shoes is made
lower because the horizontal movements of the shoes are greater
than when placed opposite the centers of the wheels where
they ought to be. The stroke of the cylinder piston should
be kept as short as possible for the sake of economy in the use
of air, especially because of the increasing demand for air for
purposes other than the operation of brakes. "Air brake para-
sites" is an apt term for a number of uses of air in trains
with which the air brakes have nothing whatever to do, and
the question now is how to get enough air for the brakes. Air
power is used for bell ringers, sanders, raising water in sleep-
ers, making gas for car lighting (Frost system), running venti-
lating fans, shaking grates, operating blow-off cocks, pilot
couplers and flangers. and opening firebox doors, not to men-
tion all the applications now in use. This is severe on the
air brake, especially if it is not safe-guarded against the waste-
fulness of long piston travel.
An illustration showing the importance of putting the brake
A Good Example of Di-lving Wheel Brake Rigging.
New Ten-Wheel Passenger Locomotives— L. S. i M. S. Railway.
motive Works for the Lake Shore, already referred to. It will
be noted that the frames, frame braces and boiler supports are
used as far as possible for connecting the brake fixtures, neces-
sitating very few additional parts for the attachment of this
rigging. This design is an example of excellent practice, but
it is evident that it can be improved by a further applica-
tion of the Higham method of attachment to parts forged upon
the frames for the purpose.
It is difficult to locate a push cylinder applied to a 10-wheel
locomotive properly unless placed toward the front of
the engine without using a long connection between the
piston rod and the brake lever, and the parts must be made
very heavy to avoid buckling. In a locomotive of this type with
large driving wheels, say 78 inches in diameter, it is very
difficult to find a place of attachment in the rear of the drivers
in the usual manner, so that it may be said that the construc-
tion of large 10-wheel locomotives makes the new plan very
desirable also from a constructive point of view.
It is exceedingly important to locate the brake shoes as high
upon the wheels as possible, and if practicable it would be
very desirable to place them opposite the horizontal centers
of the wheels. This applies to cars as well as to locomotives.
The lack of room between driving wheels renders it necessary
to drop the shoes too low in many cases, and the effect of this
shoes high up on the wheels was seen some time ago when
a stock train came into a terminal and discharged its load.
The engine which had hauled it over the division when loaded
could not start the empty train out of the yard. This was
because the adjustment of the shoes was close and the
shoes were low on the wheels. The relief of the load raised
the cars on their springs enough to bring the brake shoes
against the wheels and hold them as if they were under press-
ure from the cylinders. This requires attention in the design
of cars and locomotives. It cannot be remedied after construc-
tion.
THE MASTER MECHANICS' AND MASTER CAR BUILDERS'
CONVENTIONS FOR 1900.
The annual convention of the Master Car Builders' Associa-
tion will be held at Saratoga, N. Y.. commencing Monday,
June IS. and the Master Mechanics' Convention will open
Thursday, June 21. lasting through the week. The dates have
been changed in order to bring the two conventions within one
week. The Grand Union Hotel will be headquarters, the usual
rates having been made for members of the Associations and
their friends. The United States Hotel will be open and those
desiring dignified comfort and quiet will be glad to avail them-
selves of the opportunity of stopping there.
48
AMERICAN ENGINEER AND RAILROAD JOURNAL
(Establlslied 1832)
— AMERICAN —
Engineer
RAILROAD ^JOURNAL ^
PQBLISHKD MONTHLY
BT
R. M. VAN ARSDAT.E,
J. S. BONSALIj, Business Manager.
MORSE BUILDING NEW YORK
G. '!>1. BASFORD, Editor.
E;. E. SIL,K, Associate Editor.
FEBRUARY, 19(0.
SabBcriptlon.— $2.00 a year for the United States and Canada; S2.50 a
year to Foreign Countries embracedin the Universal Postal Union.
Remit by Express Money Order, Draft or Post-Office Order.
^bscripfions for this paper xdll be received and copies kept for sale by
the Post Office Neres Co., 217 Dearborn Street, Chicago, III.
EDITORIAL ANNOUNCEMENTS.
Advertisemeuti.— Nothing will be inserted in this journal for
pay, EXCEPT IN THE ADVERTISING PAGES. The reading pages icill
contain only such matter as ut consider of interest to our
readers.
Special Notice.— yls the American Engineer and Railroad
JouRNAi, is printed and ready tor mailing on the last day of
the month, correspondence, advertisements, etc., intended for
insertion must be received, not later than the 20fh day of each
month.
Contributions. — Articles relating to railway rolling stock con-
struction and management and kindred topics, by those who
are practically acquainted unth these .subjects, are specially
desired. Also early notices of official changes, and additions of
new equipm,ent for the road or the shop, by purchase or construc-
tion.
To Subscribers.— y/ic American Enoineer and Railroad
Journal is mailed regularly to every subscriber each
month. Any subscriber who fails to receii'e his paper ought
at once to notify the postmaster at the office of delivery, and in
case the paper is not then obtained this office should be tiotifij>d,
so that the missing paper may be supplied. When a sub-
scriber changes his address he ought to notify this office at
once, so that the paper may be sent to the proper destination.
The paper may be obtained and subscriptions for it sent to the
following agencies: Chicago, Post Office Xeu-s Co., 217 Dearborn
Street. London, Eng., Sampson Low, Marston & Co., Limited
St. Uunstan''s Bouse. Fetter Lane. £. C.
The brief note entitled Master Mechanics Wanted, on page
16 of our January issue, resulted in filling the positions re-
ferred to, and in bringing out a number of promising men
whose names are on file in our editorial rooms for the benefit
of inquirers who need assistants.
A number of railroads are seeking good men for responsible
motive power positions, and we have been repeatedly solicited
for names for these positions. There are many capable young
men who are not well known and we cheerfully accept the task
of bringing competent and reliable men before the higher offi-
cers who inquire. See page XVI, this issue.
In another column Mr. Squire suggests a practical study of
the movements of the sheets of a locomotive firebox for the
benefit of knowing how the stresses due to expansion and con-
traction act. Actual measurement of the movements of the
sheets would throw light on a very obscure subject, and It is
to be hoped that the suggestion will be carried out. Our corre-
spondent presents the subject in a most satisfactory way, which
includes a sketch from which the recording device may be
made. It ought to be applied to fireboxes of various forms, to
those which are long and deep, those which are shallow and
short, and, in fact, to all kinds of stayed fireboxes. The form
used on the Lehigh Valley and recommended by Mr. P. F.
Gaines, on page 9 of our January issue, may be expected to
give favorable results. This is now largely a matter of opin-
ion, but a few simple experiments will show which is the best
form. This subject is important enough for a thorough inves-
tigation by the Master Mechanics' Association.
The increasing weights of passenger trains and the increas-
ing severity of service are becoming burdensome to those who
are responsible for the designs of locomotives to handle them.
While there may be, and probably are, economical advantages
in the use of the most powerful locomotives, it is a question
whether some of the present pressure should not be applied
to other questions such as the provision of interlocking plants
at all crossings covered by fast runs and in the improvement
of locomotive water stations. In a remarkably fast run re-
cently recorded in these pages, two crossing stops are noticed.
The effect of these stops on fast trains is easy to comprehend
and it seems equally clear that the expense of stopping all
trains at such points should be appreciated. The engineering
department is often behind in the strength of bridges to carry
the engines which are now required and it seems appropriate
to direct attention also to the non-interlocked crossings as one
factor in the present necessity for heavy engines.
The struggle tor a proper solution of the trouble over the
status of the engineer in the navy is far from being ended.
The line officers have won their case and the engines are now —
if we understand the situation — placed in the hands of enlisted
men. The real purpose of the personnel law was to solve the
difficulty by insuring that all line officers in future shall be
engineers. This appears to have been very satisfactorily set-
tled, but owing to a recent order issued by the Assistant Sec-
retary of the Navy, the commissioned officers are relieved
from engine room watch duty. The navy and the nation can-
not but suffer for this, and yet it may require another war to
right it. The lesson, learned at Santiago, by both Spain and
the United States, that the success of a fleet of modern war
vessels depends more upon the engineer than any other human
factor, is lost if this law is not carried into effect, and we
may expect to see Admiral Melville's ominous words on this
point before the American Society of Mechanical Engineers
come true. When the country awakens to the fact that the
present status of the real engineer in our navy is exactly that
of the Spanish in the late war something will be done.
The skein test for color blindness is known to be defective,
yet it is probably used more than any other, and presumably
through ignorance. Prof. Scripture and Dr. C. H. Williams
gave most valuable information on this subject before the
New York Railroad Club last November, and the complete
discussion has now become available in the proceedings of
that organization. Next to normal color vision, at least, if not
first in importance, is the standardization of the colors, par-
ticularly of red and green. It is generally the custom to accept
signal discs from glass manufacturers without tests of any
kind, and in this discussion it was proved that many reds
are used which are dangerous because they let the green
through as well as the red. Every signal engineer or officer
in charge of signals should use the spectroscope to guard
against this dangerous glass. These instruments are inexpen-
sive and are made in sizes convenient for the pocket. When
one of these so-called red glasses is held before the instru-
ment the green rays and part of the blue will appear always
with the red. The correct red glass shuts off all rays except
the red and these are seen distinctly. The good and dangerous
reds are very similar in appearance, but one is red while the
other is a mixture of red and green. A similar, but less dan-
gerous, trouble occurs with green glass, some of the greens
being distinctly blue.
FEBRUARY, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 49
The increasing weight of locomotives is striltingly shown
in this issue by the table of comparison of the weights of lo-
comotives built by the Brooks Locomotive Works in the years
1891 to 1899. These figures are from one building firm only,
but it is believed that they fairly represent the practice of
the eight years. The most striking figures given are for the
average weight of engines and tenders in working order and
the average weight of the engines alone. The former figure
showed an increase of 85,783 pounds per locomotive and the
latter an increase of 53,135 pounds. These figures are unex-
pectedly large and very significant, because they indicate cor-
responding advancement in power and improvement in oper-
ation. These statistics would astonish those who consid-
ered the limits of weight to have been reached years ago.
There is no ground for prediction as to the weights of the fut-
ure, but this increase carries the impression of the very great
importance of making the weight count to the utmost in pow-
er capacity. Unless the increased weight is productive in this
way it is of no value. What is now most needed is improve-
ment in the making and the use of steam also in counter-
balancing, so as to permit of using greater weights on driving
wheels without increasing the destruction of rails.
SYSTEMS OF ELECTRIC DRIVING IN SHOPS.
The present indications are that during the next few years
all new shops and many remodeled old ones will have some, if
not all, of the machines driven by electric power. Long lines
of shafting often require from 60 to 75 per cent, of the total
power to overcome friction, and it is safe to count upon enough
saving in power by the introduction of electric motors to
furnish light for the same shops. The question of fuel econ-
omy, however, is not the most important one, because with
wasteful systems the cost of power is usually about 2 per cent,
of the cost of labor. The important question is to get the
most out of the plant. The Baldwin Locomotive Works sev-
eral years ago expended about $65,000 in electrical machines
and the cost is saved every year in the saving of labor. The
Chicago, Milwaukee & St. Paul Railway installed an electric
motor to operate a turn-table. The cost was $550, and it saves
$1,600 per year in wages.
Electric motors are accepted as offering valuable means for
increased shop output; they are reliable, efficient and worthy
of confidence; they are ready to respond instantly to a demand
greatly in excess of their rated capacity, and they have the
further advantage of accurate and easy adjustment of speed.
It is not easy, however, to learn the best method of obtaining
these advantages in practice. Each individual plant has its
characteristics to be considered, and one of the limiting fac-
tors in the adoption of a plan of electric driving is the relative
cost and efficiency of large and small motors. Seventy-five dol-
lars per horse power for one-horse power motors and $20
per horse power for 50-horse power motors may be taken as
an approximately correct proportion.
It is desirable to use as few different sizes of motors as pos-
sible because of the repairs. These considerations lead to the
comparison of four systems of motor arrangement:
1. Individual motors.
2. The group system.
3. Comparatively long lines of shafting, each driven by its
motor.
4. A combination of the individual and group systems.
Individual Motors.
Where the tools are relatively large this plan reduces the
losses of transmission to a minimum and it also permits of
any desired use of cranes and machinery for handling parts
and finished work to and from the machines. It avoids all
the troubles caused by belts, but the cost is high and the mo-
tors will seldom be of greater capacity than 5 horse power.
The power of the motor must, of course, be sufficient for the
greatest load ever put on the machine and for a large part of
the time much less power Is required, which means rather
inefllcicnt operation of the motors. This plan also requires a
large number of different sizes of motors, for which extra re-
pair parts must be kept, and with small motors the repairs
are much greater in amount than with larger ones. This
system, however, uses no power except when the machines are
running, which is not true of any other system.
There is no system which permits of getting so much out
of the machines as that of individual motors, and in some
cases this will outweigh all other considerations. With a
direct-connected motor it is possible to obtain more perfect
speed control than can be had in any other way. The full
capacity of the tool is always available at a movement of the
hand and the machine may be started, stopped or rever.sed
by the attendant without changing his position. Belt shifting
is not difficult, but it is one of the little things that men will
not do unless it is necessary, and a little hand switch to control
the speed will be used when a belt would not be shifted.
Most tools are limited in capacity by the system of driving
with which they were originally fitted, and the usual range of
speeds is very small. This is the only system which offers
this very desirable speed and power control tor each machine,
and it counts powerfully in the output of a shop where it can
be used.
The Group System.
This plan recommends itself where the individual machines
are not large enough for independent motors and where im-
proved transmission without too large a capital outlay is sought.
Shops and factories with no large tools and with large num-
bers of small-powered machines must necessarily come under
this system. It does not do away with shafting, but it permits
of cutting the shafting into convenient lengths and avoids what
is probably the greatest difficulty with shafting, the friction
of long lengths on account of their liability of getting out
of line. The motor driving a group of machines does not need
to have a capacity equal to the sum of the maximum possible
demands of all of the machines, because it is safe to count upon
some of them as being idle or requiring only a small amount of
power. The electrical installation of the Baldwin Locomotive
Works has the proportion of 1,300 horse power in the genera-
tors to 3,500 in the motors, and it seems to be sufficient, as
the average horse power at the switchboard is but 1,000.
The groups may be arranged with a view of running certain
of them overtime in order to keep up with the rest of the
plant, and all of the machines required for certain overtime
work would be put into that group. This system renders the
selection of motors comparatively easy and has the advantage
of requiring the minimum number of different sizes: two sizes,
15 and 25-horse-power motors will suffice for many large shops.
The groups may be arranged to have a surplus of power in each
at the start in order to provide for expansion. If the load
eventually becomes too great for the smaller size, one of the
larger ones can be substituted.
Motors on Long Line Shafts.
While a number of cases of this arrangement are in success-
ful use, the objection to it is that there is little diminution in
the belting, and. in fact, no advantage over the usual steam
drive, except that the steam plant may be concentrated in one
place for several buildings or departments. It is a great ad-
vance over the distribution of steam engines all over a plant,
but it does not bring out the best possibilities of distribution
of power by electric motors. Two motors may run a shop
or department, one being at the center of each side of the
building and connected each way by clutches to the shafting.
This permits of running one-quarter of the shop alone, but it
involves running long shafting and many idle belts in order
to reach a few machines for overtime work. The cost of the
motors is less, but their efficiency is not sure to be higher be-
cause of the lack of flexibility of the system. This plan does
not accommodate good crane service.
Combined Individual and Group System.
By running the heaviest and largest machines by direct-
connected motors, stopping at those requiring less than about
80
AMERICAN ENGINEER AND RAILROAD JOURNAL.
5 horse power, and grouping the smaller machines to motors of
from 5 horse power np, a very satisfactory system may be
devised. This is the one followed at the Baldwin Locomotive
Works and in a number of large establishments. It is flexible
enough for adaptation to all except extraordinary conditions.
Determination of Power Required.
The indicator affords the readiest and most reliable infor-
mation concerning the amount of power required. In applying
motors to an old shop the full load of the shop may be ascer-
tained at the engine by indicating, and the sizes of the sections
or groups may be determined by cutting off portions of the
shop successively at the shaft couplings. This will probably
be necessary for each individual case, particularly where the
groups involve much belting and shafting. For electric drives
in new shops there are few reliable data available to the reader
and the best plan is to entrust such a problem to the informa-
tion and judgment of a reliable electric machinery concern.
We expect to have more to say on the determination of the
power required for installing motors in old shops in a future
issue.
CORRESPONDENCE.
MASTER MECHANICS WANTED.
Editor American Engineer and Railroad Journal:
The edttorial entitled "Master Mechanics Wanted," in the
January issue of your paper, induces me to ask the question:
How can a man in a subordinate position on a railroad find
out that there are positions unfilled on other roads ?
A man in such a position usually does not have the oppor-
tunity to become known to the officials of other roads who
may have vacancies to fill, and his immediate superiors may
often consider it to their interest not to recommend a good
man for a position elsewhere, so as not to lose his services
on their own road and have to seek new help themselves.
Jan. 4, 1900, O. A,
HEATING SURFACE AND WEIGHT ON DRIVERS,
Editor American Engineer and Railroad Journal:
I think there is an error in the table at the foot of the first
column of page 12 in your January issue. In the third line
at the left the words "per square foot" should have been
omitted. If I understand your purpose, the table should read
as follows:
.; >i
a:ZM
"■5 2
5|l
-■it
.H'O
^^1
B^i
^s&
Q u
^"1
»|8
CO
Weight on drivers in lbs . . .
208,00(1
198.000
193,200
157,500
202,232
133,000
Total healing surface .....
3,322
3,2(i3
3,500
, :<,349
4,103
2,917
Weight on drivers divided
by heating surface
63
61,2
55
47
49
43.5
Without having given this subject much attention, I had
always thought that the relation between the boiler power
and total weight was the important one, as this would be
likely to show the excess in the amount of dead weight of
10-wheel and 12-wheeI engines over moguls and consolidations.
My sympathies were with the moguls and consolidations,
but of late I have concluded that extra dead weight occasioned
by the additional wheels for a 4-wheel instead of a pony truck
is not the most important consideration in this case. If the
extra pair of wheels means more heating surface, and con-
sequently more power to put steam into the cylinder at critical
point on the road, it is folly to object to their weight. The
meat of this question is how much boiler power is to be had
for a certain weight on drivers, and I believe your basis t-j be
correct.
The chief engineer fixes the limits of the weight on drivers,
and this fact often determines whether an engine shall be a
12-wheeler or consolidation, a 10-wheeler on an 8-wheeler; be-
cause, if the boiler needed is part on the smaller number of
wheels, the weight would exceed the limits given,
I have made quite a number of comparisons on the basis of
weight on drivers divided by the total heating surface, and
the results are surprising. They indicate that there is no idea
of uniformity in the practice of the railroads or the locomotive
builders in what I believe to be the vital factor in locomotive
power, viz., heating surface. The calculations for passenger
and freight engines are enclosed.
January 9, 1900. F. D. C.
[The passenger engines only are given in the table which
we reproduce. These have been worked up with considerable
pains, and, as the engines are nearly all well-known designs,
the comparison is valuable. — Editor.!
Heating Surface Comparison of Passenger Locomotives.
Road,
Type of
Locomotive.
Road Class
and
Number.
Weight on
Drivers,
Divided by
Total Heat-
ing Surface,
P.R.R
N. Y C
8-wheel
Columbia. ..
Atlantic
n-16a
1-928
201
1101
961
A-908
M-550
N-1590
48 6
45,7
Big Four
39.3
C. R I. &P
41 7
111. Central
44.3
C. & N. W
41.7
C, B, & Q
46.9
U„ B. & Q
52.2
A. C. Line
36.0
Mogul
1' -wheel .. .
G-
661
H
1.50
999
227
38.8
L.Valley
39 4
C, B. & Q '.
. 63.2
Gt. Northern
G. T.Ry
Southern
%A^isconsiu Central
B, & 0
48.7
67 4
50.3
50,5
52.5
N.P
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P
376
433
1 7
45.0
111. Central
M. C
58.8
58.1
L. S. & M. S
47,2
STATBOLT PROGRESS.
Editor American Engineer and Railroad Journal:
Tour article on staybolt progress in the December issue and
the communications published in the January issue, have cov-
ered all points except one in the study of the life of staybolts.
This point is the actual movement of the side sheets and fire-
box sheets relative to one another, due to the differences in
temperatures of the two sets of sheets and the enormous
fluctuations of temperature in the firebox itself. The only
published record that I have any knowledge of, referring to
this subject, is that found on page 27 of the twenty-seventh
annual proceedings of the American Railway Master Mechan-
ics' Association for 1894. The committee report on "Cracking
of Back Tube Sheets" quotes from a paper jead before the In-
stitution of Naval Architects by Mr. Yarrow. This paper dis-
cusses the movement of the tube and crown sheets under heavy
firing and the method adopted to relieve the stresses of these
.sheets due to expansion. The relative movement of the crown
stays through the top casing sheet is given as being equal to
the thickness of a penny (English) which would about 3/32 inch.
This is the only experiment, I believe, which has been made
to determine the actual movement of sheets relative to each
other. No definite data being given, we can only base our de-
ductions on this test in a general way. They show, however,
that the crown sheet for some 8 or 10 inches from the front end
was supported entirely by the tube sheet, as the stays were
free at the point referred to, having moved outwardly through
the casing top sheet. From the information contained in this
article we cannot determine definitely whether the next suc-
ceeding rows of roof stays back of the second row were in ten-
sion or compression. Following this line of reasoning, it would
seem that the first few rows of radial stays or crown bars with
sling stays were in compression and not in tension for which
purpose they were designed. This, then, must be true of any
type of boiler with stayed crowns.
In this connection I would quote some recent history. It was
recently proposed to the writer by a locomotive builder to alter
the details of the first two rows of sling stays on a crown bar
boiler, to allow for expansion, by elongating the holes in the
febrdart. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 81
CD.
-7^
CO.
Fig. 1.
Fig. 3.
/C,lasi C(nenirinfi'fif.e(l point
Fig. 2.
lower ends of the stays % inch. Here we have an unconscious
approval of the proposition that the first two rows of crown
sheet stays do not stay, and that in view of the fact that the
steam pressure carried is 180 lbs. per square inch. The ques-
tion that now presents itself is: Of what use are the stays on
the crown near the tube sheets and door sheets?
Mr. Sanderson's communication of last month covers the
question of expansion of firebox sheets pretty thoroughly and
presents various points of interest in the nature and location
of the line of fracture of staybolts. He refers also to the fact
of excessive local heating causing unusual and unlocked for
strains in' sheets and staybolts, and among offer things cites
the irresistible forces at woi'k due to expansion. Prof. Goss in
a recent article before one of the Eastern railroad clubs also
quotes some stupendous figures on this same subject.
■We have arrived at the point where the concensus of opinion
is that in the sheets of the firebox of an internally fired
boiler numerous unknown stresses and movements of sheets
exist, yet there is no record of these having been studied logi-
cally nor are these conditions allowed for in new designs.
The nearest approach we have made to this subject is the
vibratory test of staybolts. It is shown that these investiga-
tions have developed better practice and lengthened the life
of stay bolts. These tests are assumed to give the material
an arbitrary deflection of %
Inch vertically or In one direc-
tion only. The test proved
certain facts, and, a» shown In
the December Issue, the num-
ber of vibrations any stay' bolt
material would stand varied
with the relative position of
the Internal structure and the
direction of the bend or vibra-
tion. The logical result of
these tests points to the revolv-
ing tests as being the most ra-
tional, as Is suggested by your
article.
We now have two important
points forcibly brought to our
notice: First, that the firebox
sheets "do more" to a very ap-
preciable extent, and, second, that stay bolt material of a
certain form of structure gives excellent results, shown by
service and vibratory tests. It appears to the writer, second,
that the conclusions to be reached from the information at
hand is to assume that the movements of expansion due to
temperature fluctuations are not in any given direction at any
certain point, but that this movement may be in any direction
radiating from this point, and that the proper way to test
stay bolts would be by the revolving method. The other points
at issue, such as riveting and heading stay bolts, loose and tight
fits in sheets and the thickness of the sheets themselves, are
vital and should be considered carefully in design and building.
Assuming, then, that there is unequal expansion in the various
parts of the firebox sheets and that these expansions and
stresses are cumulative, would it not be well to inaugurate
a study of these movements as being in line with "stay bolt
progress" and progress of boiler design? To advance this sub-
ject a step further, I hand you a few sketches of a device
designed to record the relative movements of the sheets of the
boiler in regard to one another. In this design it is proposed
to place in the crown and side sheets of the firebox at the
points A B an C D marked in Fig. 3 a fixed steel stud, de-
signed as a beam of uniform strength for the given or required
length. The stud is to pass through the casing side or top
sheets in a stuffing box provided with metallic packing in
such a manner that it will be free to move in any direction
due to the movement of the sheet to which the stud is attached.
A recording mechanism of pantagraph construction is shown
to multiply the motion definitely, say 10 times, in order that
the direction and extent of movement can be readily studied.
As shown, the device is intended for recording movements
in a horizontal or vertical plane, according to the position of
the stud on the side or crown sheet. For studying the com-
plex motions of the crown sheet at the junction with the tube
or door sheet as at A B, Fig. 3, a second pantagraph could be
attached to give the record in a plant parallel with the axis
of the stud. A careful design of details and as careful calibra-
tion should make a device of this nature an exceedingly valu-
able piece of apparatus in the study of boiler design.
The sketches presented are given as a suggestion for a line
of investigation. If anyone has already investigated on this
line and withheld the information, he should at once discover
himself so that the work can be prosecuted from the point
where he left off.
The writer would hazard the opinion that an investigation
on the line suggested will upset a large number of preconceived
notions on boiler design and will go a long way toward starting
us on the right track to successfully design a boiler that is
theoretically and practically correct.
January 17, 1900. WILLIS C. SQUIRE. AI. E.,
Atchison, Topeka & Santa Fe Railway.
We learn that Manning, Maxwell & Moore, whose principal
ofHces are at 85 Liberty Street. New York, are compiling a new
catalogue devoted exclusively to the illustration of iron-work-
ing machine tools. Those who have new tools that they would
desire to have illustrated in this catalogue should immediately
communicate with Manning. Maxv.ell & Moore at their New
York office, marking their communication "Catalogue Depart-
ment," which will insure its receiving prompt attention.
52 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Four-Cvlinder Tandem Compound Locomotive— A. T. & S- F. Railway
LOH Pressure
Fifr. 2.— Arrangement of Saddle and Cylinders.
FEBEUARy. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 88
FOUR-CYLINDER TANDEM C(J.\II'(jl ND LOCOMOTIVE.
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Atchison. 'I'opcka & Santa Fe Railway.
Tlie principles of tlic tandem type of four-cylinder com-
pound locomotive as worked out and patented by Mr. .John
Player. Superintendent of Motive Power of the Atchison, To-
peka & Santa Fe Railway, were de.scribed on page 211 of our
issue of June, 1S99. At that time the application had Ijeen
made only to freight locomotives, but it has now been applied
to ten-wheel locomotives in passenger service, one of which
is shown in the accompanying engraving from a photograph.
The chief features of this design are the tandem arrangement
of the cylinders, piston valves without packing rings and an
arrangement of the attachment of the valve stem for the high-
pressure cylinder to its rocker arm in such a way as to permit
of adjustment of the cut-oft in the high-pressure cylinders to
change the ratios of expansion.
The saddle casting has a narrow portion at the center be-
tween the frames, and enlarges at the frame to a length of 98
inches on each side, and the cylinders are bolted to the frames
and the saddle casting independently with a space of 20 inches
between the ends of the cylinders. The arrangement ofthesteam
and exhaust passages is indicated in Fig. 2. Fig. 3 shows half
sections through one of the low and one of the high-pressure
cylinders, respectively. Fig. 3 shows the arrangement of the
steam piping in the front end, including the small pipe for ad-
mission of high-pressure steam to the low-pressure cylinders
in starting. The valve gear back as far as the rocking shaft
is seen in Fig. 5. This illustration shows the method of work-
ing the high-pressure valve by a stem which passes through the
hollow stem of the low-pressure valve. The high-pressure
valve stem connects to a rod attached to its upper rocker arm
with an adjustable attachment clearly indicated in the draw-
ing. The valves are in the form of hollow shells without pack-
ing of any kind and the admission of steam is from the ends.
The cylinders are 14 and 24 by 28 inches; the driving wheels.
77 inches in diameter; the heating surface, 1,923 square feet;
grate area, 26% square feet, and the boiler pressure, 200 pounds.
The weight of the engine is 169.000 pounds, of which 123,000
pounds are on the driving wheels.
This design appears to be very successful on this road. It
has demonstrated the possibility of omitting the packing rings
from piston valves and has shown the possibility of adjust-
ing the ratio of expansion by varying the travel of the high-
pressure valve Independently of the low-pressure valve.
We are indebted to the "Railway Master Mechanic" for these
engravings.
The typical dimensions for standard box cars has occupied
the attention of the American Railway Association with the
result of proposing the following: Length inside, 36 feet;
width Inside, 8 feet 6 inches; height inside between the top
of the floor and the under side of the earlines, 8 feet. A
committee of the Central Railroad Club reported at the Janu-
ary meeting approving all of these dimensions providing cer-
tain roads would increase their clearances, and suggesting a
reduction of height to 7 feet 9 inches if they should remain as
at present. This looks rather promising, and it is to be hoped
that the Association's recommendation will have the weight
it deserves in the final decision.
Another record-breaking run of the "fast mail" train of the
Burlington road was made a short time ago. The train, pulled
by engine 1592, left Burlington, Iowa. 36 minutes late, and
arrived in Chicago on time. The distance is 206 miles, and was
covered in 209 minutes, including all stops. The run of S3
miles from Mendota to Chicago was made in 76 minutes — the
best time ever made between those points. The 46 miles be-
tween Mendota and Aurora was covered In 39 minutes. Nearly
all the way there was a heavy head wind and the train was
unusually heavy.
6 4
AMERICAN ENGINEER AND RAILROAD JOURNAL.
PISTON VALVES WITH ALLEN PORTS.
Objection has been made against piston valves because
of the difficulties in applying to them the principle of the
Allen poi't. The design illustrated was prepared by Mr. Chas.
M. Muchnick, of the Compagnie de Fives-Lille, France, to suit
the dimensions of locomotives of the Pei.in-Hankow line in
China, to meet this objection. Mr. Muchnick, believing that
it is not at all improbable that the same objection has been
piston valves are used, are made considerably larger than
with slide valves, it may be supposed that the greater back
pressure due to insufficient exhaust opening in the latter to
exhaust the greater amount of steam admitted into the cylin-
der on account of the double port opening cannot occur when
the Allen principle is applied to the piston valve.
The plan shown takes live steam at the center of the valve
like the piston valves in use on the Norfolk & Western Ry.
The increase of power of the engine due to the improved
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Muchnick's Piston Valve with Allen Ports.
balancing of the piston valve is
one of the strong points, and if
this design should add to this
the advantages of the Alien port
for improving the admission of
steam and also reduce the back
pressure and the weight of the
valve, it certainly has much to
recommend it, especially for
fast passenger service.
SLCY /I-B
Sections of Piston Valve with Allen Ports.
made by aavocates of the Allen valve in this country, sends
us the drawings to illustrate the valve as a suggestion.
The construction of the valve is clearly indicated in the
drawings and requires no detailed description. It differs very
little in form from the valves of the Brooks Locomotive Works,
with the exception that instead of the hollow open-ended cyl-
inder of the Brooks designs this one is closed, except for the
valve ports at each end and the openings for the valve rod
which are cored out. There is a marked difference in the
packing, however. In the French valve the packing is in the
form of spring rings of small cross sectional area to make
them flexible in order to reduce the friction against the valve
bushings as much as possible, and yet insure steam-tight joints.
Apparently no effort is made, except in accurate fitting, to
prevent steam from getting inside the rings to set them out
against the bushings.
Mr. Muchnick, commenting upon the design, notes that, while
this valve embodies all of the virtues of the slide valve of the
Allen type, it also overcomes some of the defects of that valve;
for example, the breakage of valves due to imperfect placing
of the cores, increase of weight and of total size and area
of the plain valve. Also, since the exhaust passages, when
A gift of $300,000 recently
made by Andrew Carnegie, to
which $200,000 will be added by
the Trustees of Cooper Union,
in New York City, wijl enable
that institution to complete the
original plan of the founder. Peter Cooper, and open a day
school of mechanic arts. The night school has been doing
excellent work for years.
IMPROVED ENGINE FRAME CONSTRUCTION.
In an article published in the January issue of this journal,
on the subject of Improved Engine Frame Construction and
Its Relation to the Proper Application of Driver Brakes, we
inadvertently gave a wrong impression as to the position of
The American Brake Co. in connection with this subject. Our
article might lead one to believe that others had anticipated
The American Brake Co. in improvements and inventions of
this character. We are, therefore, pleased to state that as far
back as May, 1892, The American Brake Co. designed and pat-
ented improvements in engine frame construction with the
special view of facilitating the application of the best form of
driver brakes.
It is gratifying to note that following the publication of our
article in the .lanuary number a great deal of interest seems
to be manifested in the importance of this question, and we
only trust that those who have not already read and consid-
ered the article will give early attention to the subject.
February, 1900.
AMERICAN ENGINEER AND RAIL.ROAD JOURNAL. 66
Passenger Locomotive- Chicago & Alton Railroad.
Capacity of Tender 6,000 Gallons Water and 12 Tons Coal-
H. MoNKnousK, Superintendent of Machinery. Brooks Locomotive Works, Builders.
EIGHT-WHEEL PAJaoENGER LOCOMOTIVES,
ALTON R. R.
CHICAGO &
The new day trains on the Chicago & Alton between Chicago
and St. Louis, are new throughout and are haulfd by eiglit-
wheel simple engines with pistor valves, recently built by the
Brooks Locomotive Works. Those locomotives are handsome,
and where it was possible the outline of the cab roof and cab
windows were made to appear in keeping with the new cars,
for which this train is famous. The engines are painted the
standard Pullman color, like the cars.
There are no unusual features in the engine design, the en-
gine is not large or exceptionally powerful, but the provisions
for long continuous running in the size and capacity of the
tender is noteworthy. The capacity is 6,000 gallons of water
and 12 tons of coal, which is believed to be the largest ever
used in passenger service. A small turbine driven dynamo is
moimted upon the boiler for electric lights placed along the
running board and under the boiler as well as for the head-
light. The chief dimensions and characteristics of the engines
appear in the following table:
Fuel Soft coal
Total weight in working order 139,000 lbs.
Weight on drivers 90,500 lbs.
Cylinders 19 x 26 in.
Heating surface tubes 2,000 sq. ft.
Heating surface, firebox 177 sq. ft.
Heating surface, total 2,177 sq. ft.
Grate area 31.S sq. ft.
Driving wheels, diameter 73 in.
Wheel base, total, of engine 24 ft. 10 in.
■Wheel base, driving S ft. 9 in.
Wheel base, total, engine and tender 53 ft. 2'/2 in.
Length over all, engine 3S ft. 7% in.
I^ength over all, total, engine and tender 64 ft. 3% in.
Height, center of boiler above rails 8 ft. 11V4 in.
Height of stack above rails 15 ft. 1 in.
Truck wheels, diameter 36 in.
Journals, driving axle, size 9 by 12 in., with enlarged wheel fits
Journals, truck axle 6 by 12 in.
Main crank pin. size 6 by 6 in.
Main coupling pin, size 4% by 4 In.
Main pin, diameter wheel fit 6% in.
Piston rod, diameter 3V4 in., with enlarged ends
Main rod, length center to center 105 in.
Steam ports, length 21V. in.
Steam ports, width 2 In.
Exhaust ports, least area 50 sq. in.
Bridge, width 3>4 in.
Valves, kind of 10-in. Improved piston
Valves, greatest travel 6^1 in.
Valves, steam lap (inside) Itj in.
Valves, exhaust lap or clearance (outside) Line and line
Lead in full gear None
Boiler, working steam pressure 210 lbs.
Boiler, material in barrel Steel
Boiler, thickness of materi.al in shell 11/16, %, % and 9/16 in.
Boiler, thickness of tube sheet .% In.
Boiler, diameter of barrel, front 66tJ In.
Boiler, diameter of barrel at throat 75%; In.
Boiler, diameter at haclt head 66H In,
Seams, kind of horizontal Sextuple
Seams, kind of circumferential Double
Crown sheet, stayed with Radial stavs
Dome, diameter 30 in.
Firebox, length 114 jn.
Firebox, width ii in.
Firebox, depth, front 7'J in.
Firebox, depth, back 05 in.
Firebox, material Steel
Firebox, thickness of sheets- Crown, % in ; tube, % in.; side and
back, 78 iu-
Firebox, brick arch Self-supporting
Firebox, mud ring, width Back, 3Vi in.; sides, 4 in.; front, 4 in.
Firebox, water space at top. .Back, 4Vi in.; sides, 5 in.; front, 4 in.
Grates, kind of Cast iron rockuig
Tubes, number -WtJ
Tubes, material Charcoal iron
Tubes, outside diameter 3 in.
Tubes, thickness No. 12 B. W. G.
Tubes, length over tube sheets 12 ft. 7% in.
Smokebox, diameter outside 69 in.
Smokebox, length from flue sheet 60 Ie.
Exhaust nozzle Single
Exhaust nozzle Permanent
Exhaust nozzle, diameter 4%, 5 and 5% in.
Exhaust nozzle, distance of tip above center of boiler 1 in
Netting Wire
Netting, size of mesh 2^ by 2% i=.
Stack Steel taper
Stack, least diameter 13 li..
Stack, greatest diameter 14% !n.
Stack, height above smokebox 39 In.
Tender.
Type Eight- wheel, steel frame
Weight, loaded 120.000 I'cs.
Capacity, water 6,000 gals.
Capacity, coal 12 tons
Tank, type Slope top
Tank, material Steel
Tank, thickness of sheets % in.
Type of under frame 13-In. steel char.nel
Type of truck B. L. W. 100,000 !bs.
Type springs Triple elliptic
Diameter of wheels So in
Diameter and length of journals 5 by 9 in.
Distance between centers of journals 66 In.
Diameter of wheel fit on axle 6% in.
Diameter of center of axle 5% in.
Length of tender over bumper beams 23 ft. SM in.
Length of tank 22 ft. % in.
Width of tank 9 ft. S in.
Height of tank, not including collar 63 in.
Type of draw gear M. C. B. Janney
EXHAUST AND DRAFT
ARRANGEMENTS
TIVES.
IN LOCOMO-
A Review Covering Ten Years.
Mr. C. H. Quereau, Assistant Superintendent of Motive
Power, Denver & Rio Grande Railroad, who was selected as
Reporter to the International Railway Congress upon the sub-
ject of Exhaust and Draft Appliances in Locomotives, has
made an admirable review of the progress of the past 10 years
and also presents suggestions and conclusions. The complete
report is to be found in the Bulletin of the International Rail-
way Congress for December, 1S99. A brief synopsis is at-
tempted here.
The conclusions cover American practice and were derived
from that of roads having 15.000 of the 36.000 locomotives in
use in this country.
In exhaust pipes the tendency is decidedly toward the sin
66
AMERICAN ENGINEER AND RAILROAD JOURNAL
gle nozzles, this having been adopted upon two-thirds of the
equipment, and is displacing the double pipe. There is a ten-
dency toward reducing the length of the pipe notwithstanding
a large average increase in the diameter of smokeboxes in the
10 years. Twenty out of 33 roads in the record have short-
ened their exhaust pipes in this time. The general adoption
of this change would Indicate that It was beneficial. The
exhaust tip recommended by the Master Mechanics' Association
had been adopted by 60 per cent, of the roads, which is pre-
sumptive evidence that it is the most efficient form. The re-
porter made special efforts to ascertain the opinion in regard
to the use of bridges or bars in the exhaust tip and found the
practice universally condemned, except as a temporary ex-
pedient.
Smoke stacks have been reduced in diameter on one-quarter
of the roads, the size of the cylinders remaining the same.
The cast-iron smoke stack is the favorite with 80 per cent,
of the roads and is growing in favor. The diamond stack is
standard on but one railroad system, and it is significant that
two roads formerly part of that system have discarded the
diamond stack upon separating from that system. From
these facts it seems reasonable to infer that the diamond stack
is inferior in efficiency to the straight or taper form. Mr.
Quereau finds that there are no definite rules for varying the
stack dimensions for different sizes of cylinders. He believes
that the rule given by the Master Mechanics' Association Com-
mittee concerning the relation between the stack and the ex-
haust tip has had considerable influence. Seventeen roads
have used variable exhaust tips, and with unfavorable re-
sults. The principle is good but they require too much care
to keep them in good working order.
The use of draft pipes with extension front ends has in-
creased considerably during the past few years. They in-
crease the draft effect and increase the efficiency of the ex-
haust by permitting an increase in the size of the tip, which
reduces the back pressure. Draft pipes have been at a disad-
vantage on account of defective fastenings, which have, in
many cases, worked loose and caused delay on the road. This,
however, is not the fault of the device, but of its attach-
ment.
The original purpose for which the extenued front end was
designed was to serve as a receptacle for the cinders, but it
is a failure in this respect. The fact that 16 out of 25 roads
reporting have shortened their extension an average of 17
inches in the past 10 years shows quite conclusively that ex-
perience has demonstrated that it does not accomplish the end
for which it was designed, or that the gain iu draft by shorten-
ing is more important than the original purpose. The re-
porter believes it to be probable that with the extended front
end a design may be developed which will leave out the baffle
plates and depend entirely on draft pipes for the distribution
of the draft, and that such a design would be more efficient
than those which depend on the baffle plate.
Mr. Quereau made a study of the von Borries-Troske tests
at Hanover, in connection with his paper. (These tests were
translated in full in our volume LXX of 1S96.) Giving due
consideration to the eminence of the experimenters, he ob-
serves that as they did not use an actual locomotive, but an
improvised piece of apparatus to represent the conditions of
the front end of a locomotive, without having even a repre-
sentation of a stack, their results cannot be considered as rep-
resenting the conditions of practice. The stack has an impor-
tant influence on the draft effect and so also does the back
pressure, which, in the German tests, was assumed to be con-
stant. Furthermore, the German tests considered only the
vacuum produced without taking into consideration the fact
that it is produced by back pressure. Mr. Quereau shows clear-
ly that the efficiency and not the vacuum is the important fac-
tor. The Master Mechanics' Association tests of 1896 were giv-
en the preference in the opinion of the reporter because they
were carried out on a locomotive with a stack in place and with
means for recording the back pressure and of obtaining the
measure of efficiency of the exhaust. This gi'ound is appar-
ently well taken, the preference for the Master Mechanics'
findings will no doubt be assailed, but the defence appears to
be strong. Mr. Quereau recommends that where the conclu-
sions of the Master Mechanics' Committee and those drawn
from the Hanover tests do not agree, the Master Mechanics'
conclusions should prevail. The chief differences are with
reference to the shape of the exhaust tips, the effect of a
bridge in the exhaust tip, the shape of the exhaust jet and
the height of the tip with reference to the stack. It is clear
that in all of these the actual locomotive conditions are abso-
lutely required for intelligent opinion. No one, however, has
assailed the German tests before, and the result, we should
say, will be to advance the locomotive testing plant as a piece
of test apparatus.
CENTER OF GRAVITY OF A 108-TON LOCOMOTIVE.
A method of ascertaining the height above the rail of the
center of gravity of a locomotive devised by Mr. G. R. Hender-
son was illustrated and described in a recent issue of this
journal. Through the courtesy of Mr. Reuben Wells, Superin-
tendent of the Rogers Locomotive Company, we have received
a description of another method which was applied to the
very heavy consolidation locomotive built by that company for
the Illinois Central and illustrated elsewhere in this issue.
This operation was carried out on this engine as a whole
and in working order by suspending it on the upper surfaces
of two 3-inch steel pins or pivots; the one at the front being
located 6 inches in front of the cylinder saddle, and the back
one 6 inches back of the back end of the boiler, and both the
same distance above the rails and on the vertical center line
of the engine. The engine when suspended was complete with
all its parts in place and boiler filled with cold water to the
second gauge, the drivers and truck wheels all clearing the
rails about 2 inches. The engine was as near as practicable in
the same condition and of the same weight as it would be in
working order. The steel suspension pins were supported at
both ends and the bearing surface resting on them was hori-
zontal so as to reduce friction at the bearing point to a mini-
mum. On trial, the bearing points as first located proved to
be considerably too high. They were lowered and tested again
several times until the engine balanced on the pivots. Screws
were used at the ends of the bumper for testing, and to keep the
"roll" to either side within limits when the pivots had been
lowered to the point of the center of gravity. At that point a
lift of about 300 pounds under the end of the bumper was suffi-
cient to cause the engine to turn in the opposite direction to
the extent that the bumper at that end was about 8 inches
higher than the opposite end. On removing the lifting force the
engine would not, of itself, return more than half way back
to the vertical position but required a lift of about 100 pounds
at the low side to bring it vertical enough to overcome the
pivot friction, but when vertical and free, it would remain so.
It required about 100 pounds, however, to start it to turn in
either direction.
The tests show that the point of suspension was probably
as near the actual center of gravity of the engine as it was
practicable to locate it. After the adjustments were all made
and the center of gravity point found measurements showed
the bearing point on top of the steel pin at each end of the
engine on which it rested to be bOVz inches above the top of
the rails when the drivers are resting on the track. That
point is 3%, inches above the top of the main frames and is
indicated in Figure 3 of the description of the engine in this
issue.
Assuming the bearing points of the drivers on the rails to be
56 inches apart, then the base on which the engine runs is
1.10 times as wide as the distance its center of gravity is in
height above them. Without positive knowledge to the con-
trary, most persons judging from appearances only would con-
clude that the center of gravity of a locomotive like this must
be considerably above the point given, yet, the tests show con-
clusively that it is not.
If the center of gravity of a locomotive like this is 10 per
cent, less in height than the width of the base on which it is
carried, it is probable that the center of gravity could be
carried still slightly higher without any detrimental results
of consequence as regards the movement of the locomotive
along the track.
FEBRUARY. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 67
ECONOMICAL OPERATION OF LOCOMOTIVES.
Pooling, or the "first in, first out" s.vsteni, is generally ac-
cepted as a means for saving large suras in locoraotive opera-
tion. The advantages are summed up in a recent paper by
Mr. M. E. Wells before the Western Railway Club, in an argu-
ment which may be summarized as follows:
It enables men to rest while the engines are in use, they are
not laid off while the engines are in the shop, the work is
better divided up among the men, it makes it possible to do
the work with 37 engines that formerly required 52 (in the case
cited), which means a saving of $150,000 in the machinery in-
vestment; the locomotives may be used almost continuously,
the improved methods of inspection result in fewer engine fail-
ures on the road, and the greatest possible mileage is made
between shoppings.
In the pooling system the question of inspection for defects
and loose parts is a most important one. It is equally im-
portant whatever system is used, but this discussion brings
out the possibility of securing better inspection by providing
special round house inspectors for the work. The engineers
are not relieved from the duty of looking over their engines
before and after runs, but the fact that the special inspectors
are never overworked, as are the engineers, by extremely long
hours and difficult runs is an important safeguard which has
been found effective In preventing break-downs on the road.
Pooling is no longer an experiment. Mr. G. W. Rhodes said
that his attention was first drawn to it in 1877. Some objec-
tions are made to it on account of difficulties in keeping coal
and oil records and it has been criticised because men are sup-
posed to be able to get better results when they always use
the same engine. These were given due weight in the discus-
sion and the fact that the details rather than the plan itself
concerned the speakers most would seem to indicate that the
idea of pooling had gained friends since the subject was before
this club in 1896.
Mr. Rhodes cited a case to show that the subject has not
received the attention it deserves, as follows:
'•This spring we had four engines on a certain division, two
through passenger trains west and two through passengsr
trains east. These four engines were worth $10,000 a piece
—that is. $40,000. It was found that the run tor the
round trip was 339 miles, and that the engines could be
turned around and brought back to the starting point daily, and
by doing so, we would cut the money invested in locomotives in
half. Instead of having $40,000 invested in engines we had
$20,000. Such economy is wonderful, where it is carried out
to great extent. Those two engines now on that run make
339 miles a day, or 10,170 miles a month. What is going to
make this method of handling these trains successful? It de-
pends entirely upon the capacity of the engines to make 339
miles a day without a failure."
ROLLER ATTACHMENT FOR AXLE LATHES.
Allegheny Shops, Pennsylvania Company.
The increasing extent of the use of burnishers in the form of
rollers for finishing the surface of journals, crank pins and pis-
ton rods was commented upon in our May issue of last year,
page 156, and through the courtesy of Mr. W. F. Beardsley,
Master Mechanic of the Pennsylvania Co.. at Allegheny, Pa.,
we are enabled to illustrate still another burnisher for work
of thLs character.
This device was designed at the Allegheny shops and refer-
ence to the drawing shows that it consists of a yoke-shaped
frame secured to the carriage of the lathe and supporting three
rollers, two at the left and one at the right, which are operated
by a right and left hand screw to force the rollers against the
axle. The stresses are therefore self contained in the attach-
ment and the thrust due to rolling is not transmitted to the
centers, which support the axle. This fixture is hinged on the
rear side of the carriage and may be turned out of the way
lilrlitbna hp-rPin ^ ii'flM/ln/ ..f.
s
p
.i
'4
i
s
-^1
-^
i ■•?
4
Roller Attachment for Lathes.
when not in use. It is usually left in position, as its size and
form are such that it will clear the tail stock of the lathe.
The rolling is done while the finishing cut is being taken
over the wheel fit, whereby time is saved in completing the
axle and no time is lost through the application of the bur-
nisher. This arrangement effectually ^revents springing the
work due to the pressure of the rollers and it entirely relieves
the centers from additional stress. It is evident that this feat-
ure of the design renders it specially well adapted to work on
piston rods and valve stems, in which case the thrust of a single
roller would be a serious matter. This attachment is now in
use on an axle lathe in the Allegheny shops and is reported to
be doing excellent work.
GOOD AMERICAN PRACTICE IN CRANK PINS AND AXLES.
An example of good practice in the design of locomotive
details is the comparison, as shown in the "Railroad Gazette,"
of the axles and crank pins of the main driving wheels of a
Lake Shore and Michigan Southern ten-wheeler and a North
Eastern (English) ten-wheeler. Mr. L. R. Pomeroy in the
June issue of the "American Engineer and Railroad Journal,"
for 1898, gives two excellent formulas, one for figuring the
crank pins and the other for driving axles, from which the
following results are derived:
Lake Shore & Michigan North Eastern
10-wheeler. 10-wheeIer.
Cylinders, in. by in 20 by 28 20 by 26
Boiler pressure, lbs 210 200
Maximum fiber stress in main crank
pins. lbs. per sq. in 13,225 20,170
Maximum fiber stress in main driv-
ing axle, lbs. per sq. in 21,700 23,740
In the case of both drivers the crank pins and axles have
enlarged wheel fits. The diameter of the Lake Shore axle
is 9 inches, with a wheel fit of 9% inches, while that of the
North Eastern is only 7% inches, with a wheel fit of 9 inches.
The weight on the main drivers of the Lake Shore engine is
44,000 pounds, making a difference of only 1.000 pounds in
excess of the North Eastern and has 50 per cent, greater area
of journals. The crank pin is also of a larger diameter than
that of the North Eastern. Mr. Pomeroy has found fp )m his
careful study of the breakages of crank pins and axles a max-
imum safe fiber stress for iron and steel axles of ibout 18,000
and 21.000 pounds respectively, and for Iron and steel crank
pins, 12.000 and 15.000 pounds respectively. From the table it
will be seen that the fiber stress in the Lake Shore axles and
crank pin are very close to the best practice while those of
the English engine are high.
Mr. Thomas Tait. General Manager of the Canadian Pa-
cific, has no misgivings concerning the recent adoption of
yellow as a color for distant signal lights on that system.
He recently wrote about this important step as follows: "We
have adopted the Nels yellow (which I think should be called
the Baird yellow) as our standard color for caution, and all
of our interlocking plants are now equipped with it and
it is giving great satisfaction." Mr. John C. Baird. who was
the originator of this glass, informs us that the Canadian
Pacific will use green for "all clear' or "proceed" signal, and
that a new classification color for locomotive lamps will be
adopted.
68
AMERICAN ENGINEER AND RAILROAD JOURNAL.
A Sueet Transformed into a Shop by an Electric Crane, Baldwin Locomotive Works.
Crane Built by Wm. SeMers & Co.
A VALUABLE CRANE.— BALDWIN LOCOMOTIVE WORKS,
The devices and equipment for handling materials generally
reflects the real prosperity of manufacturing establishments,
and particularly those requiring the movement of heavy pieces.
The electric traveling crane has had a revolutionary effect
upon shop design and arrangement, and in the development
of rapid work for which this country has become famous. A
good example of what cranes will do may be seen at the
Baldwin Locomotive Works in Philadelphia. Cranes, adapted
for the special requirements of each department are contribut-
ing in a very important way to the enormous productive
capacity of this plant, the works as now equipped being an
excellent place to study the problem of moving heavy weights
and using space advantageously.
The cranes are the product of Wm. Sellers & Co., and by
means of the photograph a unique example is shown of how a
crane will render an awkward and unused space available for
shop purposes. This crane has a span of 37 feet, a lift of 26 feet
and a lifting capacity of 25 tons. It is operated by three
motors and is run out of doors, the cage being enclosed and
the crane roofed over with corrugated iron. This crane spans
the walls of the shop buildings on both sides of Buttonwood
Street from Broad to Fifteenth Streets, a distance of about 350
feet. The crane is a very efficient one and capable of handling
all of -the work required. It renders this entire area available
for wheel work and storage for wheels, boilers and other parts
for which there is not room in the shops. It saves the erection
of another building and the condition shown in the photograph
would be entirely impossible without it. The picture incident-
ally gives an idea of the present
Baldwin works.
[■rowded condition of the
THE SLOT IN THE M. C. B. KNUCKLJ5,
A Serious Weakness,
The fact has long been known that the M. C. B, knuckle is
weakened by the slot and pin hole provided for the purpose of
coupling with links when necessary, but there are few who
will not be surprised by the figures given by Mr. J. W. Luttrell,
Master Mechanic of the Illinois Central, before the Western
Railroad Club last month.
Out of 200 broken knuckles taken at random from the scrap
pile, 60 per cent, had broken through the pin hole and 11 per
cent, through the link slot, making 71 per cent, due to these
two weaknesses.
Statistics showed that in the operation of 31,997 cars with M.
C. B. couplers during 12 months, 4,096, or 6.4 per cent., failed
from the cause in question. This proportion of the 2.600,000
knuckles in use in the United States means the failure of 166,-
400 knuckles annually, and at the average price of $1.65 the loss
amounts to $274,560 per year.
The advisability of closing the slot and the pin hole as soon
as possible is fully realized, and it may be possible to do this
at the expiration of the time set tor compliance with the safety
appliance law. Wearing surface as well as strength is in-
volved. Mr. Luttrell showed that the present wearing surface
Pebbltarv, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 89
New Brill Truck.
New Brill Truck Phowifg Swinging Jaws.
was about 17V4 sqjaie iiu'he.s, and this wuuld be increased 28
per cent., or to 22V4 square inches, by closing the slot. This
will Increase the weight about 9l^ pounds and the cost about
38 cents each, but the net saving to the roads in the United
States would be $248,872 per year.
The only objection raised to the closing of the slot after the
safety appliance act has been complied with, is the frequent
necessity for pulling cars cut of curved sidings and other
curved pieces of track upon which the M. C. B. coupler will not
couple. The McConway & Torley Company have put knuckles
into service with the slot closed, and in order to permit of
pulling cars out of such places a lug is cast upon the top of
the knuckle. This serves for the attachment of a switch rope
or chain, and an equally simple device is a strong ring placed
permanently upon each corner of each car for the attachment
of a chain or rope.
The size of the slot has never been established as a standard
and it varies, with different knuckles, from ITs to 2^4 inches.
It is obvious that a material increase in strength might be had
by reducing this width to 1% inches. This was done experi-
mentally by the Burlington about a year ago. with very satis-
factory results. The largest link is 11/4 inches thick and there
appears to be no good reason for making the slot more than
IVz inches wide.
A NEW TRUCK BY THE J. G. BRILL CO.
This truck is an improvement upon the type brought out
by the J. G. Brill Co. several years ago, and illustrated on
page 89 of our issue of March. 1898. It was designed with
special reference to the equipment of electric motor cars for
the attachment of motors, but is also well adapted to use
i.nder passenger cars of any kind. It embodies a large amount
of experience and is the result of consistent efforts toward im-
piovement, a motive worthy of most hearty encouragement.
The general practice in passenger truck construction is un-
accountably crude. None are so severe as railroad men in their
condemnation of complication in new devices, yet they have
permitted the provisions for increased stresses in passenger
trucks to take the form of adding to the number of parts until
a "standard truck "—particularly when it has three axles— is
an astonishing mixture of wood and iron with apparently no
thought of the immense number of individual pieces, a prac-
tice of which no parallel in railroad practice can at this time
be recalled.
A glance at this new truck brings the impression of sim-
plicity. It is evident that easy riding and a low center of
gravity have also been considered. The features of this design
are the cast steel frames, the projection of the equalizers
through the bottom portions of the boxes and the location of
the equalizer springs close to the boxes. The truck is made
very low by this arrangement of the equalizers and this loca-
tion of the coil springs gives an unusually long spring base
and consequent stability. The springs are brought close up to
the faces of the inner pedestal jaws and the spring centers
are about 10 inches from the centers of the axles, whereas in
usual construction this dimension is from 20 to 22 inches. This
construction also aims to prevent the tilt of the truck frames
upon the application of the brakes, the equalizers being passed
through the boxes and held by saddles around the pedestals.
For convenience in removing the wheels the outer pedestal
jaws are hinged so that it is not necessary to raise the truck.
A number of these trucks are in service, most of them being
in Kansas City. Mo.
60 AMERICAN ENGINEER AND RAILROAD JOURNAL
125-H. p. Westinghouse Gas Engine, Direct Connected.
In the Power House of the H. K. Porter Co.. Pittsburgh.
A SUCCESSFUL GAS-ENGINE POWER PLANT.
other mechanism being requirea.
The starting of one of these
engines is a simple and easy
matter, which is accomplished
Ijy the use of compressed air.
The engine is given a couple of
turns by the air cylinder, and
when a charge of gas and air
has been drawn in, compressed
and exploded, the task is ac-
complished. The air supply Is
furnished by a small Westing-
house compressor, the air being
stored in iron tanks, tested un-
der a pressure of 250 pounds per
square inch. The tanks are sup-
plied with a pressure gauge
and a safety valve to guard
against overcharging, and they
are shipped charged to 160
pounds pressure for starting the
engine the first time. When
the plant is once in operation
I he compressor is run for a few
minutes each day by a belt
from a convenient pulley, either
on the engine itself or on
the line shaft, maintaining the
supply in readiness for starting
at any time. The entire opera-
tion is strictly automatic, re-
quiring no particular mechan-
ical dexterity on the part of
and consuming less time than it takes to de-
the attendant,
scribe it.
By Burcham Harding.
INSTRUCTION IN CARE OF JOURNAL BOXES.
One of the most successful power plants is found at the loco-
motive works of the H. K. Porter Company, Pittsburg, Pa.
Sharing in the prosperity which has been general with the
manufacturers of Pennsylvania the H. K. Porter Company
found it necessary to make considerable additions to their
works, and the problem presented itself how best to provide
lighting and power. It was decided to abolish separate steam
engines and to provide an electrical drive. At first this was
done tentatively, by the installation of a 90-horse power West-
inghouse three-cylinder gas engine, direct connected to a 60-
kilowatt direct-current generator. The successful operation
of this unit for more than a year led to the further installation
of a 125-horse-power Westinghouse gas engine, direct connected
to a larger generator.
These two units are installed in a small extension of the
engine room, occupying very little space. Electric current is
supplied for 32 arc and 400 incandescent lamps, mainly in the
old works, to which additions will be made for the newer ex-
tensions, in the machine shop are two 25-ton overhead trav-
elling cranes, operated electrically, and one crane of 15 tons
in the foundry. Motors for driving blowers and overhead shaft-
ing are now in course of erection, and it is intended that the
whole of the works shall be operated electrically. The fuel
used for the engines is natural gas. costing 20 cents per 1,000
cubic feet. The gas bill amounts to so small an item as to be
virtually a negligible sum. The engineer in charge reports
that these gas engines have given the very highest satisfac-
tion, not only from the point of economy in fuel consump-
tion, but also from that of steadiness and regularity. Water
for cooling the cylinder jackets Is obtained from the city
mains, the consumption being about four gallons per brake
horse power per hour. The circulation is accomplished auto-
matically by the heat absorbed in the jackets, no pump or
New York Central & Hudson River R. R.
In the multitude of details requiring attention on large
railroad systems, few are of greater importance than the proper
care of journal boxes of cars and locomotives. Indifference
as to the importance of this, or a slight lack of knowledge
of the actual necessities of properly maintaining the packing,
frequently result in numerous cases of hot journals. A good
idea in connection with the prevention of hot journal boxes
has been developed on the New York Central, from a sugges-
tion made by Mr. H. C. McCarty of the Galena Oil Company.
A full sized model of an M. C. B. journal box. made of galva-
nized iron and provided with a sheet metal representation of a
journal is furnished to the car inspectors at all points where
cars are inspected and journal boxes are cared for. This model
has lights of glass let into the side in such a way as to give
a clear view of the interior of the box. which may be packed
and oiled after the manner of the car journal boxes. The
idea is to use this in instructing new men in their duties, and
also in securing uniformity in the work of the men in all
parts of the system. Instruction will be given in the proper
method of placing the packing, in oiling it and in the use
of the packing hook to keep it loosened up in good condition
for properly lubricating the journal. Many inspectors do not
give proper attention to the loosening of the packing with
the hook, and this is probably as important as the frequent
addition of oil to the box. It is customary to pack the boxes
up to about the center of the journal, and by aid of the glass
windows the exact condition of the waste may be seen at
a glance and it may also be ascertained whether the methods
in use insure the proper packing of the boxes at the back
ends. One of the chief causes of trouble is failure to keep the
packing in contact with the journals which results from the
FEBRDARM900. AMERICAN ENGINEER AND RAILROAD JOURNAL 61
endwise motion. In this way the journal may become dry
and an opening at the wheel end may be made which will admit
dust from the outside, and at the same time the condition at
the other end may be good.
In using the model among men now in service the
glass will be covered by slides while the box is packed, and
the worli may then be inspected by uncovering the windows
and the proper instructions given. Its purpose is to insure
uniformly good work among the old hantis as well as the
new. It is the intention of the Galena Oil Company to ex-
tend the idea among other roads. Mr. Waitt, Superintendent
of Motive Power of the New York Central, has given a great
deal of attention to the prevention of hot boxes, and this is
in line with other simple and effective remedies, the most
important of which is the influence of a carefully kept record
of delays which are cbargable to the care of journal boxes.
Mr. Waitt appreciates the importance of instructing the men
having charge of lubrication so that they will do their work
uniformly. He recently issued an elaborate circular of instruc-
tions for guidance all over the system and the idea should be
taken up generally. The following is quoted from the portion
relating to the method of packing and the preparation of the
waste:
In packing boxes, the first portion of waste applied is to be
wrung moderately dry, and it to be packed moderately tight
at the rear end of the box, so as to make a guard for the
purpose of not only retaining the oil, but excluding the dust
as well. Care is to be taken to keep the waste at the side
of the box down below the bottom of the journal bearing about
an inch, and also to have that portion of the vi'aste in the front
end of the box separate and distinct from that which extends
from the front end of the journal to the back of the box. This
will avoid derangement of the packing in the rear of the box.
The roll of packing which is placed in the front of the box is
not to extend above the opening in the front.
At terminals or yards where journal boxes require special
attention to the packing, the following practice is to be
adopted:
A packing knife or spoon of standard style should be used.
This packing knife or spoon is to be used to ascertain whether
the packing is in the proper place at the back of the box,
and to loosen up the waste at the rear and side of the journal.
This particular treatment is given to prevent glazing of the
packing (which occurs when it is too long in contact with
the journal), and, at the same time, to put the packing in
I he proper place at the rear of the box. It is desirable to give
this treatment at intervals of 500 miles run for cars and ten-
ders if possible.
A small quantity of packing is to be removed from the sides
of the journal when found not in a good condition, and this
replaced by similar quantity of well-soaked packing. No box
is ever to have oil applied before the packing is properly loos-
ened up on the sides and back of the box with the packing
iron.
Before applying a bearing to a journal the surface of the
bearing is to be examined to insure that it is free from Im-
perfections of any kind that will cause heating. The surface
of the bearing is then to be oiled or greased before it is placed
on the journal. When applying wheels or axles the journals
are to be examined to insure their being free from any im-
perfections which would cause heating. When wheels or axles
are carried in stock, the journals should be protected with
a good material suited to protect the surface, without hard-
ening, and one which is not difficult to remove.
When the journal is found heated and there is a good supply
.of packing in the box, it is evidence of some imperfection of
the journal, journal bearing, box, or wedge, and the bearing
is to be removed provided the box is heated to such an extent
as to require repacking of the box. Boxes which have warmed
up slightly will in most cases, by partially replacing with
freshly soaked packing, give better results than by entire re-
moval of the packing from the box. When it is necessary and
permissible to oil boxes, it should be as short a time before
li-aving time of the train as possible.
When preparing packing, the dry waste is to be pulled apart
in small bunches and any hard particles in it removed. Each
liunih is to be loosely formed to facilitate soaking and pack-
ing, as in this form boxes can be packed In a more satisfactory
manner and with less waste of oil. This loose, dry packing
Is to be put In soaking can.s or tanks provided for that pur-
pose, pressed down moderately tight, then covered with oil
and allowed to remain at least foity-elght hours. After being
saturated for this length of time the surplus oil is to be
drained off, leaving it then in proper condition for use In pack-
ing boxes. Standard equipment for saturating and draining
packing Is to be provided at all points where packing is to be
kept for use. unless suitable equivalent equipment is already
In use.
DIRECT MOTOR-DRIVEN PROFILER.
The accompanying engraving illustrates a profiling machine
driven directly by means of a Bullock motor. This machine
is rather a difficult one in which to directly apply an electric
motor, as the length of shaft between the motor and spindle is
of necessity a vaiying length, caused by the continuous move-
ment of the carrier. To avoid the use of intermediate l)elting.
Direct Motor Driven Profiler.
which is generally necessary on machines having a vertical
movement of the spindle, the Bullock Electric Manufacturing
Company have placed the motor upon a base which is pivoted
to the frame of the machine. This allows a vertical move-
ment of the spindle and at the same time the shaft is kept at
right angles with it by means of a joint in the spindle. A
splined shaft and sleeve connects between motor and spindle,
which adjusts itself to the variations in length by the sliding
of the shaft within the sleeve.
The motor is fully described in Bulletin No. 2,435, which
may be obtained by addressing the Bullock Electric Manu-
facturing Company, Cincinnati, Ohio.
62
AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE INCREASING WEIGHTS OF LOCOMOTIVES.
The Brooks Locomotive Works have made an interesting
comparison of the characteristics of locomotives which they
built last year, and in earlier years. This shows the strong
tendency toward the use of heavier and more powerful locomo-
tives, and particularly in the comparison of the output of
completed locomotives for the years 1891 and 1899, these two
years representing the greatest output of these works.
The equivalent weight of locomotives and tenders compl-eted
in 1899, if based upon the average weight of those produced
in 1891 would be 439 complete locomotives, as against 300
which were actually completed in 1899. The lightest locomo-
tive built during the year was a mogul which with its tender
weighed 97.014 pounds, while the heaviest was a 12-wheeler
and tender, weighing complete 364,900 pounds. The latter is
the huge freight engine for the Illinois Central, with 23 by 30-
inch cylinders. (American Engineer, October, 1899, page 315).
The comparison referred to has been put into tabular form, as
follows:
Brooks Loeomoti\'e \\'<irks. Completed Locomotives.
Average
1S91. 1899. Increase. Increase.
Number built 22S 300 74
Weight engines and ten-
ders in working order,
lbs 41,726,350 81,123,600 94V2%
Same expressed in net tons 20,S63 40,562 19,699
Average weight in lbs 184,629 270,412 85,783 lbs.
Weight, engines only, in
working order, lbs 25,455,100 49,730,400 95 1/3%
Same in tons 12,728 24,865 12,137
Average weight, engines ,„ ,„^ ,^
only 112,633 165,768 53,135 lbs.
Total weight engines and
tenders empty, showing-
amount of material used
in lbs 24,778,410 57,681,300 93%%
Same in tons 14,889 28,841 13,952
The low cost of rail transportation, made possible by the
large locomotive, as compared with the cost of movement by
canal, which has always been popularly considered as the
lowest standard, was clearly put by President Hill, of the
Great Northern Ry. In an interview printed in the New York
••Journal of Commerce," he said: ••Eliminating the terminal
charges at New York, the rates by rail from Buffalo are already
lower than any canal, small or large, could carry grain for,
even if the Erie Canal was deepened to 50 feet."
PERSONALS.
Mr. F. B. Shepley has been appointed Purchasing Agent of
the Fitchburg, with office at Boston, in place of Mr. G. J. Fisher.
resigned.
■^ Mf!"B. Haskell has been appointed Superintendent of Motive
Power of the Pere Marquette Railroad Company, with head-
quarters at Saginaw, Michigan.
Mr. Brown Caldwell has resigned as Secretary of the Peer-
less Rubber Company, to accept the position of General East-
ern Representative of the Sargent Company, with offices at
Pittsburg and New York.
It is officially announced that Mr. S. M. Felton. President of
the Chicago & Alton, will also assume the duties of Mr. C. H.
Chappell, Vice-President and General Manager, who retired
from this position on Jan. 1.
Mr. F. H. Greene, Chief Clerk of the Motive Power Depart-
ment of the Lake Shore & Michigan Southern, has been ap-
pointed Purchasing Agent of that road, with headquarters at
Cleveland. O.. vice Mr. C. B. Couch, resigned.
Mr. F. W. Deibert has resigned as Master Mechanic of the
Chicago .Milwaukee & St. Paul, at West Milwaukee and will go
with the Baltimore & Ohio as Assistant Superintendent of Mo-
tive Power, with headquarters at Newark, Ohio.
Mr. J. 0. Pattee has resigned as Superintendent of Motive
Power of the Great Northern. His position has been abol-
ished and the position of General Master Mechanic has been
created, to which Mr. G. H. Emerson, Master Mechanic at
Larimore. N. D., has been appointed.
Mr. W. G. Collins has resigned as General Manager of the
Chicago. Milwaukee & St. Paul, to take effect February 1. Mr.
Collins entered railway service in 1868 with the Chicago, Mil-
waukee & St. Paul, but was later on the Northern Pacific and
the Canada Southern. He returned to the Milwaukee road in
1873, since which time he has held various responsible posi-
tions.
Mr. T. W. Demarest, Master Mechanic of the Pennsylvania
shops at Logansport, Ind., has been appointed Superintendent
of Motive Power of the Pennsylvania Lines West of Pittsburg,
Southwest System, to fill the position made vacant by the
resignation of Mr. S. P. Bush, who recently succeeded Mr. J.
N. Barr on the Chicago, Milwaukee & St. Paul. Mr. Demarest
began his railroad work in the Pennsylvania shops at Indian-
apolis, and after being appointed General Foreman, he was
recently transferred to Logansport as Master Mechanic.
Thomas B. Twombly, formerly General Master Mechanic of
the Chicago, Rock Island & Pacific, died at his home in Chicago,
October 31, aged seventy-six years. After serving his time as
an apprentice in the machine shops of the Cocheco Cotton
Mills, at Dover. N. H., he entered the service of the Connecticut
River Railroad, as locomotive engineer. In 1859 he was Master
Mechanic of the Newburyport & Georgetown, and foreman of
the machine shops of the Mississippi & Missouri, in 1867, which
position he left to enter the sei-vice of the Rock Island System
as General Master Mechanic, and remained in this capacity for
nearly 24 years. Among several interesting papers concerning
Mr. Twombly received from Mr. Geo. F. Wilson, Superintendent
of Motive Power of the Rock Island, is a letter of recommenda-
tion given Mr. Twombly by President Poole of the Newbury-
port Railroad in 1857. Mr. Poole stated that he was "a capable,
faithful and industrious man." To these qualities he owed
his success and advanceifient.
The death of Charles P. Krauth, Secretary and Treasurer of
the McConway & Torley Company, December 27, in Pitts-
burg, is an unusual loss, for such men are needed and are
very rare. He was a man of ability, possessing to an unusual
degree the qualifications which make business success, and with
his delightful personal attributes he gained a high place in
the esteem of those with whom he came in contact, both in
business matters and otherwise. He contributed an impor
tant part of the success of the firm with which he was con-
nected. Mr. Krauth was born in Winchester, Va., in 1849. Af-
ter graduating from the University of Pennsylvania he studied
mining engineering for eight years at Freiberg, Germany, and
on his return to this country entered the service of the Pull-
man Palace Car Company as District Superintendent. He
afterward held a similar position with the Wagner Company,
and in 1888 became Secretary of the McConway & Torley Com-
pany, and was one of the leaders in building up the extensive
interests of this concern.
BOOKS AND PAMPHLETS.
Railroad Curves and Earthwork. By C. Frank Allen, S.B.,
M. Am. See. C. E., Professor of Railroad Engineering in the
Massachusetts Institute of Technology, Spon & Chamber-
lain. New York. Leather, 4 by GVo, pp. 194. Price $2.
This is an admirable book on railroad curves and earthwork.
In the variety and number of field problems and in the mathe-
matical statement and solution of these problems, the work
is very satisfactory. The frequent use of the convenient versed
sine is to be commended. The treatment nf compound curves,
vertical curves, turnouts, and crossings is good and is an im-
Febru/lry, 1800. AMERICAN ENGINEER AND RAILROAD JOURNAL, 63
piovenient over that given in most field boolts. The cliayter
on spiral easement curves desciibes the cubic parabola, a curve
which is not very satisfactory lor easements of sufflclenl
length to be of value for high speeds. It contains no applica-
tion to curves in existing track. The chapters devoted to
setting staltes for earthworlc, to the computation of earthwork
and haul, to earthwork tables and diagrams, and to haul and
mass diagrams are especially clear and discriminating and
altogether form peihaps the best presentation of this subject
yet published. The usefulness of this part of the woik is
lessened by the limited number of tables and diagrams. It is
to be hoped that the author will include in the next edition
a w-ider variety of bases and slopes and thus make it a standard
treatise on earthwork. The author has seen fit to retain the
old definition of degree of cuive based always on a full choru
of 100 feel. This is to be regretted, since engineers generally
use shorter chords for the sharper curves, and the recognition
of this use greatly simplifies calculations and tables. Some of
the newer Held books have based their formulas and tables
upon the modern definition. This is not a railroad engineers'
field book in the usual sense, since it does not contain trig-
onometric and other mathematical tables, but as a treatise for
students and as a reference book for curve problems and earth-
work it is a valuable work and is worthy of a place in the
librai-y of the engineer.
Kngineering i^ules and Instructions of the Northern Pacific
Railway. By E. H. McHenry, Chief Engineer. Published by
Engineering News Publishing Co, New York, 1899. Price .50
cents.
This little book of 75 pages contains a concise and up-to-date
treatment of the subject of the engineering department of a
railroad and rules for its government in organization and work,
tinder "Location" a great deal of valuable matter in regard
to traffic, curvature, grades and maintenance is given. The
power of locomotives and the effect of grades upon their econ-
omy of operation are discussed. Other chapters treat of surveys
and construction, track and ballast, bridges and culverts, ac-
cuunting and supplies. The great importance of the location
and original construction of the road upon the cost of operation
is better presented in this book than in any work since the
appearance of Wellington's work on location. Mr. McHenry
has put his ideas into department rules and many will be
indebted to him and "Engineering News" for making them
available in so convenient a form.
Kinematics of Machinery. By John H. Barr, M.S., M.M.E.,
Professor of Machine Design, Cornell University. New York;
John Wiley & Sons; pp. 247, 8vo, 200 illustrations. Price $2.50.
In this book is presented in condensed form the leading
principles and methods which are of most importance in a
general course in kinematics. While it is not in any sense
a complete treatise on the subject, yet it will be found to
contain the essential principles of the science. In its general
arrangement Professor Barr has closely followed Stahl &
Woods' "Elementary Mechanism," but this has been greatly
strengthened by the introduction of much additional matter
and applications of such important conceptions as instanta-
neous centi'es, velocity diagrams, centi'oids, axiods, and link-
ages. The treatment of these subjects follows closely that
given by Professor Kennedy in his admirable work on the
"Mechanics of Machinery," which adds very much to the value
of the book. The treatment of many topics has been neces-
sarily somewhat abridged, but this is an advantage rather
than otherwise. This is notably true of that portion relating
to toothed gearing which frequently receives attention out of
all proportion to its value. The subject of cams is presented
in a practical manner, possibly somewhat too briefly, but the
reader will have no difficulty in obtaining a good knowledge
of this branch of kinematics, if he works out the interesting
problems which accompany the text and are designed to illus-
trate the principles treated. Professor Barr has shown good
judgment in selecting his material for this book which can
be recommended as a well-arranged, clear and concise treatise
on the subject.
The press-work and illustrations are of a high order of merit
and add much to the value of the book.
The ITs'^ of the Slide Rule. By F. A. Halsey, Associate Editor
"American Machinist." Van Nostrand's Science Series. Pub-
lished by D. Van Noalrand Co.. 2'.', Murray St., New York: 1899.
Illustrated. Price, 50 lents.
'riii.s is Mil excellent Instruction book on the use of the slide
) ule. It is elementary and the author's purpose seems to be to
( nable one who is entiiely ignorant of the theory of the instru-
ment to use it intelligently. The explanations are accompanied
by engravings showing the various settings, as they are actually
made for solving various problems. The book ought to have
a wide circulation, and Its effect will undoubtedly be to greatly
increase the use of the slide rule as a labor saver to the engi-
neer. .The work Is systematically arranged, and the student
is led very gradually Into the more diOlcult problems. His
diflicultles have been foreseen and provided for, but the work
is not obscured by too much of the theory of the subject. The
author's style is very clear, concise and satisfactory. The book
closes with chapters on special forms of computers involving
the piinci]ili-s of the slide rule.
Notes on the Construction of Cranes and Lifting Machinery.
By E. C. R. Marks. Asso. Member Inst. i'. IC Member I. M.
E., etc. New and enlarged edition. D. Van Nostrand Co.. 28
Murray St., New York: 1.SH9. Price, $1.50.
This little book describes English practice in hand and power
cranes, with their accessories for a variety of purposes. The
chapters are; Pulley blocks, crabs and winches, double-pur-
chase crabs, treble-purchase crabs; hand, pillar, whip, foun-
dry, wharf and overhead traveling cranes; steam power hoists,
cage and car lifts, locomotive cranes, rope driven cranes, jacks,
etc. The closing chaptei s describe ship derricks and electric
cranes, showing methods of attaching motors. It is not the
best that may be d me with this subject, but it covers (|Uite
a large portion of the field of hoisting appliances. Those
who are infrequently called upon to design hoisting apparatus
will find it useful, and more so than will expert crane designers.
It is hardly up-to-date as a tieatise because it does not touch
upon the important development of elevating and transporting
machinery in the United States, which is unique and even
revolutionary. The book is good, but it would be much more
valuable if it gave a complete treatment of the subject. The
engravings are not good.
Problems in Machine Design. By Charles H. Innes, M.A., En-
gineering Lecturer at the Rutherford College. Newcastle-on-
Tyne, England. Second edition. D. Van Nostrand Co.. 2"
Murray St., New^ York; 1899. Price. $2.00,
This book was written to supply engineering students with
a book on machine design which should carry them a step
further than the mere formulae for application to their prob-
lems. The author works out examples to explain the use of
the formulae; he does not write for those who are content
to copy the designs of others. The work is purposely incom-
plete because the author intends to w'rite again on the subject
of the design of complete machines; in this case he treats the
elements only. There are many books on machine design. The
reviewer believes that the best works on machine design are
those which offer the theoretical treatinent with derivation of
foimulae and also present the results of practice. There are
many stresses in machinery that are misunderstood, and the
best formulae are those which are made to fit the practice
which is found to be successful. This work presents chapters
on graphic and other methods of finding longitudinal stresses
in framed structures, bending moments, tensile, shearing and
compressive stresses, and then takes up the practice recom-
mended by such bodies as the Board of Trade. The piston rod
is treated as a column, and formulae obtained; then the practi-
cal side is brought in by a table representing marine station-
ary and locomotive practice. Shafting is treated in a similar
manner, the evident tendency being toward marine practice,
A chapter on expansion valve gears treats of several types
and includes a few fly-wheel governors. A chapter gives the
most recent methods of balancing multiple expansion marine
engines, and the book closes with a study of the distribution
of work in the compound engine. A large amount of attention
is given to cranks, shafts, both hollow and solid, and riveted
joints. We find a number of valuable tables which we have not
seen in any other work on this subject.
The "Blacksmith and Wheelwright " appears as a souvenir
number in its January issue, this being the 20th anniversary
of its first publication. It is the reliable paper for the black-
smith and wheelwright trades and has always enjoyed a high
position, won by reliability and merit.
64
AMERICAN ENGINEER AND RAILROAD JOURNAL.
The Railroad Officials' Diary for 1900. Issued by the "Rail-
road Car Journal," New York. This is an attractive and con-
venient diary with a whole 6 by 9 inch page for each day of
the year. It is bound in flexible leather. The fly leaves at the
front and back give a list of railroad technical associations
with the dates of meetings, statistics of railroads and a list of
the names of leased roads. Copies will be sent to railroad
officers on application.
A brochure has just been issued by the W. Dewees Wood
Co., McKeesport, Pa., which is one of the best productions of
the kind that we have seen. It combines an account of the in-
ception and growth of this concern, and the method of manu-
facture of its product in such an artistic and tasteful way as
to compel the attention of one into whose hands it falls. It
is the work of an adept in plan and execution. The text and
engravings trace the history of the enterprise of this success-
ful concern and follow the process of manufacture from the
prepai'ation of the charcoal and the selection of the iron, to the
finished plates of patent, planished or color smooth black sheet
iron, for which these works are famous. The pamphlet con-
tains tables of the iron and steel plate and sheet gauges.
From the literary point of view, the leading feature of the
January magazine number of "The Outlook" is the first in-
stallment of Mr. Hamilton W. Mabie's "William Shakespeare:
Poet, Dramatist, and Man." In this series of articles, which
will extend throughout the year in the monthly magazine num-
bers, Mr. Mabie will offer, not a formal biography, but an
attempt to realize the poet and dramatist as a great English-
man, to approach him through the atmosphere of his own
age, to set him distinctly in his own time, to bring about
him his brilliant contemporaries, and to exhibit him as a typical
man in a great epoch. The first installment deals with "The
Forerunners of Shakespeare," and is illustrated with portraits,
curious representations of the ancient street pageants, miracle
plays, and dumb shows; for the entire series there has been
gathered a great mass of illustrative material of value and
beauty.
Brooks Locomotive Works Catalogue. — This volume of 336
pages is a very creditable publication in every respect. It
brings together in a convenient and comprehensive form a large
number of locomotives of different types built by them, giving
the leading dimensions and capacities. These are illustrated
by excellent full-page half-tone engravings and opposite each
is the corresponding table of information. Each description
has a code word. The book includes the Brooks standard speci-
fications, a history and description of the works, a description
of the Brooks design of piston valves, and of the Brooks system
of construction of two and four-cylinder compound locomotives.
The volume closes with convenient tables of tractive power,
piston speed, mean available pressures, revolutions of driving
wheels, train resistance and a cipher code. These tables are of
wide range and they will cause a great demand for the book
aside from its value as a record of construction and as a basis
for ordering. The paper, printing and binding are excellent
throughout.
EQUIPMENT AND MANTJF AC TURING NOTES.
The Magnolia Metal Co. have opened a branch office in room
421 Austell Building, Atlanta, Ga. This step is made necessary
by increasing business. They are also about to open offices
in St. Louis, San Francisco and Philadelphia.
slack after using "Cling-Surface," which, from the point of
view of past tight belt teaching, is sensational. The demand
for "Cling-Surface" is increasing among the railroads and a
number of repeated orders have been placed.
Simplex bolsters have been specified for the construction of
200 box cars building for the Louisville, Evansville & St. Louis,
at the works of the Barney & Smith Car Company, Day-
ton, Ohio.
The Powers Regulator Co. are entering the railroad field
to provide apparatus for regulating the temperature of steam-
heated passenger cars. They have secured the services of Mr.
Charles F. Pierce, who is well known in connection with
the Monarch Brake Beam Co. He will have offices in New
York and Chicago and will take charge of the railroad de-
partment.
The Star Brass Manufacturing Co.'s new catalogue for 1900
contains illustrated descriptions of a very large line of railroad
and steam plant specialties which are far too numerous to be
even mentioned in detail. The most important are non-corrosive
pressure and vacuum gauges, revolution counters, engine regis-
ters, locomotive and marine clocks, steam engine indicators,
whistles, water gauges, gauge cocks, Siebert lubricators, oil
cups, safety valves, water and cylinder relief valves and me-
tallic specialties for cars and locomotives, including lamps and
package racks for cars. The main office and works are at lOS
East Dedham St., Boston, Mass.
Mr. Charles A. Moore, of Manning, Maxwell & Moore, sailed
on the steamship Columbia of the Hamburgh American line
January 9, for Mediterranean ports and Egypt. Mr. Moore
is accompanied by his family and the trip is said to be purely
one of rest and recreation, and no business is to be connected
with it. It is doubtful if a man of Mr. Moore's prominence and
individuality could be deterred, while in some of the important
continental countries, from visiting the many famous manu-
factories, iron works and machine shops, and incidentally talk-
ing business. We shall probably see some effects of this trip
upon the large business interests directed by Mr. Moore.
The New York Air Compressor Company's new shops at Ar-
lington, N. J., commenced operation in all departments but
the foundry on January 2, and the company expects to have
its foundry at work on February 1. Although organized but
a little over sixty days, the sales record of this company is
remarkable, orders having been placed with it sufficient to tax
its capacity for three months. Plans have been made to double
the shop equipment at once, and the plant will be operated
day and night until this is done. This company reports sales of
over ten air compressors in ten days. These include a large
duplex compressor for Japan and four compressors of twelve
hundred cubic feet capacity for the Pennsylvania Railroad.
The Cling-Surface Mfg. Co., Buffalo, N. Y., have established
a New York City branch office at 205 Postal Building, 253
Broadway, to facilitate handling their increasing business.
They have also issued a booklet of pictures of belts running
The annual meeting of the Pressed Steel Car Co. was held
January 9. The president's report showed that the amount of
business for the year 1S99 was $13,965,572. This consisted of
9,264 cars, 127,656 bolsters and 50,926 truck frames. The money
value of the orders on the books at the first of this year was
$16,596,863, which is more than the total for 1899. The net earn-
ings for 1899 were $2,237,104, out of which a 7 per cent, dividend
amounting to $875,000 was paid on the preferred stock. A 6 per
cent, dividend, amounting to $750,000, has been declared on the
common stock; this is payable quarterly during the present
year. In addition to these dividends, the sum of $612,103 has
been added to the working capital of the company. The orders
referred to are to be completed in June, and the present capac-
ity of the works is 100 cars per day. The common stock has
earned 11 per cent., in addition to the dividend of $875,000 on
the preferred stock, and at this rate the common stock ought
to earn over 20 per cent, after providing for dividends on the
preferred stock for the year 1900.
An exceedingly convenient gauge for wheels, axles and brake
shoes is manufactured and sold by the Youngstown Specialty
Mfg. Co. of Youngstown, Ohio. It is designed for the use of
car inspectors, car repairers, foremen of engines and others
concerned with car and engine trucks. The gauge combines
calipers for journals, used without removing the oil boxes (an
index finger gives the diameter at a glance), with a gauge for
slid flat wheels, one for sharp flanges, one for broken flanges,
for worn treads of wheels, for vertical wear of flanges, and
for measurement of brake shoes to determine when they are
worn to the limit. The gauge is of steel, 1/16 in. thick, and
adapted to carrying in the vest pocket. It is made to M. C. B.
standard dimensions throughout and is a practical and con-
venient tool, valuable as a protection to the inspector and re-
pairer as well as to the company employing them. The price
is $1, by mail. The gauge was designed and patented by Walter
Brainard, of the Lake Shore, Michigan Southern and the Pitts-
burgh & Lake Erie railroads.
March, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 66
--AMERICAN-^
Engineer
RAILROAD ^JOURNAL
MARCH, 1900.
OOISTTBITTS.
l^^ge
ILLUSTRATICD ARTICLES :
Westinuhousc - Parsons Stoaui
Turbine <i.i
Equalization and Equalizers, by
V. J.i;ole 70
Improvement in Locomotive Ec-
centrics, Broolts Locomotive
Works 72
Cast-Steel Tender Trucli witli
Diamond Side Frames, Louis-
ville it Nashville Hailroad 73
York's Sliding Coupler Yoke 7,'>
Supponing Hear Ends of Loco-
motive Boilers 76
A Corrugated Firebox, Heturn
Tube Locomotive Boiler. A. T.
& S. F. Railway 79
Chicago & Northwestern Shops
at Chicauo 82
Twelve- Wheel. Two-Cylinder
Compound Locomotive. Chicago
& Eastern Illinois Hailroad 84
Graphical Treatment of Helical
Springs, by Kdward Grafstrom 86
WeaJiDess of Draw-bar Yokes... 87
Westinghouse Friction Draft;
Gear 88
Cast Steel Driving Wheels 90
Page
Monarch Piston Air Drill 93
MlSUKLLANKOI'S ARTICLKS :
Locomotive Practice, by F. W.
Dean 71
Helatlon of Capacities, Genera-
tors and Motors 71
The Dayton Draft Kigging 74
New German S t e a m s h i p_
"Deutschland " 75
Interstate Commerce Cora-
mission Record of Accidents in
Couplmg Cars — 84
The Brakcbeam Suit 84
Editorial Correspondence 85
Compound Locomotives 88
100,auoH. P Central Station 89
Port Openings and Motion of
Piston Valves 92
Lucol Oil and Paints 93
Editorials:
Value of Papers Before Techni-
cal Societies 80
Salariesof Motive Power OfBcers 80
Arrangements of Tracks in Erect-
ing Shops 80
What Motive Power Officers are
, Thinking About 81
THE WESTINGHOUSE-PARSONS STEAM TURBINE.
Remarkable Steam Economy With Wide Range of Load.
Power House of the Westinghouse Air Brake Co.
The Westinghouse Machine Co., after a few years of experi-
mental worli, have established the steam turbine in this coun-
try upon a basis which will surprise those who have not been
watching it.
It has recently been installed in the power plant of the
Westinghouse Air Brake Co. at Wilmerding, and in a short
time it will be depended upon entirely for the motive power
and lighting of these works. This installation is in Itself an
expression of confidence in these machines, the effect of which
will not be lost.
In 1896 the patent rights in the Parsons Steam Turbine for
the United States were acquired by the Westinghouse Machine
Co., and this concern has been engaged upon a development
which has resulted in marked improvements over the original
machines in England. The assistance of Mr. Francis Hodg-
kinson, an engineer who was identified with the development
of the Parsons Turbine in England, was secured, and he is now
in charge of the turbine department of this company at Pitts-
burgh. Work is now well advanced on a 2,500 h. p. turbine.
Fig. 7, for the United Light & Power Co., of New York. It
will be the largest unit of this kind ever attempted, and will
run at 1,200 revolutions per minute under a steam pressure o%
150 lbs. The spindle of this machine, complete with its vanes,
weighs 28,000 lbs. The largest diameter of the spindle is 6 ft.
and while this is a colossal turbine, it is a small engine for
such power capacity. The capacity of the direct connected
generator will be 1,500 kw. and the ultimate capacity of the
turbine about 3,000 h. p.
The steam turbine is, in a sense, a return to the principles of
the earliest steam engine, in which the energy of the steam
was transformed into work by making use of the impact and
reaction due to its velocity. There is no loss from condensa-
tion and re-evaporation, or loss by reason of the same pass-
ages being used alternately for live and exhaust steam, as is
the case with reciprocating engines. The work is taken out of
the steam progressively, and the temperature falls gradually
and continuously from the admission to the condenser. In
these features It has advantages over otter steam engines.
The continuous action, absence of dead centers and the conse-
quent mechanical complications, together with the avoidance
of suddenly applied and instantly reversed stresses, are advant-
ages the full purport of which is not yet fully appreciated.
The economy of the turbine and its wide range of economical
load will be mentioned later in connection with Fig. 6.
At the Westinghouse Air Brake Co.'s shops, three 500 h. p.
turbines are direct connected to 300 kw. generators and are
furnishing power for driving and lighting the entire plant by
means of a newly installed electrical distribution system, which
we shall describe. The turbines are comfortably located on a
floor space 20 x 25 ft, the bed plate of each machine measures
16 ft. 7 in. X 4 ft. 3 in., and the whole plant producing 1,500
h. p. and including' three turbo-generators, two 10 h. p. exciter
engines and generators, two pairs of condensers and air pumps,
and the switchboard occupies a space of 29 x 36 ft. The tur-
bines are designed for condensing the exhaust and for this
purpose a novel air pump design was developed. This consists
of a combination of a pair of jet condensers and compound air
pumps, in which the water and air are handled in separate
cylinders. The condenser pumps are operated by a 50 h. p.
belted motor, this being the cheapest and most convenient
method in this case. The vacuum is often as high as
28 ins., while the average barometer is 29.25 in Pitts-
burg. The delivery water is only a fraction of a de-
gree different in temperature from that of the steam in.
the condenser. The operation of these engines, con-
sidered thermally, is most impressive; for example, the
temperature of the boiler steam entering the turbines is about
350 degrees, and yet at a point about 4 ft. from where the steam
enters the cylinder, the exhaust pipe is cool enough to hold
ones hand upon very comfortably. This is a revelation to those
who notice it for the first time. The exhaust temperature at
the time of the writer's visit was 102 degrees, while the tem-
perature of the discharge water from the condenser was 101
degrees. This is a remarkable exhibition of the transformation
of heat into work. There cannot be much condensation, or the
close fitting parts would not operate so smoothly at these high
speeds.
The turbines are of the multiple expansion type, running at
3,600 rev. per minute, with 125 lbs. boiler pressure. There is
no gearing for reducing the speed, and this equipment is in
marked contrast with the DeLaval system, which is charac-
terized by some 13,000 revolutions in a turbine of about this
capacity,- reduced by gearing to 1,050 rev. of the generator and
working at 150 atmospheres steam pressure. The DeLaval
system makes use of flexible shafts, which break, gearing
which wears out and other unpractical conditions, which are
out of the question outside of the laboratory of the inventor.
In the turbines which we are describing a single bed plate
carries a unit of one turbine and its generator. A cast iron
base supports a cylinder of varying internal diameters, in the
interior of which numerous rows of guide blades or curved
vanes are secured. The exterior contour in the engraving gives
an idea of the construction. A shaft carrying drums of cor-
respondingly varying diameters, with similar rows of blades
secured radially and spaced to fit between the stationary rows,
constitutes the rotary part, which corresponds to the wheel of
the turbine water wheel. The shape of these blades repre-
sents a great deal of study and experiment. The stationary
rows of blades serve to guide the steam in the proper direction
for doing work upon the movable ones. The steam enters the
small end of the cylinder and in expanding through the first
set of guide blades, its energy is transformed into velocity, and
in impinging against the next set, which are on the spindle, it
gives up'nearly all of its velocity. In expanding through the
moving blades the steam again attains a velocity which by
reacting upon the blades gives up energy to become work.
Each succeeding row of blades increases in size, corresponding
to the increased volume of the steam. The cylinders are dl-
66
AMERICAN ENGINEER':AND RAILROAD JOURNAL.
Fig. 1.— Side View ot Turbine and Generator Showing Governor Connections to the Steam Valve.
Fig. 2— Rear View of Three Turbine Units.
Westinghouse-Parsons Steam Turbine at the Works of The Westinghouse Air Bral<e Co.
vided into three steps, in each of which there are several grades
of expansion. The total expansion ratio is about 1 to 96.
The high speeds necessitate careful balancing and this ex-
tends also to the armature of the generator. This has been
accomplished so well that no foundation is required (even for
the large machine shown in Fig. 7) except a brick pier to sup-
port so much dead weight. There are no holding down bolts.
Lubrication in this case is most important, an oil pump, shown
in Fig. 5, driven by a worm mounted on the sleeve coupling be-
tween the turbine and the generator, circulates oil into all the
bearings under a light pressure and a cooling system is provided
in order to cool the oil on account of the heat absorbed from the
steam. The balancing is of course not absolutely perfect, and
the bearings are made to provide for a slight motion of the
shaft. The bearings are made with concentric tubes of brass
surrounding the journal, and are put together with easy fits
and spaces for oil between them. This forms a self-centering
cushion, which has a tendency to reduce the vibrations of the
shaft The tubes show no signs of wear, because of the films
of oil between them, the oil forming the real bearing. The
MARCH. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL
Fig.-S.-End-.ViewoflThree.'Units, Showing Comparison with 10 Horse Power Exciter Unit.
Fig, 4-.-View in Power Station Showing G
Westinghouse-Parsons Steam Turbine at the
shaft is not rigidly confined, as in the ordinary tiglit-fltting
bearing, and this slight latitude of motion of the shaft is an
important element in the working of this machine. This mo-
tion takes care of the gyration which the most perfect balanc-
ing that is practicable does not eliminate.
To counteract the end thrust on the spindle, due to the im-
pact of the steam on the blades, the shaft is held in equili-
brium by means of three balancing discs at the steam end of
the spindle contained in the turbine casing and marked in Fig
5. These are made steam tight with the cylinder, and the
enerators, Exciter Units and Switchboard.
Worl<s of The Westinghouse Air Bral<e Co.
diameter of each disc is made equal to the mean diameter of
the corresponding drum carrying the blades. These disc cham-
bers are connected by cores through the cylinder casting, with
the spaces occupied by the corresponding drums. In this way
the shaft floats endwise as it may, but it has no thrust. The
steam cylinder has a by-pass valve. Fig. 5, which admits steam
from a cored passage leading from the entrance port to the
second drum. This may be used to increase the power of the
machine when a heavy overload is to be carried (even to 60%
overload), or it may be used to increase the power in case the
68 AMERICAN ENGINEER AND RAILROAD JOURNAL
Wfl,t(ir inlet of on Coolir.„. Syitcm ^'■V't"'' O.itlet of Oil Cooling System
Fig. 5.-300 Kw. Unit as Erected at Westinghouse Air Bral<e Works.
Fig. 7.— 1500 Kw. Unit now Building for United Liglit and Power Co., New Yorl<
condenser is inoperative, for any reason. This increases power
at the expense of efficiency, however.
This is the first time that direct connected alternating cur-
rent generators have been successfully driven by turbines for
multiple connection. The speed regulation is beautiful, and it
is accomplished without the least stress, jerk or strain upon
anything connected with the machinery. The governor, which
is of the fly-ball type, controls the duration of the intermittent
admission of steam. Lever and shaft connections from an
eccentric, driven by a worm on the main shaft (under the
governor) already referred to, operate a little piston valve,
which controls the larger main admission valve, which is also
of the piston type and located as shown in Pig. 5. The central
position of the governor gives continuous admission and this
is the full load condition. The governor, by raising or lower-
ing the fulcrum of the lever, but without changing the lever-
age, changes the plane of motion without changing the stroke
of the little piston valve and thereby determines the duration
of the opening of the main valve. At full load the valve is
open all the time, and at very light loads it Is closed most of
the time. The intermitent admission is to Insure working
with high pressure steam, whatever the load, and to prevent
the losses of wire drawing.
The governors are extremely sensitive, and may be adjusted
to run within a small fraction of 1% variation between no load
and full load. But in this particular case, on account of the
AMERICAN ENGINEER AND RAILROAD JOURNAL. 69
■& tki
ELECTRICIAL HO»SE POMEB
-Test of 300 Kw. Unit, Showing Remarkable Steam Economy Over Wide; Range
of Load.
IS iKiviiis to run in multiple, it is desirable to have a
..ln^ilily greater variation, in order that each generator
(ake its proper share of the load. The speed of the tur-
.111(1 the inertia of the rotating part are so great, while
iriion is so small, that the turbine will continue running
I nty minutes after steam is shut oft. Under these con-
. change of speed during one revolution is absolutely
. iile. There is an adjustment provided on the governor
Mils of which the speed may l)e varied within wide limits,
I lie turbines are running. This enables the gcn^jrators to
iiisht into synchronism, and the loads divided with the
' >i eas.e.
s;cnerators, made by the Westlnghouse Electric & Mfg.
n <ii the bi-polar type, giving a two-phase alternating cur-
; llu volts with 7,200 alternations per minute, and having
M ity of 300 kw. each. They appear absurdly small for
ili.'icities until the high speed is considered. Very elab-
'st? were made at the works of the builders, resulting in
V remarkable curves of efficiency shown by the diagram,
'I'lie long horizontal portion of the steam consumption
wnuderful when one considers that this machine of only
|. will work on any load from about one-quarter load up
ase overload, with greater economy than most of the
I grades of reciprocating engines of many times this
•>. even when taken at their best. The following con-
>iatement shows the economy:
i'nll load. 18.1 lbs. steam per electrical li. p. per hour.
■'a '■ n •• •' '• '• ■'
M, " 1(>.2 ••
'i •• -22 "
liiiiiiiins lisfhl,7o01bs. steam per liour.
. I perfectly safe in saying that these results have never
iliKiached before. It is impossible to measure the indi-
and probably also the brake h. p. of these turbines, but
>timated that they are working, at full load, on 13.2 lbs.
im per indicated h. p. per hour, using this term in its un-
1(1 sense. The turbine has, therefore, scored a remark-
iriiirnph in thi.s its first appearance in this country, in a
if responsibility in driving an important plant.
hotild be understood that these particular turbines have
ed to give their best results when running con-
ic:, hence the comparatively inferior results when running
ndensing, which are shown in the economy curves. A
me designed essentially for non-condensing would give
1 j 1 ielatl\clyus good rnsullH as iIk'sc
I turl)lnt'.s running condenHlng. The
^ diagram also show.s the efTcct of
■<^f - ■- ; ojienlng the by-pass valve.
I I The halt-tone engravings, Kigs. 1
to 4, inclusive, were made from
photographs taken In the power sia-
' tion. Kig. 1 shows a side view of
; one of the turbine sets. One of the
i I I I large exhaust openings is seen in
I this view, covered by a plate. There
are two such openings, one on each
' _ side of the machine. This view al-
so shows the governor connection
- I I . — to the admission or governing valve
I I I and the throttle valve appears at
the extreme right. A rear view of
the three turbines is given in Fig.
2. The generators are at the right
II II I and the switchboard appears over
I ' ' ' ' - the turbine. A comparison between
the size of the 10 h. p. exciter unit
I ~ and the turbines may be made In
Fig. 3. There are two of these ex-
^f gil^* Y' citer units driven by Westinghouse
engines. A view of the generator
lomy Over Wide; Range ends of the turbine units is given
in Fig. 4, which also shows the
switchboard.
The shops of the air brake company are now equipped with
a large number of two-phase induction motors, made by the
Westinghouse Electric & Mfg. Co., and the entire installation
has been made with commendable thoroughness, which in-
cludes the arrangement and appointments of the power station.
The wires and steam pipes are all under the floor level. This
distribution syst(>m will be made the subject of another
article.
We are indebted to Mr. E. E. Keller, Vice-President and
General Manager of the Westinghouse Machine Co., for the
photographs and drawings accompanying this description.
The White Pass & Yukon Railway, the interesting new line
in Alaska, has 20 miles now in operation, 16 of which are on
a grade of very nearly 4 per cent. In spite of the difficulties
which this hill causes, the operation has been free from serious
accidents since its opening a year ago last July. During the
month of September last, nearly 1,000,000 pounds of freight
were hauled, and the average number of cars available was
but 50.
A severe test of cast steel bolsters, made by the American
Steel Foundry Co., of St. Louis, described in a recent issue
of the "Railway Age," is noteworthy. In a rear-end collision
on the Chicago & Alton the engine of the second train turned
the caboose of the leading train aside, and in t-he mix-up this
locomotive was carried up on top of a loaded coal car of
80,000 pounds capacity and was towed to the shops on the car.
The weight of the engine was about 50 tons, and the total
load of the car including the coal was about 90 tons, this
weight, of course, came upon the bolsters, and they met the
severe test without breaking down or being damaged in any
way. This accident substantiates the strong claims made for
these bolsters in an unmistakable way.
The three new battleship designs, the "Georgia," "New Jer-
sey" and "Pennsylvania," which have been agreed upon by
the Naval Board of Construction, will be superior in speed
and fighting power to any warships yet built or planned" by
any other nation. Their displacement will be about 14.000
tons speed 19 knots or more, bunker capacity 2.000 tons, and
steaming radius 7.000 miles, which is sufficient to cross the
Atlantic and come back. There will be two 12-inch and two
8-inch long guns for smokeless powder in each of two (fore
and aft) superimposed turrets, and also twelve 6-inch rapid-
fires. The armor is to be the "Krupp" and the cost will be
about 17,000,000 each when fully equipped.
AMERICAN ENGINEER AND RAILROAD JOURNAL.
LOCOMOTIVE DESIGN.-
By F. J. Cole, Mechanical Engineer Rogers Locomotive Works.
Equalization of Weight.
It is very desirable that the weights borne by the driving
wheels of a locomotive should be as nearly alike as possible,
and that each wheel should bear its due proportion of the total
load. If an engine with three pairs of coupled wheels has
00.000 pounds on the drivers, the weight on each pair should be
30,000 pounds, or one-third of the total load. Where the weight
is thus uniformly distributed the destructive effect on the rails,
bridges, etc., for any given class of engine may be considered as
most favorable, and apart from the size and type, the best pos-
sible distribution that could be made. If on the other hand
the weight was 60,000 pounds on one pair and 15,000 pounds on
each of the other pairs, the arrangement might very justly be
considered the most unfavorable and probably the worst that
could be made.
The equal distribution of weight among the 2, 3, 4 or 5 pairs
of drivers varying according to the type, has always been care-
fully considered in locomotive design, and the numerous in-
stances of overloads on some one pair of wheels, that can be
seen in existing engines should be viewed as examples of faulty
design and not as inherent defects in certain types which can-
not be remedied. .
If a beam (Fig. 1) be supported at both ends and unifr-mly
, ^
^na
JU
xn
XD
1 lie , 1
/V ' /v
Fig. I
loaded with a weight of 50,000 pounds, including the beam,
it is evident that the supports A and B will each bear one-half
the total weight or 25,000 pounds. If, however, die support A
be moved toward the center, as in Fig 2, one-quarter of the
original distance, so that the centers of support are 75 inches
apart instead of 100 inches, the load on A is increased to 33,334
pounds, and decreased on B to 16,666 pounds. To find out the
weight on A or B for any position of A, ,
Let W = toUl load.
Wj = load on support A.
Wz := load on support B.
C = distance between supports.
D = distance from A to center of gravity.
W>XC
Then D = .
W
DX W
•«- ,
00,000 Iba.
-ii-] —
Fig.3
tributed among the three pairs of wheels or 20,000 pounds for
each pair. Being located one foot back of the middle wheel
the distribution of weight is materially altered. It is increased
to 28,000 pounds on the rear wheel and decreased oh the front
and middle pair to 16,000 pounds each. If the center of gravity
be moved backward until it is directly over the rear wheels
the entire weight of 60,000 pounds would then be carried on
this pair and none on the front and middle wheels. In like
manner if the center of gravity be moved forward until it is!
directly over the front wheels, the entire weight will be borne
by those wheels and none on the middle or back wheels, so
that within the limits of the wheel base (which is ten feet in
this case) the back or front wheels may be made "to bear the
whole load according as the center of gravity is moved in rela-
tion to the wheels. Therefore, to get an equal distribution of
weight on the driving wheels of an engine in which the springs
are not connected to one another by means of equalizing levers,
it is necessary that the center of gravity of the supported
structure be accurately located to suit the arrangement of
wheels, otherwise the weight on each pair of wheels will be
determined by a chance position of the center of gravity.
This is best shown in its simplest form by a 4-wheeled
switching engine. Fig. 4. The usual arrangement of the springs
If an engine had no equalizers each .pair of wheels would
w,^io;iico
carry that proportion of the entire load which is due to the
position of the longitudinal center of gravity of the structure
carried by the driving springs. The individual wheel loads
would also vary according to the spacing of the wheels and the
amount the load overhung the front or back wheels. In Fig. 3
is shown an engine without equalizers, the center of gravity
of the boiler and attachment being at A. Had it been directly
over the middle wheel the total weight would be equally dis-
• For previous artlcif siie page 33.
is to fasten the ends of the rear spring A by means of its
hangers to the frames; the back end of the front spring B Is
similarly fastened to the frame, while the front ends at C are
connected transversely by means of a cross equalizer. This
supports the engine at three points, namely: the rear axle or
two back springs, and the front axle or a point midway be-
tween the center of the cross equalizer and the rear hanger of
the front spring. It is evident that If the center of gravity of
the boiler and its attachments is not directly upon the vertical
line D between the two pairs of wheels, the weight will not be
equally distributed.
In this type of engine, whether it carries its own fuel and
water, or is provided with a separate tender, the center of
gravity must be located midway between the wheels to obtain
an equal load on both pairs of wheels. Longitudinal equalizing
levers connecting the springs together sideways are not ordin-
arily used in this class of engine, owing to the increased pitch-
ing fore and aft which would result from their use and the
AMERICAN ENGINEER AND RAILROAD JOURNAL.
alauc'ing whiih would be rpqillretlj If their use were
ililp the arms could, of course, be made of unequal
Id partially corroct a faulty design.
. all Illation of the center of gravity of a new engine,
r- istiniatinK or knowing the weight of each part and
,ine from. some asKiimcd center. To work this out coni-
.(insumcs coiisidpral)le time, therefore frequently much
nied from engines of similar buihl, the wheel weights
:i are known. A case in point was a class of 4-wheelcd
iii; engines with separate tenders, which were not only
II lioiil l)iit also were vleficient in grate area. When
; .mini's of the same class were required the balancing
inoved by Increasing the length of the firebox until the
1111(01 both pairs of wheels was equalized. The weight
M I'lont pair was decreased owing to the overhang of the
!i ici the firel>ox, with the center of the rear axle as a
anil the weight on the rear pair increased to an
I qiial to tlie decrease on the front axle and the actual
lal weight. The amount of additional firebox required
i mated and when they were built the result was not
1 1, ctly balanced engines but the steaming qualities also
M h improved. Another case was of a fi-wheel switcher.
as several thousand pounds too heavy on the front pair
I.-. One of tlipse engines was accurately weighed so
I- actual weight on each pair of wheels was known.
I Ills information, the amounts to add to the foot plate
lake Irom the front end could be readily obtained. As
K and main driving springs, Fig. 5, were connected by
ii; levers, any additional weight at C exerted a force at
W (A + B)
in and diminished the weight at the front
maintained, by the levers rocking uifon their centerK and pre-
serving equal wheel loads.
The arrangement of spring rigging for an American 8-wheel
engine Is shown In Klg. G. In this type there Is a 4-whceled cen-
ter bearing leading truck and two pairs of coupled driving
wheels. The driving wheel springs are connected by means
of side equalizing levers U attached to the frames by fulcrums
at E. The engine is, therefore, supported at three points,
namely, the truck center in front and the two equalizer lever
fulcrums E, one on each side In the rear. If the fulcrums E are
located centrally between the wheels (which Is the universal
method) the weight supported by each driving wheel will be
the .same. This applies only to the parts carried by the
springs and not to the parts riding directly upon the axles or
crank pins. For this reason the main wheels when weighed
H— - B-
, A 8 ft, 'i'-
The extension front and front end of
iiiis were made as short as practicable and the effect
. changes calculated and plotted under each wheel until
I leased weights taken from the front wheels and added
My added to the rear wheel produced the desired effect.
suit was. when other engines of similar class were built
ii' ilistriliiition of weight was practically perfect.
M. liran practice it is customary to use equaliziag levers,
■ I lirai:tii able, to connect together the springs of the
■ Ml pairs of driving wheels. The principal function of an
i/.liig lever is to equalize the weight between two or more
of wheels; also to allow a maximum amount of vertical
'in in any one wheel In its relation to the frame of the
• •. without too great a deflection of Its spring, or too great
liation of the load borne by that wheel. If the track is
Miieven and an engine is run over it without equalizers,
-pring must in turn deflect enough to compensate for its
laliiii's, and in doing so the load upon each spring is in-
"1 iir decreased according to the amount the spring is de-
il iir released, and the load upon the springs belonging to
iilier pairs of wheels Increased or decreased according to
milulation of the track. If, on the other hand, equalizing
> iirc iiftroduced, the tension on the springs is uniformly
will always be heavier than the back wheels, owing to the
weight of the eccentrics and straps, part of the eccentric
rods, the back ends of the main rods, and the additional
counterbalance required. In this type of engine when the fire-
box is between the two driving axles as In Fig. 6, the average
weight on the truck is about 36 per cent, and 64 per cent, on
the driving wheels and when the firebox extends over the rear
axle, 32 per cent, on the truck and 68 per cent, on the
driving wheels. Owing to the excessive weight on the truck,
when the firebox is between the axles, a v€ry heavy footplate is
often used to increase the weight on the driving wheels and
decrease it on the truck wheels. The effect of a weight placed
at G is to increase the weight on the drivers to an amount
greater than the weight itself. This may be explained by ref-
erence to Fig. G. Suppose 1,000 pounds is added to the foot
plate at G, then the increase of weight on the drivers at E will
1,000 X (B + H)
15e equal to and the decrease on the truck to
H
1,000 X B
Example: Let B = 6 feet, H = 15 feet. Then
1,000 X (6 -f 15)
= 1,400 pounds,
15
1,000 X 6
the increase of weight on drivers, and ^ = 400 pounds,
15
the decrease of weight on the truck.
The center of gravity of the weight carried by the springs is
found by making a diagram of the engine like Fig. 6. Under
each driving wheel and under the center of the truck, write the
weight in pounds resting on the rail. From these amounts
subtract in each case the weights of the wheels, axles, journal
boxes, springs and saddles. For the back wheels subtract also
the weights of half the parallel rods and two crank pins, and
for the main wheels half the parallel rods, two crank pins and
63 per cent, of the main rods, the eccenti-ics and straps, and half
the eccentric rods. The remainder Is 28.000 pounds on each pair
of drivers and 34,000 pounds on the truck, making a total of 90.-
000 pounds exclusive of wheels, axles, etc. The center of gravity
AMERICAN ENGINEER AND RAILROAD JOURNAL.
of the weight on the drivers is evidently at the equalizer ful-
crum, E. Write 56,000 pounds at this point and 34,000 pounds
at the center of the truck. The common center of gravity of
the two weights is found by multiplying the weight on the
truck by the distance between the weights, and dividing by
the sum of the two weights; the quotient is the distance from
the rear weight, E, to the longitudinal center of gravity.
34,000 X 15
Example: Distance H = 15 feet. Then = 5.«6.
90,000
In this class of engines the weight on the truck is likely to
be excessive; it is possible, however, to improve this some-
what by making the foot plate unusually heavy, and the bum-
per, smokebox extension, front and door as light as possible.
Also by making the diameter of the boiler in front compara-
tively small, and the back end large, with as much wagon top
as the conditions will admit.
(To be Continued.)
AN IMPROVEMENT IN LOCOMOTIVE ECCENTRICS.
The Brooks Locomotive Works.
One of the interesting details of the new passenger and
freight locomotives built by the Brooks Locomotive Works for
the Lake Shore & Michigan Southern Railway is an improve-
SectifnC-r '^ I Section H-B^
SectwnC-D\,
■-^— i--,7;-A
Design of Improved Eccentric, Showing a Large Saving li
Weight by Coring.
Brooks Locomotive Works.
\^, Section //irfUf/l^rB-''^/':^
?
1
1
1 1 1
' 1 1
1 1
f
1
1
1
< 1
1 1
1 ^'
1 N
*t *■"
^.1* 1
^ 1
1 1
1 1
' I
j 1
1 i
1 1
1
"/vyb'
m^S^^'
i 1
Improvement In Locomotive Eccentrics Used on New Lake Shore Locomotives.
Brooks Locomotive Works.
raent in the construction of the eccentrics. Instead of putting
in two bolts or studs to hold the halves of the eccentric to-
gether, the hub is widened out sufHciently to admit of using
four of them. The design is an excellent one, which has been
used by these builders on several recent orders. The engraving
shows the design as applied to the Lake Shore engines, in
which the hub was shortened somewhat and in which studs are
used instead of bolts. The usual length of the hub is one-half
inch greater than shown in the drawing. The object of this
design is to prevent the eccentrics from working loose and
wahbling on the axle, which is a common fault with the usual
forms of split eccentrics upon powerful locomotives. It will
be noted that the two halves of the eccentric are separated by
a shim (No. 34 Birmingham Wire Gauge in thickness) when
they are bored, In order that when bolted together upon the
axle they will clamp it firmly and prevent any side motion or
wabbling and at the same time be more secure against ro-
tary displacement. It will be observed that the length of the
axle fit is 6 inches. The shims which are used only In boring
are removed before the eccentric is turned up, so that the out-
side when clamped on the axle is a true circle. This clamping
device necessitates the use of four bolts or studs in order to
insure perfectly true fitting of the two halves of the eccentric.
The drawing shows the bearing portion of the eccentric and
at once gives the impression of great strength in addition ,
the security of the fastening. \i
Two forms of set screw and key attachment are shown. '*.
one the set screws bears directly against the axle and the
is 1 inch square in section and 6 inches in length. In A
other arrangement there is a central key, a portion of wbt
projects Into the slot in the axle and the upper portioni
fitted by tapered surfaces, inclined one-half inch in 12 inc^
between two thin pieces, which are cut radially to fit the a!
and against the tops of these the set screws bear. The tapej
sides of these thin keys are cut to the exact size required a|i
the valves are set. It is therefore possible to change the |
sition of the ecentric upon the axle by changing the posttil
of these keys, and by merely replacing the set screws. li
movement may be % in. in either direction. Information is ;
hand- to show that eccentrics of this type are giving excellin
results in service.
The smaller engraving illustrates a later design by il.
Brooks Locomotive Works In which the long bearing of 6 ii
on the axle is retained but with much thinner section of mct.i
which was done to save weight.
These are the greatest improvements in locomotive eccentn
that we have seen. This style of split eccentric is standur
with the Brooks Locomotive Works for all heavy engines.
March, 1900.
AMERICAN ENGINEER Al^D RAILROAD JOURNAL 78
tl£JJ
Safety castiro fcr ^prin/j
CAST-STEEL
Cast-Steel Truck for Heavy Tenders, Louisville & Nashville Railroad.
Desiuned bji Pulaski Lekds, Superintendent 0/ Machineri/.
TENDER TRUCK WITH DIAMOND SIDE
FRAMES.
Louisville & Nashville Railroad.
The increasing weight of tenders for passenger locomotives
making runs of 100 miles between stops has made it neces-
sary for the Louisville & Nashville Railroad to provide a
much stronger tender truck than has been heretofore used on
that road, and the design shown by the accompanying illus-
trations was made and put into service by Mr. Pulaski
Leeds, Superintendent of Machinery, about eight months ago.
The truck embodies several interesting features, particularly
with reference to the spring hanging and the arrangement of
the journal brasses.
The fast passenger trains on this road are handled by 20 by
26-inch 10-wheel engines with large tenders, which, with their
full capacity of water and coal, weigh 108,000 pounds. The side
frames have arch bars 5 by IVi inches in section, while the
pedestal-tie bars are % by 5 inches. The bolsters are supported
by two 31^^-inch semi-elliptic springs at each end, making four
springs for each truck. The springs are slung in forged hang-
ers, which are provided for in the frame casting, as shown in
the sectional views. Under the springs on each side malleable
safety castings are bolted, the bottoms of which are perfo-
rated to save weight, and these castings are intended to catch
the springs in case they break. We are informed by Mr.
F. A. Beckert, Mechanical Engineer of the road, that this
spring arrangement gives a very easy motion to the tenders.
The center plates and side bearings are of the standard pat-
tern used by this road and were provided in the design of the
steel bolsters. The center plates have a large bearing sur-
face. The journal boxes are provided with end stops and were
designed specially for use under these tenders. The bearing
of the journal brass in the top of the journal box is made
crowning to a radius of IVi inches, the top of the brass being
made to fit it. This is in accordance with the practice of
Mr. Leeds in applying the load to the journal brass in such a
way as to distribute the load uniformly over the entire length
of the brass, instead of allowing it to come upon the ends,
as is often the case with the ordinary brass and wedge. We
are not told the weight of this truck, but judging from the
Half Section Through Transom.
sections of the castings it must be exceedingly strong, the
metal being not less than % inch thick.
Before placing these trucks in service the transom and bol-
ster were marked with a prick punch, and the marks were
referred to a very rigid three-point tram, which was done
for the purpose of detecting any deflection or permanent set.
No perceptible deflection was found in any of the parts when
the tender was loaded, and none has been detected after eight
months of hard service, in which the design has been found
to be very satisfactory.
Water tubes through the fireboxes of a number of locomotive
boilers on the Southwestern Railway, (England), were illus-
trated in this journal on page 79 in March, and page 223 in
July of last year. "The Engineer" speaks of this experiment in
the following glowing terms: "Mr. Drummond, of the South-
western, has carried out a most successful experiment by put-
ting in water tubes. These tubes, exposed to the full fury of
the furnace gas, have been found to give no trouble whatever,
while they greatly improve the steam making powers of the
boiler."
We desire to call the attention of every reader of this
paper to pages XVI. and XVII. of this number. If you do not
have a paper, send 20 cents to the publication office and one
will be sent to you.
7 4
AMERICAN ENGINEER AND RAILROAD JOURNAL.
F. W. DEAN ON LOCOMOTIVE PRACTICE.
In a suggestive criticism of locomotive practice before tlie
New England Railroad Club recently, Mr. F. W. Dean brought
out a number of points whicli are of special interest. Mr.
Dean's standpoint is that of a Mechanical Engineer experienced
in both stationary and locomotive practice. He appreciates the
necessity for improving the locomotive in its use of steam and
sees the possibility of applying to it in some degree the means
of which have brought about the advancement of stationary
engines.
Mr. Dean says that the desire of everybody to be through
with a railroad journey will always make demands upon rail-
road companies in advance of their performances. The mani-
fest conditions of passenger service are the desire of the
traveling public to move quickly between distant points and
to be surrounded with luxury while doing so. Increasing
density of population shows a tendency to require more num-
erous short distance trains, which will probably be the field
for the application of electricity to steam railroad service. Mr.
Dean believes the use of electricity for main line service to be
highly improbable.
He makes a good point when he says that it as much en-
couragement were given by the railroad companies to the im-
provement of the economy of steam locomotives as has been
given by some of them to the improvement of electrical plants,
or in changing smoke stacks and many other trivial things,
the locomotive would probably leave the electric traction well
behind in economy.
A desire to travel fast and to pull heavy trains leads to the
building of larger engines and in a review of foreign practice
Mr. Dean brings out the fact, without however commenting
upon it, that the form taken in this direction abroad is to
greatly extend the use of four cylinder compounds.
Professor Goss remarked upon his return to this country
recently that the four cylinder compound was the only type
of compound now making progress in Continental Europe.
Perhaps Mr. Dean's failure to comment upon this fact is due
to his opinion, which is in favor in the two cylinder rather than
the four cylinder type.
The discovery that a stroke of 24 inches has no special
virtue for the cylinders of locomotives, the use of higher steam
pressures and the conspicuous increase of size of locomotives
received the author's attention, and in boiler design the
abandonment of crown bars is considered an important ad-
vance. Many of our readers will agree with him in objecting
to the retention of former small grates in spite of the large in-
crease in heating surfaces of recent years. The author of the
paper says "There is very little to be gained by increasing
heating surfaces unless the grate service is increased also.
What is wanted most of all in large locomotives is more grate
surface, for this is the heat making part of the boiler. More
heat is wanted, and nothing but grate area can give it without
difficulty and with economy."
In looking into the future the author warns against an "en-
largement of defects" along with the increase of capacity. It
is clear that he considers valves and valve motion as constitut-
ing a field for improvement with particular reference to the
wire drawing of admission and exhaust, both of which operate
to reduce speed and power and tend toward the use of cylin-
ders that are too large to be economical. The loss of economy
in the large cylinders is due to increased cylinder condensation
and the extra work required to overcome back pre-ssure. Mr.
Dean does not deprecate efforts to reduce back pressure, but
he strongly advocates more attention to the augmentation of
the propelling pressure. The increase of propelling pressure
has been ignored while the reduction of back pressure has re-
ceived a great deal of attention with small results.
A fact worthy of careful thought is presented in a reference
to the application of four Corliss valves to some locomotives on
the Paris & Orleans Railway. It was shown that to these
valves alone a saving of from 9.2 to 16.25 per cent, of
water was due when compared with a slide valve engine of the
same size and carrying the same steam pressure. Another en-
gine in one year saved 15.2 per cent, of coal when compared
with the average of 18 slide valve engines. The ordinary en-
gine did 14,343 foot lbs. of work with one lb. of steam and the
four valve engine gave 15,727 foot lbs., the steam pressure in
both cases being 142 lbs. Mr. Dean makes no comments as to
the probable reason for this, but if he did he would probably
say that the advantages of the four valve engine lie in the
reduction of clearance and in the fact that the steam ports and
passages are not used alternately for live and exhaust steam.
The time may come when the advantages thus obtained will
more than offset the difficulties due to the mechanical com-
plications.
RELATION OF CAPACITIES, GENERATORS AND MOTORS
In Electrically Driven Shops.
The proportion of generator and motor capacities in the elec-
trical power plant of the Baldwin Locomotive Works, as stated
on page 49 of our February issue, has attracted considerable at-
tention, and it requires, perhaps, a little more explanation.
The original installation consisted of 700 horse-power of
generator capacity to operate a total motor capacity of 2,00U
horse-power. This was sufficient at the time because the aver-
age load at the switch-board was only 570 horse-power. The
capacity has increased to 1,550 horse-power in the generators
to operate 3,500 horse-power in the motors. Of this generator
capacity one 250 horse-power unit is in reserve, leaving 1,300
horse-power in use. About 400 horse-power of the motor equip-
ment is idle and in repairs, which makes the proportion 1,300
in the generator to 3,100 in the motors.
This motor capacity is the sum of the rated full load capa-
cities of all of the motors, and many of them are of larger size
than the average work calls for. This surplus is provided in
order to take care of very severe service conditions at times.
For example, nine-tenths of the time the machines may be
working at finishing cuts while one-tenth of the time they will
be doing extremely heavy work, calling for the full capacity of
the motors. Mr. George Gibbs says that about one-third of
the rated motor capacity will usually be ample for the genera-
tive capacity in large plants. In smaller plants, this rule would
not always apply, especially when absolutely reliable service is
required. In such cases a spare unit in the power-house is
needed.
It is interesting to note in this connection the statement made
by Mr. Burcham Harding, concerning the Westinghouse motors
at the Duquesne works of the Carnegie Steel Company where
the intermittent operation of the motors is carried on from the
central station by means of one-sixth of the horse-power pre-
viously required when separate engines were used.
A draft rigging, which will sustain a load of 163,000 lbs. with
a deflection of but 0.204 inch and will hold a load of 132,500 lbs.
for 13 days without breaking is a good one. We are Informed
of a remarkable test of the Dayton Draft Rigging at the test
room of the Robert W. Hunt Co. in Chicago, in which an initial
load of 40,000 lbs. was increased by steps until It reached 163,-
000 lbs. with the above mentioned deflection, whereupon a key
in the testing machine broke. It was impossible to take the
draft rigging out of the machine for 13 days, during which the
load fell from 163,000 to 132,500 lbs. Nothing could prove more
conclusively that the design of this draft rigging is sound, that
the material is good and that it is disposed favorably for trans-
mitting and resisting enormous stresses. The rigidity of the
structure and the simplicity of construction are reflected in the
very small deflection.
maeoh,i900. AMERICAN engineer and railroad journal. 78
YERK'S SLIDING COUPLER YOKE.
The draw-bar wilding yoke shown in this engraving was
designed and patented by IMr. (!. Yerk. who is in charge of the
platform department of the Pullman Palaoe Car Company at
Pullman. It is being applied to the sleeping cars of that com-
pany, and several of the western roads are considering its
adoption. The drawing was brought to our attention in the
office of the Mechanical Engineer of the Burlington, Mr. F. H.
Clark, and It is understood that a modification of the plan
is likely to be adopted for all the passenger cars of that
road.
The ordinary carry irons provide only about V2 inch play on
each side for the relief of the coupler in taking curves. This
is not enough, and Mr. Yerk has allowed a total motion of
about 5 inches. The coupler shank is held in a malleable-iron
yoke resting upon a carry iron 1^4 by 4 inches in section. The
yoke has flanges at the front and rear, and by means of a key
through these flanges the yoke is secured to a block which is
held centrally between two springs of %-inch steel. The
to a dining car with an overhand of 11 feet, and was pulled
around curves of 20 degrees. The blocks of lead were com-
pressed by the side thrust of the coupler, and in order to meas-
ure the amount of the pressure other blocks of tlie same origi-
nal size as the first were compressed in a testing machine to
the e.xact thickness of the ones which had been squeezed by
the couplers. The pressure required to do this was .57,600
pounds, which is approximately a reproduction of the condi-
tions of service. This is clearly an important subject.
We are indebted to Mr. H. M. Pflager, Mechanical Superin-
tendent of the Pullman Company, for the drawing.
NEW GERMAN STEAMSHIP "DEUTSCHLAND.
The "Deutschland," launched .January 10, for the Hamburg-
American Line, at the Vulcan Yards, Stettin, is expected to
be a record breaker. She will cost $3,332,000 and is to enter
service between New York and Hamburg during the coming
summer. She is being built under the rules of the German
Navy, with protected rudder and steering gear, and will ue
H. ,A
V %--© 1 ,
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IQr
=^^2"■u*"'i■ri:-A'
\ 11 ,1 ,' ii i';L !' r 'ijii V '^S, 'Vi i*«' '1.1 '■ ' f^ . i'» ' ! '■-«,.
ji^^i- y
©
<---->^4" --* I '<--
5 ?J5
Yerk's Sliding Yoke for Passenger Car Couplers.
springs are mounted in a stirrup below the main carry iron
and they allow the movement of 2i^ inches to each side of
the normal position of the coupler. The side motion is lim-
ited by the lengths of the pieces of pipe through which the
rod passes. Two positions of the yoke with reference to the
central-spring block are provided, one for the shank of a Miller
hook and the other for that of an M. C. B. coupler. The key
may be withdrawn, the yoke moved over, and the key placed
in the other slot, when it is desired to change the coupler.
The idea of this device is not new. It has been used on
cars and on tenders, but its advantages are probably not fully
appreciated. When the extent of the stresses due to lack of
lateral play in couplers is understood, such devices will come
into general use because of the relief from racking stresses
which they give. The worst condition arises in connection
with a car with a long overhang when coupled to a tender.
On a sharp curve the car may derail the tender. Such acci-
dents have occurred, and on the Chicago & Northwestern, sev-
eral years ago, a test was made showing that the stresses im-
posed upon the framing are enormous. A number of lead
blocks were made, and carry irons for a tender were put in
with such a width of opening as to take in one of these lead
blocks on each side of the coupler shank and give the coupler
the usual amount of side motion. The tender was then coupled
used in naval service if required in time of war. Steam will
be supplied from 12 double and 4 single boilers, with 112 fires,
which drive two six-cylinder quadruple-expansion twin-screw
engines of 33.000 horse power. The two propeller shafts are
each 131.23 feet long and 24.8 inches in diameter; each of the
Ijronze propellers being 22.96 feet in diameter. The ship has
a double bottom extending its entire length, which is divided
into 24 compartments: 15 exceptionally strong bulkheads ex-
tending from keel to main deck, and one longitudinal bulk-
head in the engine room, divide the steamer into 17 water-
tight compartments. It is claimed that if two adjoining com-
partments were to fill with water the ship would not sink.
The "Deutschland" is expected to have accommodations for
1,057 passengers and a crew of 525. There are 263 first-class
cabins. 99 second-class cabins, and accommodations for 290
steerage passengers. The first-cabin dining saloon is located
amidship on main deck, and has a seating capacity of 362.
The following table giving the dimensions of the largest steam-
ers is interesting for comparisons of the dimensions of the
new ship with others:
Name of Ship.
Great Eastern
Paris
Campania
Kaiser Wilhelm der
Grosse
Oceanic 1S99
Deutschland 1900
•Over paddle box. jEstimated
[>ength
Displace-
over all.
Beam.
Depth.
Draft
ment. Speed.
late. Feet.
Feet.
Feet.
Feet.
Tons. Knots.
1S5S 692
•S3
57^4
25H
27.000 14.5
ISSS 560
63
42 •
26Vi
15,000 20.5
1893 625
65
41%
28
19,000 21.8
1897 S49
66
43
29
20.000 22.6
1S99 704
6S
49
32H
28.300 20
1900 6S4
67
4i
t30
23.200 t23
76
AMERICAN ENGINEER AND RAILROAD JOURNAL.
SifeV
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-.-"
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t
o
o
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o
o
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o
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Fig. 8.
SUPPORTING REAR ENDS OF LOCOMOTIVE BOILERS.
When 52-inch boilers, carrying 140 pounds steam pressure
and weighing 21,000 pounds, were common, it was not difficult
to support them with satisfactory and easily maintained de-
vices, but with the advent of boilers weighing 60,000 to 70,000
pounds, the problem is more troublesome.-
Requirements.
The support at the front end being rigid that at the back
end must provide for the expansion and the devices used
must be light and inexpensive to maintain. They must dis-
tribute the load in such a way as to reduce to the minimum
the vertical stresses in the frames, and they must provide for
wear to be received upon parts which may be easily renewed
and they should not only support the boiler, but hold it against
surging stresses and provide for tensile stresses due to hand-
ling the engine in a wreck.
The best opinion seems to favor support from the mud ring
and doing this with a view of keeping all attachments as
close to the firebox as possible, making provisions for distrib-
uting the stresses over large areas. It is impossible to lay
down rules for this detail because of the variety of conditions
met in the design of locomotives of different types and for
different purposes.
Support by Links.
The link method which has held a prominent place for a
number of years, is not now generally favored because of the
difficulties in maintenance. This is the lightest arrangement
March, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 77
used and it has an advantage in being equally effective in
tension and compression, and in a wreck or derailment this
feature is valuable. The link has fallen into disrepute in
some cases because of faulty design, but even when well de-
signed and with very strong pins the bearing surfaces to receive
the wear are not as large as may be desired. The pins must
be long if the links are wide, and this sets up severe bending
stresses in the sheets on account of the overhang or leverage.
Several designs are shown. The Schenectady Locomotive
Works' link plan is shown in Fig. 1, and Pig. 1 A, the Richmond
Locomotive Works in Fig. 2, and a design elaborate in detail,
for the Austrian State Railways, in Fig. 3. The method of sup-
porting the boiler direct to the equalizer by means of a strut
between the bars of the frames is shown in the Schenectady
design. The Austrian links have hardened pins and bushings
and are provided with oil cups. This design may be criticised
with many others because it is necessary to jack up the boiler
in order to take the supporting devices down. The pads for
the support of the upper pins are very large and even take
in the mud ring. The oiling device for the Austrian links is
a good idea which ought to be used on other arrangements
such as pads.
The link arrangement used on the moguls of the C, B. & Q.
is shown in Fig. 4. This has worked very well for a number
of yeai's. The links in this case are 2 by 4-inch rectangular
bars with steel bushings, and the brackets are secured to the
back of the firebox and to the ends of the frames. The side
thrust is taken by plates secured to the firebox.
There are many advocates of the link method, and the fact
remains that in spite of theoretical disadvantages it has done
very well in some cases. There is a tendency to distort the
sheets to which the pads are applied, which appears to be a
serious objection. This is improved by the use of large pads.
Many roads have abandoned the link in favor of other methods,
while others have a large number of heavy engines supported
in this way.
Pads Resting on Brackets.
The use of cast-steel brackets is quite generally favored.
Fig. 3.
These are made in a variety of forms. The principles are about
the same in all and the details vary according to circumstances.
Those illustrated embody a support between the bars of the
frame with supporting surfaces for the boiler, in which lateral
and lifting stresses are provided for. In Fig. 5 the plan used
in Schenectady engines for the New York, New Haven & Hart-
ford is shown. Mr. Henney kindly furnished the drawing and
stated that this arrangement has been satisfactory, giving no
trouble whatever. The bearing between the upper and lower
pads consists of a tongue and groove with a steel key to take
the side thrust.
The large pads and brackets used in the new Brooks 10-
wheel passenger engines for the Lake Shore (November issue,
1899, page 344) are shown in Fig. 6. These give good support
and seems to work well in every way. They are, however, very
heavy. The 10-wheel passenger engines built by the Richmond
Works for the Southern Railway (our issue of March, 1898,
page 83) have pads and brackets of the form shown in Fig. 7,
by courtesy of Mr. W. H. Thomas. This plan gives a generous
bearing for wear and large 1-inch plates lipped over the boiler
pads take the lateral and lifting stresses. This is a strong
design, but is not light in weight. Fig. 8 illustrates another
form in cast steel which has been used by the Richmond Loco-
motive Works. It does not have the advantage of easily sep-
arating the boiler from the frames. The pads must be taken
off in this case. This drawing represents a large class of
boiler bearers made by several builders, but they are not the
most convenient kind.
Mud Ring Support.
Two ways of supporting boilers by the mud rings are
shown in Figs. 9 and 10. Fig. 9 is a design by the Richmond
Locomotive Works as used with sloping frames. This plan
has the advantage of removing the stresses due to the weight
of the boiler from the pad studs to the mud ring, where they
are received nearly centrally upon the frames without caus-
ing twisting moments. The design becomes simpler for level
frames. This plan is simple, neat and strong. It places the
stresses where they may be best provided for and the space
78
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. t2.
takeu up is not required for other parts. This construction, be-
ing of wrought iron, is expensive, but we can not see any ob-
jection to it. The additional cost Is believed to be amply com-
pensated in the long life of the parts and relief of the firebox
sheets from injury. The lip and shoulder in the bearing por-
tions under the mud ring should not be overlooked.
A somewhat similar design is used on the heavy freight loco-
motives on the Pennsylvania, classes H5 and H6, as shown in
Fig, 10, which is reproduced from the description of these
engines in this journal (issue of June, 1899, page 181). In
this case steel castings are fitted between the bars of the
frames, terminating at the top in a long block, the top sur-
face of which is flush with the top of the frame. Pads, secured
to the boiler by studs, and provided with broad bearing
flanges, receive the weight of the boiler and transmit it to
the lower bearing surfaces, which are protected from wear
by thin steel shims which are easily renewed, A %-inch rein-
forcing plate is placed against the firebox sheet, inside the
water leg, into which the studs are screwed.
This design has the important advantage of removing all
tearing stresses from the studs in the pad. The firebox tends
to push against the studs. This plan seems to meet all the
requirements admirably and no fault has yet been found with
it. It is the standard practice of the Pennsylvania.
The method of supporting by the mud ring shown in Figs.
11, 12 and 13 was used on the new Brooks consolidation en-
gines for the Lake Shore & Michigan Southern illustrated in
our February number. Fig. 11 shows one of the pairs of
shoes placed under the mud ring. There are two pairs of
these on each side of the engine. Those in front are very shal-
low, because they are fitted between the mud ring and the top
bar of the frame where the space is not as great as shown in
1
€smjiMW^
^?
-P4f-
fc.x^l
}:-^
^
*"^
^
Fig. 11.
Fig. 13.
Fig. 11. These shoes are of cast steel and very light. They
give no support against lateral or rolling stresses and they
do not assist in lifting the frames by the boiler in wrecking
operations. These features are provided chiefly by the large
%-inch plate of Fig. 13, which is secured to the back boiler
head and to the front face of the cast steel foot plate. The
boiler studs are "s inch in diameter and it will be noticed that
the plate is drilled opposite each staybolt. This plate may assist
in carrying the weight, but it is not expected to do so. It
distributes the transverse stresses over a large area on the
back head and it seems to be an excellent plan. Plates have
been used in this way for a long time on wide firebox engines.
A 34-in. plate. Fig. 12, is used to assist in furnishing attach-
ment between the boiler and frames in a vertical direction.
This plate covers the shallow mud ring shoes similar to Fig. 11.
It also furnishes some lateral resistance. The chief object
of this plan was to support the boiler safely with the minimum
amount of added weight.
The necessity for lubricating boiler supports of whatever
kind is not properly appreciated. Oil cups should be provided
for links, brackets or mud ring supports. In link suspension
it is not uncommon to find the surfaces rusted so tight as to
defy release, except by removing the plates from the firebox.
The resistance to motion in these parts when thus fastened
together must necessarily throw undue stresses on other parts,
and it is possible that some cases of broken cylinders and
saddles may be explained in this way. The new Schenectady
engines for the New York Central have oil cups to lubricate
the boiler bearers. All of these devices ought to have facili-
ties for oiling.
In using pads for vertical as well as lateral support, care
should be taken to get them large enough to get in a sufficient
number of studs.
The foregoing discussion may be summed up as follows:
The best plan, wherever it can be used, is to support the boiler
by the mud ring, or by the mud ring and by lateral plate braces.
Next in order of excellence is the pad and bracket with area
enough to give a large number of studs, while the link sus-
pension seems to lack the best features of the bracket and mud
ring plans.
M
ARCH. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 79
Long;itudinal Section.
Experimental Marine Type Boiler^forla^Locomotivet
Atchison,'.Topeka!8< ISanta^Fe'Ry.
A CORRUGATED PMREBOX, RETURN-TUBE LOCOMOTIVE
BOILER.
Atchison, Topeka & Santa Fe Railway.
A novel experimental locomotive has just been completed at
the Topeka shops of the Atchison, Topeka & Santa Fe Railway
from drawings prepared under the direction of Mr. John Player,
Superintendent of Motive Power of that road. The grates,
which are of the rocking type, are placed in the rear end of a
40-inch corrugated, marine furnace flue, 14 feet 3 inches long,
which opens at the front end into a "back connection." and the
products of combustion pass backward through about 130 tubes
to a cross connection at the cab end and thence pass forward
through a plate duct along the boiler to a very small smokebox
or chamber, into which the exhaust nozzle opens, to throw the
blast up the stack. Air is admitted at the back end under the
grates and also from a duct which opens under the bridge wall
and brings air from under the boiler, just in the rear of the
cylinder saddle, A butterfly valve may be opened between the
front end of this
duct and the "back
connection" if air Is
needed at that point
for perfect combus-
tion. The ashes are
raked out of the
furnace at the back
end, where they are
received in a hopper
which is slung under
the deck of the cab.
The bottom of the
furnace is protected
from the ashes, and
the front of the com-
bustion chamber
from the heat of
the flames. The ar-
rangement of the
steam and exhaust
pipes and an idea of
the exterior appear-
ance of the engine
are shown in the
engravin g s. The
idea of using a corrugated furnace in a locomotive in such
a way as to secure a large amount of combustion space is new.
This boiler is understood to be entirely experimental, but there
seems to be no reason why it should not be successful. If it
accomplishes nothing more than to do away with staybolts it
will serve a most useful purpose. Attempts to improve the
locomotive boiler are so rare that experiments of this kind
ought to receive the heartiest encouragement. Locomotive men
are so conservative about unusual designs that it requires a
great deal of courage to bring out anything of this sort.
The attention of every reader of this paper is directed to
pages XVI. and XVII. of this number. A copy of the paper
will be sent to your
publication office.
address if you will send 20 cents to our
Recently, on the London & North Western, the Irish mail
encountered a bale of cloth which threw several coaches over
upon the freight track to be run into by a freight train. This
seems like boys play rather than real railroading.
80
AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Establlslied X832)
— AMERICAN —
Engineer
RAILROAD "journal
PUBLISHED MONTHLY
BT
R. M. VAN ARSDAI.E,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. I«. BASFORn, Editor.
E. E. SII.K, Associate Editor
MAECH, 19f0.
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ConUi\>nt\on%.— Articles relating to railway rolling stock con-
struction and management and kindred topics, by those who
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To Subscribers.— TAe .American Engineer and Railroad
.TonRVAL is mailed regularly to every subscriber each
month. Any subscriber who fails to receive his paper ought
at once to notify the postmaster at the office of deKvery, and in
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The paper may be obtained and subscriptions tor it .sent to the
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St. Uunstan^s Bouse. Fetter Lane. E. C.
It is surprising and gratifying to see the results of our efforts
to bring out the bright and experienced young men in the
motive power departments and place them in communication
with officers who are in need of their services. A statement
of unsolicited response is printed on page XVIL of this issue.
A real reform is needed in the matter of salaries paid by
American railroads to their motive power officers. In Eng-
land the locomotive superintendent is paid a salary nearly as
high as that of the general manager, and he is considered as
one of the most important officials, although his duties cover
no more, and generally not as much, ground as is the case in
this country. No department of a railroad offers such oppor-
tunities for administrative wisdom to produce real economy
as that in charge of locomotives and cars. No private em-
ployer -would think of expecting a superintendent of motive
power, tor a salary of $3,000 to $5,000, to honestly and wisely
administer expenditures amounting to several million dollars
per annum. This is often done in railroad service. It is a
difficulty which must correct itself In time. Those manage-
ments which recognize the importance of this question and
make it clear that mechanical ability is appreciated are
wise.
More than one successful man owes his beginning in ad-
vancement to the special study of some one subject and to
the fact that others are aware of his proficiency in it. In
some cases this has resulted from a paper before a technical
association or good work done in connection with a com-
mittee report or as a part of an engineering investiga-
tion. Such a course is advantageous also because the very
process of preparing one's information to be made available
for others involves the crystallization of ideas, and a man
always understands himself better because of trying to place
his information in form for record. The technical associa-
tions offer means for advancement which ought to be more
generally appreciated. Recently two papers which are worthy
of remark were discussed before one of the railroad clubs.
They were presented by men whose class is not often heard
from in this way. One, on piece-work, was written by a shop
machinist, and the other, on pooling locomotives, by an engi-
neer of a freight locomotive. The papers are excellent, and
that on pooling is the best so far produced on the subject.
It is safe to say that these men possess qualifications which
will lead to greater responsibilities. They have set an exam-
ple which should be suggestive to many others who occupy
much higher positions. Several able men who now occupy
high positions while comparatively young have profited by
this idea. Those we have in mind have a high professional
principle in mind in this connection. They believe that when
a man has secured professional information by study and ex-
perience he ought to give the benefit to others because he de-
sires to learn from others. This is a strong and unselfish rea-
son for what we advocate.
ARRANGEMENTS OF TRACKS IN ERECTING SHOPS.
The question of the track arrangement in shops, whether
longitudinal or lateral, is one of the first which Is considered
in drawing up plans for new shops or in making improve-
ments in old ones. There are differences of opinion, and some
time ago we gave considerable space to this subject, rather
favoring the longitudinal plan as a result of an examination
of the shops of the Boston & Maine at Concord, N. H. Having
been taken to task recently for this position by a Superinten-
dent of Motive Power who has just completed plans for new
shops, and being met with several good arguments, it seems
advisable to present them. They come from one who has used
both systems, and he strongly advocates the lateral plan from
his experience.
The question of cranes versus transfer tables is the first to
come up. He directs attention to the fact that a great deal
of lifting of locomotives as a whole is required with the longi-
tudinal tracks. This requires a heavy crane at each end of the
engine, whereas a single heavy crane is required for the other
plan. A second and lighter one, or two lighter ones, may be
used for the cross-track shop if desired. It is also argued that
a transfer table costs less than the second heavy crane.
One of the arguments against the long tracks is that the high
lift required to carry locomotives over others standing on the
same track necessitates a much higher, and consequently more
expensive shop, because in this case the lift must be at least
20 feet, whereas in the other case the lift need be only suffi-
cient to take the driving wheels out from under the engines,
or from 6 to 8 feet. The same total length of track will accom-
modate the same number of engines in either case, but It is
stated that the shop is much more cluttered up with the parts
of engines in the long track plan, and an additional objection is
that the pits of the long tracks must be covered with boards
Makoh, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL
81
when not In use, and even then the pits make It difficult to
carry heavy parts about. These ideas may or may not be new
to our roadors, but the argument seems to be a good one.
The oross-trark system has the practical endorsement of the
locomotive builders.
WHAT MOTIVK POWER OFFICERS ARE THINKINP.
ABOUT.
Recent conversations with eight representative motive power
officers, at their headquarters, indicate, by the voluntary in-
troduction of the subjects, that the following are the most
imjiortant lines for development in the immediate future:
Compounds.
The compound locomotive has gained ground remarkably
during the past year. It has now become so well established
upon one road where careful comparisons have been made for
four years, that it Is believed to be safe to say that nearly
all future road engines for freight and passenger service
there will be compounds. The records made by simple and com-
pound locomotives, in the same service, on this road, show a
saving by the compounds of 18 per cent, in fuel and between
5 and 6 per cent, in repairs in four years. On another road
which heretofore has been satisfied to allow others to do the
experimenting, a good-sized investment in compounds has
been decided upon in confidence of securing advantage not
only in fuel economy but also in repairs and in mileage. Care-
fully kept tonnage rating statistics have contributed to this
result. With this turning toward the compound there is a no-
ticeable tendency toward a proper consideration of satisfactory
operation in the design of compoimds. The provision of am-
ple power when running in compound working is the most im-
portant factor to be kept in mind in ordering engines of this
type.
Heavy Locomotives.
The heavy locomotive for both passenger and freight has a
strong hold and the heavy engine is not at all a fad. but a
recognized improvement in operation. Engineering depart-
ments are more liberal in the limitation of driving-wheel
weights and managers are more appreciative of the necessity
of favoring the locomotives by bringing the bridges up to the
reciuirements. A general breaking down of the individual de-
partment idea is progressing. The engineering departments
are less bitter in their denunciation of heavy engines because
it is clear that they are needed.
Wider Fireboxes.
The coal situation throughout the west is such as to em-
phasize the importance of providing in the design of fireboxes
for a much wider variation in the quality of fuel than has
been considered necessary.. Several of the important trunk
lines have been seriously handicapped by the necessity of using
coal that a short time ago was rejected. In one case 75 cars
of coal actually refused and returned, four months ago. have
since been cheerfully received and used for want of better
fuel. This makes larger grates appear attractive not only be-
cause they offer greater leeway to meet the accidental state
of the coal market, but also because they make It possible to
use lower grades of coal. The extremely large grates required
for anthracite coal are not needed with most western coals, but
a moderate increase of area, obtained by increasing the width
of the firebox, may be expected on several roads In the near
future.
The Fireman.
The demands upon heavy passenger locomotives in use on
a number of roads involve an amount of work for the firemen
which is nearer the limit of their physical endurance than
is generally realized. When all goes well a heavy passenger
run is not so hard, but in zero weather. In snow storms with
everything frozen that can freeze, with from 60 to 100 lbs. steam
pressure for heating a train of from 10 to 14 heavy cars,
the firing of the engine is a hardship. A regular run of 180
miles requires, say, 8 tons of coal In 4% hours, with 8 cars.
Ihis is comparatively easy on the fireman in good weather,
but when the train has an extra car, when the weather is bad
and one-half hour is to be made up, ten tons of coal are handled
by the fireman in 4 hours, or 2V4 tons per hour. Three tons
per hour Is satisfactory work by a laborer in the coal chutes,
where it is merely moved by the shovel, but the fireman must
not only handle nearly as much as this, but he must place
it skilfully on the grates, keep an eye on the steam gage, help
the engineer with the water, and, what Is worse, he must
average several steps after each scoopful of coal. Men do this
rizht along every day and little is thought of it. A question
of two firemen on a locomotive may be up for settlement some
day. That time will be deferred by aiding the fireman as
much as possible. When there is an opportunity to do so, it
is worth while to have a laborer shovel the coal forward at
some water station stop to save steps for the fireman during
the latter part of the nm. The sloping tank is good, but it
does not go far enough, and with coal containing much slack
the shoveling is necessary, because it will not run of itself.
The best way to relieve the fireman, which means also reliev-
ing the engine, the track and all. is to reduce the lost time
to the lowest possible amount. Better attention to the signal-
ing and the modernizing of water stations are labor savers
which are not appreciated. When these are as they ought
to be, there will be no slackening of speed on account of un-
certainty about signals, and water station stops will be reduced
to seventy-five seconds. Both of these items become very im-
portant in fast runs and especially when making up time.
This is a subject which is spoken of rather guardedly. It is.
however, a most Important factor, and will soon compel the
consideration of improvements in the use of steam with a force
that is not to be ignored. The tendency toward increasing the
demands for steam was seen recently in a new way. It was
on an engine hauling 14 cars in a passenger train. In order
to heat the cars a special order was issued by the Division
Superintendent to the engineer instructing him to carry a
steam pressure of SO pounds per square inch on the train
heating system. The combination of severe requirements for
passenger service, particularly in winter weather, is a matter fit
to worry about, particularly because the end is not yet in
sight.
Piston Valves.
Piston valves make friends everywhere and we shall soon
hear of roads which will order no other valves. The opinion
that this is one of the greatest improvements in modern loco-
motive designing is justified by the views of those who are
best able to see its merits. The satisfaction with the princi-
ples of the piston valve appears to be universal where it Is
used, and the fact that it is being adopted in switch engines
shows its present status. Central admission and hollow valves
seem to call out the best and strongest endorsement. It is
believed that this type of valve will soon be made to show
greater improvements than have thus far been brought out.
Experiments are now being made on an Important fundamen-
tal and promising improvement in locomotive valve motion.
In a short time it will be shown that locomotive cylinder clear-
ances can be reduced to terms heretofore believed to be im-
possible of achievement. We shall seen see designs for apply-
ing piston valves to old engines to replace the flat valves upon
the tops of ordinary cylinders.
Engine Failures.
Systematic watching of the failures of detail parts is practiced
on a number of leading roads, and in consequence there is a
remarkable reduction in the numben of failures in service
which formerly caused delays to trains. This is not a new
idea but it is coming into more general use. There is no bet-
ter way to study design than to observe the effects of improve-
ments in the form of slight changes in the shape and size
of parts. In crank pins, axles, piston rods and parts of valve
gear and spring rigging, the effect is most marked. One of
the best ways to keep these records is by aid of printed sheets
82
AMERICAN ENGINEER AND RAILROAD JOURNAL.
bearing, in copying inl?, outline sketches of ttie various parts,
upon which local officials may indicate the location of frac-
tures; and on the Rame sheet space for explanatory remarks
is provided. These, when collected for a definite period, fur-
nish a great deal of positive information as a basis for changes
in design, and subsequent records bring out the effects of those
changes. This involves very little time and labor, and the
returns amply justify the trouble. In fact this is the only
way to secure this important information.
Car Construction.
In car construction the greatest amount of thought is being
put upon methods for increasing capacity without unduly in-
creasing weight. The high prices of steel account for a ten-
dency toward the development of large capacities in wooden
cars with deep trusses and metal bolsters. Next in importance
is the improvement in draft gear. For freight cars strong and
simple rigging is sought. This applies specially to those roads
having recently put very large locomotives into service, some
of which give a draw-bar pull of between 45,000 and .50,000
pounds, which is far beyond the capacities of the ordinary draft
rigging. The result is that the front portion of trains hauled
by these engines are running with the draft springs compressed
solid. This is severe on the entire underframlng of the car
as well as upon the draft rigging itself. In passenger equip-
ment more attention is being given to the lateral play of coup-
lers. Several roads are considering the adoption of spring
devices providing about 5 inches of total side play of the
coupler shanks instead of 1 inch, which is the prevailing
amount. This is a great improvement, particularly in cars
having long overhang from the truck centers to the plat-
forms.
Cost of Work.
The most elusive and. at the same time, most valuable infor-
mation to the motive power officer, is the cost of doing work.
It is very easy to omit important items in securing statistics
of ihis kind, particularly in repair work, but in order to effect
improvements intelligently such information is necessary, and
it is apparent that clerical expenses are being increased with
this fact in view. This tendency is reflected in many plans
for new shops in which better methods of handling material
and economies in the distribution of power are promised. It
is not in the actual saving of power that the great advantage
of this idea lies so much as in the saving of labor in running
the shops and in the transportation of material. Some of the
shops which are now being overhauled or supplanted by new
ones now employ nine and even more independent steam plants,
with the corresponding number of attendants. The centraliza-
tion of the power plant into a single power station is the rule,
and in several of these steam, electric, hydraulic and pneu-
matic machinery is so grouped as to permit of the minimum
cost for attendance. In such a complex plant as a modern rail-
road repair shop it is necessary to provide all of these power
distributing systems, and once having the facilities, each system
may be called upon for the service to which it is best adapted.
Men.
Almost universal is the demand for men to take the respon-
sibilities which the present unusual conditions of activity have
created. There is a crying need for more systematic methods
of training young men for advancement. The great number
of changes made during the past year in the motive power de-
partments of many large roads is impressive. It points forci-
bly to a serious weakness. Giving due weight to the occasional
advantages of "new blood." these wholesale changes ought not
to be necessary. Theoretically, every man should consider it
a most important part of his work to educate and prepare
his own successor. Subordinates should be selected with a
view of the possibilities of advancement, and the most suc-
cessful men of the future will be those who apply this broad
and fundamental principle. It is easy to find roads in which
the entire personnel of important departments are disheart-
ened and discouraged by an utter disregard of this idea. An
extreme case of this kind now exists in which seven men are
wanted at once in the motive power department of one road.
The necessity for this situation is doubted, and the attention
of the presidents should be given to this question. It is one
which is of vital importance to the stockholders.
The new President of one of our most important roads re-
cently told the writer of his experiences on assuming charge
of the property. After he had looked over the situation he
met the heads of departments and division officers and told
them what he expected them to accomplish in the first year.
Some said it could not be done. The reply was: "My expecta-
tions are reasonable and you will be given every opportunity
to carry them out. If you cannot secure the results others
will be invited to try it, but I want you to do it," Very few
changes have been necessary, and in three months several of
the division superintendents had done that for which the
President had allowed a year. This is far better than a "new
blood" policy from the start. It has had an almost electrical
eu-ect on this road.
There is a strong tendency among railroad officers to follow
details too closely. It is necessary to spend more time in per-
fecting such an organization as will place the responsibilities
for detail upon subordinates.
What a difference it would make in great corporations if
the heads of departments could get their work running so that
they could sit down for 15 minutes every day and think!
CHICAGO & NORTHWESTERN SHOPS AT CHICAGO.
Extensive Improvements.
General Scheme.
When the Chicago shops of this road were built in 1872 they
represented the best practice of the time. They have not
been kept up to date and increased demands necessitated the
extensive additions and improvements which are now being
carried out to meet the delHands of that part of the road which
is tributary to Chicago. The greatest need was in the boiler
work and it was found that no part of the old boiler depart-
ment could be utilized. This led to the consideration of these
plans.
These shops are the only ones of any extent on the Galena
and Wisconsin divisions, where the heaviest work of the road
is done. The general repairs tor these divisions and the
heavy boiler work for the entire road and nearly all the new
tank work is done here as well as nearly all of the making of
new parts for locomotives and cars. As boiler making ma-
chinery is very expensive, it was considered advisable to con-
centrate all of this work here for 1,062 C. & N, W. engines, as
well as that for general repairs of about 500 engines. When
the firebox i-epairs of the Fremont, Elkhorn & Missouri Val-
ley are included, boiler shop facilities for 1,185 locomotives
were required, and this is provided in these plans. The com-
plete scheme provided for other extensive additions, which,
however, will not now be carried out. The car department
will have two new buildings. The plan shown in the accom-
panying engraving gives the locations of the new buildings, of
which there are three for the machinery department, besides
an addition to the tank shop, A new power station, a new
boiler shop, an annex to the machine shop, and an addition
to the tank shop of 144 feet are now under way. The descrip-
tion in detail will be presented later.
The new boiler shop is placed north of the locomotive ma-
chine shop and has a floor 120 by 300 feet, with the main por-
tion 67 feet wide. The riveting tower at the north end is
56 feet high and the wing is 67 feet wide by 20 feet high. The
old boiler shop becomes the paint shop under the new plan. It
is 80 feet wide and will be rearranged inside. At its upper
end is an annex for the sand-blast apparatus used to clean old
March, liioo.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 83
paint from tendoi- tanks. The tank shop Is extended north-
ward and these buildings are arranged to be served by an
extension of the present transfer table at the east side of the
machine and boiler shops. This transfer table pit will be about
900 feet long.
At the northwest end of the locomotive shop is the machine
shop annex, in which all of the work of making parts of loco-
motives will be concentnitPd. This includes crank pins, piston
rods, brass work and other details which are now scattered all
over the large machine shop in such a way as to seriously in-
terfere with the other work '.n the shop. This building is
two stories high and it provides for a considerable extension
of facilities beyond the present needs. It is 100 by 150 feet on
the ground, the first story has 18 feet 6 inches head room and
the second story 13 feet in the clear. There Is an opening 42
by 132 feet through the second floor, with two foot bridges
across the opening.
The tank shop, besides being lengthened, will have Its walls
raised to 24 feet 7 inches, which is the height of the walls
of the new part. It will have a 30-ton traveling crane and ten
tenders will be handled at once in this shop. It is admirably
arranged, as will be seen in the detailed description.
An extensive improvement of the main locomotive shop.
which combines the machine and erecting shops, was consid-
ered, with a view of providing adequate crane service, but the
span of the roof, 120 feet, discouraged this for the present. It
is now provided with a walking crane through the middle of
the building and with small traveling cranes over the repair
pits. At some future time this building will be raised or re-
constructed in order to provide heavy electric traveling cranes
capable of lifting locomotives.
This plant is also the most extensive on the road for the
repair of cars. The new building south of the west end of
the wood machine shop is for the storage of lumber. It is to
be 40 by 140 feet, and the large one between paint shop No.
4 and car erecting shop No. 5 is to be 80 by 302 feet. This
is to be divided into smaller shops, the quarter of the length
at the north end being divided between pipe-fitting and bufling
rooms. The upholstery shop is next, occupying about two-
thirds of the length of the building, while the remainder is
to be used for varnishing the sashes and blinds of cars. The
entire upper story is for the storage of seats, cirshions and
other car fittings. All of the parlor cars of the road have
separate sets of seats for winter and summer use. which ne-
cessitates considerable storage room.
In considering the distribution of power it was decided to
allow the car department plant to remain as it is owing to the
fact that its steam power is produced by the burning of
refuse material. There were ?even isolated steam plants, in-
cluding that for the paint mill Vbuilding No. 261. which it
seemed feasible to replace by a better system, as these all
burned coal and involved separate attendance. The increase
in the use of compressed air. in lighting and in power involved
by the improvements led to the provision of an up-to-date
power station in which all the steam, electric, pneumatic and
hydraulic power systems will be concentrated. The boiler
ulant will have three 500-horse-power Babcock & Wilcox boil-
ers with feed-water heaters and mechanical stokers, the draft
being provided by a brick chimney, as this was considered a
cheaper arrangement than the induced-draft system. The coal
storage provides for ISO tons in hoppers in the boiler room.
The engines are by the Ball Engine Company, the air com-
oressor by Fraser & Chalmers, with a capacity of 1.500 cubic
feet of free air per minute. The generators and motors are by
the General Electric Company, installed by the construction
department of the Chicago Edison Company.
Work has been started on all of the buildings, but it is now
moving slowly on account of the difficultv in securing mate-
rial. We are indebted to Mr. Robert Quayle, Superintendent of
Motive Power of the road, for the plan and Mr. G. R. Hender-
son, Assistant Superintendent of Motive Power, for the details
used in the preparation of these articles.
84
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Twelve-Wheel, Two-Cylinder Compound, Chicago & Eastern Illinois R. R.
Built by the Pittsburgh Locomotive Wobks.
TWELVE-WHEEL TWO-CYLINDER COMPOUND LOCOMO-
TIVE.
Chicago & Eastern Illinois Railroad.
Built by the Pittsburg Locomotive Works.
This large two-cylinder compound has just been delivered
to the Chicago & Eastern Illinois Railroad by the Pittsburg
Locomotive Works, and it is interesting as another example of
the appreciation of the principle of increased locomotive power
for the hauling of heavy trains. The Chicago & Eastern Illi-
nois has an exceedingly heavy coal business, and this engine
was brought out for this service. It may be taken as an illus-
tration of the wide acceptance of the heavy locomotive as a
factor in reducing the cost of transportation.
The total weight is 182,200 pounds and the weight on driv-
ing wheels 144,000 pounds. This engine is somewhat lighter
than the two-cylinder compounds of the same type built in
1897 for the Northern Pacific (see March. 1897, page 97), which
is the design with which it compares most closely. With
these weights in view, the heating surface of 2,273 square feet
seems small. With but 3,800 pounds more total weight, the
Northern Pacific engines have nearly 30 per cent, more total
heating surface. The cylinders of the C. & E. I. engine are
21 V^ and 33 by 30 inches, and the driving wheels 54 inches In
diameter. The valves are the American balance type. The
following table gives the chief characteristics of the de-
sign:
Chicago & Eastern Illinois Railroad.— Weights and General Dimen-
sions of Twelve-Wheel Compound Locomotive.
Fuel Bituminous coal
Gauge of track 4 ft. SV. in.
Total weight o" engine in working order 182.2fl0'lbs.
Total weight of engine on drivers 144,000 lbs.
Height from rail to top of stack 14 ft. 9% in.
Driving-wheel base of engine 15 ft. 6 in.
Total wheel base of engine 26 ft. 2 in.
Total wheel base of engine and tender 54 ft. 6 in.
Cylinders, high pressure, diameter and stroke 21% by 30 in.
Cylinders, low pressure, diameter and stroke 33 by 30 in.
Slide valves American balance
Piston rod.5 Cambria steel, 4 in. diameter
Type of boiler Extended wagon top
Diameter of boiler at smallest ring B4 in.
Diameter of boiler at back head 72 in.
Crown sheet supported by radial stays, 1% in. diameter.
Staybolts. 1 in. diameter, spaced about 4 in. centers.
Number of tubes 288
Diameter of tubes 2 in.
Length of tubes over tube sheets 13 ft. 6 in.
Length of tirel.ox, inside 126 in.
^\'idth of firebox. Inside 41 in.
Working pressure ; 200 lbs
Kind of gratety Cast-iron rocking
Grate area 36 sq. ft.
Heating surface in tubes 2,081 sq. ft.
Heating surface in firebox 192 sq. ft.
Total heating surface 2,273 sq. ft.
Diameter of driving wheels, outside of tire 54 in.
Diameter and length of journals 8^ by 10 in.
Diameter of truck wheels 28 in.
Diameter and length of truck journals 6 by 10 in.
Type of tank Level top
Capacity of tank, water 4,500 U. S. gallons
Capacitv of tank, fuel 320 cu. ft.
Weight of tender with water and fuel .' 93,000 lbs.
Type of brake Westinghouse American
INTERSTATE COMMERCE COMMISSION RECORD OF
ACCIDENTS IN COUPLING CARS.
Previous to its last annual report the Commission had ex-
pressed the opinion that until all cars were equipped, the
advantages of automatic couplers as a means of protection to
employees would not be demonstrated by the falling off in the
number of killed and injured in coupling and uncoupling cars,
and that view finds some support in the showing of casualties
for the year ending June 30, 1898, when the number killed
was 279 and the number injured was 4,988. While 1 em-
ployee was killed out of every 349 employed in 1893, and in
1897 the number was 1 killed to 647 employed, the figures were
1 killed to 518 employed in 1898. The ratio of injured to those
employed was 1 to 13 in 1893, 1 to 22 in 1897, and 1 to 21 in 1898.
In 1899. for which year full returns have not yet been made, it
is found that 199 were killed and 5,339 Injured upon 89 roads,
while in 1898. on the same roads, 209 were killed and 5.484 were
injured.
The causes of the large number of deaths and injuries still
resulting to employees v/hile engaged in railway operations are
believed to be: (1) The increased percentage of inexperienced
men employed since the decrease which resulted from the panic
of 1893. (2) The greater number of tons carried per man em-
ployed, owing to the use of cars having greater weight and
greater weight-carrying capacity. (3) The use of old and in-
ferior cars, owing to the unusually great demands for trans-
portation facilities on all roads and in all sections of the coun-
try. (4) The transition from the link-and-pin to the vertical-
plane type of coupler.
THE BRAKEBEAM SUIT.
Editor American Engineer and Railroad Journal:
Our attention has just been called to a circular issued by the
Interchangeable Brake Beam Co. referring to the patent suits
pending between this company and that, and we beg to call
attention to a material omission in their circular, viz.: They
omitted referring to the fact that the case, prior to the date of
their circular, was appealed to the United States Court of Ap-
peals and the decision of which court will determine whether
"the railroads can use the Interchangeable Brake Beam freely"
or not. We think it only proper that attention should be called
to the fact that the question is yet to be finally determined, and
is still "in the court."
CHICAGO RAILWAY EQUIPMENT CO.
Chicago, February IB, 1900.
March, 1900.
AMERICAN ENGINEER AND RAILHOaD JOURNAL. 83
EDITORIAL CORRESPONDENCE.
Lake Shore & Miohigan Southern.
The new 10-wheel passenger locomotives are eontinuing to
do excellent work, and the freight engines, which we described
last month, arrived in the nick of time. There were 25 of them
and they came during a violent snow storm and went immedi-
ately to work in the emergency without the customary few days
or weeks of nursing and petting to break them in. It evidently
was a relief to the situation that was greatly appreciated be-
cause they gave no trouble whatevei- and they prevented a
blockade of the road.
These engines are remarkably handsome. Their drivers are
62 inches in diameter which, with the exception of the engines
built last year for the Lehigh Valley, are the largest ever used
for the consolidation type. They are hauling trains of 2,800
and 3.000 tons on the main line, where the maximum grade
is not over 16 feet per mile. They have hauled trains of 85 cars
which means a total length of over 3,000 feet. The object of
the large wheels was to insure speeds as high as made by the
ten-wheelers previously in use. while the loads hauled are very
much greater. They have already shown the value of this fea-
ture, for one was used in an emergency to haul "The Limited,"
which, we are told, was done in schedule time. Formerly the
heaviest main-line freight engine was a 19i^ by 30 in. ten-
wheeler with 62 in. drivers and a total weight of 156,000 lbs.
and 117,000 lbs. on the drivers. The new consolidation en-
gines have a total weight of 168.000 lbs. with 149.000 lbs. on
the drivers and 21 by 30 inch cylinders, and the same sized
drivers as the lighter engines. In order to provide for the
stresses due to 21 inch cylinders the main driving axle journals
are 9Vi by 12 in., which is one inch larger in diameter than the
other journals. The total weight of these engines was limited
to 172,000 lbs. The driving box brasses are relieved for about
1*4 in. on the main journals and 1% in. on the others after
the manner of truck brasses in order to reduce the area of con-
tact between the brasses and the journals to that which really
supports weight. The passenger and freight engines steam
well and are very satisfactory. They exhibit the greatest sav-
ing in weight by the use of cast steel and the reduction of sec-
tions that is to be found, and they represent the maximum
power that could be had with this weight.
Chicago & Northwestern.
This road, in common with a number of western lines, is
having difficulty just now in securing the grade of coal which
they have been using, and for which their fireboxes are
adapted. The reason for this is not as important as the effect
upon the cost of the fuel and its action in the engine. The
coal now received, and it is the best obtainable under the cir-
cumstances, though costing less than that formerly used, is
really much more expensive because a great deal more is re-
quired. This points forcibly to the very great importance of
the adaptation of the grates to the fuel, and not only to one
particular kind of fuel. It is necessary to have more leeway
in the choice of fuel, so that a variation, within reasonable
limits, may be provided for to meet the requirements of the
coals that are available. Mr. Quayle is rather more interested
in the width of the firebox as a result of having to get along
with poor coal for a while. He spoke with considerable favor
of a moderate increase in grate area through an increase in
width. It is not necessary to go to the large grate areas used
in the East for culm burning, but we may expect to see a
rational treatment of the wider firebox in the West in the near
future.
Mr. Quayle and his assistant. Mr. Henderson, are very care-
fully watching the failures of locomotives on the road by
means of reports returned by the division master mechanics.
These reports are tabulated, and every six months the break-
ages are analyzed and discussed in a meeting of the officers
of the department. This has resulted In a large reduction in
engine failures, due to the Information obtained in regard to
the weakness which service develops.
The bulging of the side sheets of locomotive fireboxes has
liien investigated by Mr. G. M. Davidson, Chemist and Engi-
neer of Tests of this road. He believed that the bulging of
the sheets between the staybolts was one effect of the water
used to wash out the boilers while hot, and proved his point.
Four 24-inch square sheets of %-inch boiler plate were cut,
and one of them was secured to another, but thicker sheet, by
staybolts as in the case of a firebox. The sheets were heated
just below a cherry red and cooled by the application of a
jet of cold water at the center. One of the sheets had two,
one had six, and the third, twelve heatings and coolings. There
was no application of exterior force, yet the sheets bulged
under the stresses of contraction. The first bulged at the
center to a height of about 2 inches, the second 5 inches, and
the third 8 inches, showing the relative effects of two, six and
twelve coolings. The sheet that was secured to another sheet,
as in a firebox, was heated and cooled five times by the jet
at the center, and afterward five times with jets in the four
corners. The first treatment caused an outward bulge at the
center, but this was drawn in by the other coolings until but
a slight bulge remained. At the four corners, however, there
were pronounced bulges, identical in appearance with those
found in fireboxes which are worked hard in service. The
staybolts were all loosened so that they would leak if put
under pressure; but it should be clearly understood that the
stresses in these experiments were entirely and solely those
due to expansion and contraction. The conclusion drawn is
that cold water injures firebox sheets and that the bulging
so often found is probably due to this cause. It may be pre-
vented, or at least improved, by furnishing enough engines
so that the time for cooling off may be allowed before washing
out. This, however, may be much more expensive than the
frequent replacement of the side sheets.
Two new methods of removing fireboxes are being devel-
oped on this road. In both of these, pneumatic drills are em-
ployed to drill into the staybolt through the outside sheet.
Then in one of the methods a tool made somewhat like this
sketch is placed in the drill hole and, driven by pneumatic
power, it cuts off the staybolt at the bottom of the drilled
hole.
The other method is even simpler than this. The staybolts
are drilled through the sheet as before, the hole being % inch,
or larger, according to the size of the staybolt. A punch like
those used by blacksmiths is then inserted in the hole, and
when struck a blow with a sledge, the bolt breaks off. We
have no record of the time required for this method, but for
the first it is stated that when cut out in the old way, with
-f .-.- 4^ ^^
Device for Cutting Staybolts.
a chisel and sledge, 90 man-hours were required for a firebox
containing 896 staybolts. This has been reduced to 15 man-
hours by the use of the new tool illustrated. With smaller
fireboxes the time is much shorter. One man now does the
work alone, and any portion of a side sheet may be renoved
without taking out the mud ring or the back head.
Mr. Henderson has worked out an usually complete indiv5da<il
record for locomotives, giving the characteristics of each class
and the special equipment. It has 11 columns to record
changes when repaired. He has also compiled a record of ma-
chine tools in the possession of the road, giving the original
cost, size, age and present value of each, the name of the
maker, and shop in which it is used. He has made a simple
improvement in ordinary shop air hoists for the purpose of
cushioning the upward motion, in order to prevent the piston
from striking the upper head hard enough to cause the load
86
AMERICAN ENGINEER AND RAILROAD JOURNAL.
to jump off the hook. He merely drills a small hole in the top
head to allow the air above the piston to escape slowly, and the
cylinder thus acts as a dash pot to stop the motion gradu-
ally.
GRAPHICAL TREATMENT OF HELICAL SPRINGS.
By Edward Grafstrom.
Mechanical Engineer Illinois Central R. R.
Columbu.s, Hocking Valley & Toledo.
This company has just completed a large coach paint shop,
adjacent to their repair shops, which is a great improvement
over the previous arrangement, in which the painting was done
at a distance of several miles from the main locomotive repair
works. The freight equipment is being overhauled, a large
number of large-capacity cars have been built, and many light
engines with 16-inch cylinders are being increased in power
by the building of larger boilers and the use of larger cylin-
ders. This is essentially a coal road, and the passenger busi-
Deflections
In the "American Engineer and Railroad Journal" of Decem-
ber, 1S98, page 396, and following, Mr. F. J. Cole had an inter-
esting article on "Springs," in his series on "Locomotive De-
sign," and many readers have probably found the diagram
of working loads and deflections for semi-elliptical springs very
convenient and useful in proportioning springs of this kind.
The writer regretted at the time the paper was published that
a similar diagram had not been furnished for helical springs,
for which the mathematical formulas are perhaps still more
unwieldy than for the elliptical ones. Since then there have
appeared, in several European papers, diagrams for similar
in Inches.
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Load in Pounds.
Diagram of Working Loads and Deflections of Helical Springs,
2000ZJ3S,
ness is relatively light. Mr. Stiffey, Superintendent of Motive
Power, has recently fitted up the entire plant with air pipes,
and pneumatic power will be used for all work to which it is
adapted.
This road has been testing Lucol spraying paints with great
satisfaction because of the rapid work which its use permits.
This spraying paint "sets" more rapidly and it covers more
area than other paints. Cars are not detained as long as be-
fore because they are finished very quickly. In most cases
one coat of the Lucol is sufflcient, and answers for two coats
of some other paints, and thus the car is kept out of service for
painting but 12 hours instead of 24. It is common practice
to painf and letter a tar in 12 hours at these shops. The tests
on this road were made out in the weather when the tempera-
ture was 10 degrees below zero. Under such severe condi-
tions there was no sign of crawling or crinkling of the paint
on the iron work or on the galvanized-iron roofs, as would
be seen with linseed-oil paints.
formulas, and as such diagrams can be adopted to graphically
illustrate the expressions of which Mr. Cole made use, the writer
submits an example herewith, believing it to be original, at
least as far as the deflection is concerned, and hoping that it
will be found a useful adjunct to Mr. Cole's excellent article.
In order to understand the development of the diagram, the
following explanation will be necessary. The symbols are the
same as used by Mr. Cole, viz.:
P = working load.
d = diameter of steel bar.
R = radius to center of coil.
D = deflection of spring under working load.
G = modulus of shearing elasticity, 13,000,000.
L =; length of bar before coiling.
S = working shearing fibre strain, 45,000 pounds.
March,900. AMERICAN engineer and railroad journal 87
M^ number of coils.
Considering now tiie first forniiil:i iisccl hy Mr. Cole;
16R
it can lip rc-wrilten tlius:
Tt d
P = - • — S ■ <1 •.
i6 R
By lalliMK tlie exprossion
n d
— • - • S =^ C,
10 R
we get.P = C . d-, wliich will be recognized as the equation for
the parabola, whose curve can now easily be drawn by insert-
ing the numerical values of it and S, and assuming a certain
ratio for R : d. In the accompanying diagram this ratio has
been taken as 1. 2, 3, 4 or 5, and five parabolic curves drawn
accordingly, with the point O as vertex. P marked off along
the abscissa, and d measured on the ordinate.
For tlic deflection Mr. Cole uses the following foi'mula:
3RSL
D= ,
uG
and for L the equation L= M:iit\{.
By combination we then get:
2K6 M.ttR
da'
which expresses the total deflection in the whole spring.
In order to reduce it to deflection per coil, M will now be
dropped:
2RS • InVi
D = .
d G
Dividing this by d. carrying out the raultiiilications, and re-
writing the equation, we get:
D /RX" 4*8
(.-)
al valu
d Vd / G
After inserting the numerical values of S, G and n, it appears
thus:
D /R\'
043.J.
It will now be seen that this is the equation for a straight
line forming with the ordinate an angle, the tangent for which
is equal to 0,o435 multiplied by the square of the ratio be-
tween R and d. Assuming this ratio as before to be 1, 2, 3, 4
or 5, five scraight lines have been drawn on the diagram, for
convenience's sake with negative abscissa from the lower right
hand corner, and the scale for measuring the deflection has
been drawn above the diagram in decimals of inches in order
to be comparable with Mr. Cole's table for the deflections of
helical springs. By multiplying these deflections by the num-
ber of coils the total deflections of springs can be obtained.
As an illustration of the use of the table, we will select a
spring for a load of 1,500 pounds, and suppose that space makes
the ratio R : d =; 4 most suitable. By following the vertical
line drawn through the 1,500-pound mark until it cuts the
parabola marked 4. and then following a horizontal line through
this point to the left margin, we come to the 13/16-inch mark,
which is then the diameter of the bar. The same horizontal
line cuts the angular line marked 4 at a distance from the
right hand margin, which projected on the decimal scale at the
top gives us 0.57 inch, which is thus the deflection per coil.
For comparing the results obtained from the diagram and
the table, we will take a spring of %-inch steel and 5^4 inches
outside diameter. The diameter at the center of the coil is then
5% — % ;= 4%. and R is consequently 21,4 inches, which, divided
by %. gives a ratio of 3. By following the horizontal line
through the %-inch mark, we find that it crosses the parabola
marked 3 between the vertical lines drawn from the 1,600 and
1.700-pound mark, nearer the latter. This gives then the capa-
city of the spring. We also find that the same horizontal line
intersects the angular line marked 3 In the Hame point. The
distance from this point to the right hand margin, projected
on the scale above, gives a deflection of very nearly 0.3 of an
inch. Comparing these figures with those in Mr. Cole's table,
we find that the corresponding values are given as 1,657 pounds
and 0.293 inch.
It should be said in conclusion, that the diagram is t<ased
on an average fibre strain of 45.000 pounds, whereas in Mr.
Cole's table the fibre strain varies from 40.000 to 50,000 pounds,
which makes a small difference in comparing the values ob-
tained from the diagram and from the table.
WEAKNESS OF DRAWBAR YOKES.
An important improvement in the construction of drawbar
yokes was made several years ago by the Cleveland City Forge
& Iron Company. It is now an absolute necessity in view of
the present situation with regard to draft gear. The attention
of a representative of this journal was directed to the differ-
ence in the draw bar yokes as made by usual methods, and by
the special method used by the firm referred to. This led to
a personal examination of the manufacture at their works,
which led to the conclusion that the process is not generally
known. Those who know about it buy no other yokes though
the price is higher.
At a recent meeting of the Central Railroad Club. Mr. West
of the New York, Ontario & Western stated that upon replacing
o o;
c e
____;
Full Corners.
Weak Corners.
Improvement in Drawbar Yokes.
Cleveland City Forge & Iron Co.
the original tail pins of the draft gear on that road with yokes,
nearly as many breakages occurred as before, although the
yokes were made of 1 by 4 inch iron. The back ends, which
were presented to the followers, broke away from the two par-
allel side portions. This was thought to be due in some cases
to the iron being "red short" and when bent the temperature
was such as to start cracks at the corners. The shocks and
stresses of service soon finished the fractures.
The fundamental trouble, however, is with the shape of the
bends. If the M. C. B. lines are followed, it is necessary to
make a short bend at the corners, and notwithstanding the
recent increase in the radius from 14 to % in., the short bend
as ordinarily made reduces the thickness of the iron at the
angle, some, recently exaaiined. being reduced to % in. and less.
Mr. West referred to the fact tiat the Cleveland City Forge &
Iron Company was manufacturing yokes in which the difficulty
was overcome, and Mr. Waitt imiiediately stated that purchas-
ing yokes from these makers probably accounted for the fact
that the Lake Shore had been entirely free from the trouble.
The increased radius helps a little, but It remains impossible
to avoid thinning the metal down unless it is specially provided
for in the forging. The yokes referred to thus favorably are
made in two operations. The first bends the yoke roughly to
shape and the second presses it into final form over a mandrel.
This is done in a specially powerful forging press, and the
clearances aie made in such a way as to upset the metal so as
to fill out the corners and it is upset only at the corners. By
this method the section of the iron at the corners is increased
over the original section, and this will be readily seen to be a
decided advantage, as it furnishes the largest section where it
is most needed.
88
AMERICAN ENGINEER AND RAILROAD JOURNAL.
COMPOUND LOCOMOTIVES.
WESTINGHOUSE FRICTION DRAFT GEAR.
Disposition o£ Steam in tlie Two-Cylinder Type.
Mr. F. W. Dean, in discussing locomotive practice, before
the New England Railroad Club, stated that he regarded the
compound principle as "the greatest improvement that has
been introduced into the motive power departments of rail-
roads."
This is the greatest improvement in such engines that has
been made since locomotives were first built, for two reasons;
first, because it is the only improvement in principle that has
been widely applied, and second, because it is the only funda-
mental means of economy of fuel and water that can be ap-
plied. That it is successful in realizing economy is no more a
matter of doubt than that the sun shines.
A type of engine that can save nearly one-quarter of the coal
now used by simple locomotives; that reduces water consump-
tion by 15 to 20 per cent.; that steams better than simple en-
gines in hard places; that reduces smoke, cinders, and the fire
risk; that diminishes boiler and slide-valve repairs, and that
does not necessarily increase repairs of any kind, must be
adopted as soon as it is intelligently designed and prejudices
are relegated to the background. . . .
The question as to the type of compound locomotive is like-
ly to arise frequently, and it can be laid down as a safe be-
lief that the two-cylinder compound is more economical than
that having any greater number of cylinders, for the reason
that it has the least surface for condensation per unit of piston
displacement. In large sizes, however, except for freight ser-
vice, it is difiicult to obtain sufiicient port area for the low-
pressure cylinder unless a departure is made in the valves from
the ordinary practice. In fast work I
believe that such engines will not be
as economical as we have a right to
expect unless a departure is made. The
loss of work between the cylinders
will counteract the economy to a
greater or less extent than is due to
the compound principle.
The effect of the compound principle
is persistent, and its economical result
cannot be prevented except by the in-
troduction of phenomena that come
from improper designing. The defect
above all to be avoided is the loss be-
tween cylinders is so insidious, so to speak, and so lit-
tle comprehended, that it should be dwelt upon sufficiently
to make its causes and nature clear. It cannot be done away
with, even in slow-running pumping engines, for even there
some work must be absorbed in transferring the steam from
one cylinder to the other. In addition to this cause, the various
resistances produced by obstructions and abrupt changes in
direction of the steam passages are to be noted. The steam
in passing out of the first cylinder through the intercepting
valve, where this is used, and through the open port of the
low-pressure cylinder, is considerably retarded, and a loss of
pressure is produced. Engines having piston valves suffer from
this loss because the steam has to pass through gratings
which form the ports. Engines that have the intercepting
valve on the low-pressure side are much subject to this loss,
because the steam is rapidly drawn from the receiver by the
low-pressure piston through this restricted opening. If this
valve is on the high-pressure side, the steam passes through
it only as rapidly as it escapes from the small cylinder, and
this is only some one-half to one-third as rapidly as it is
drawn into the large cylinder. This shows the importance of
placing the intercepting valve as near the high-pressure cyl-
inder as possible.
Having considered this loss, we are in a position to appre-
ciate the reason why certain compound locomotives are highly
economical, when working slowly, or even moderately fast,
with heavy trains. In these cases, in consequence of late cut-
offs, yet with considerable expansion and somewhat slow
movement of the steam, the losses described are small, and
bear a small proportion to the total work done. The result is
that the compound is enabled to bring out its valuable quali-
ties undiminished.
Most compound locomotives have a low-pressure port ri-
diculously small, so small, in fact, that, while simple engines
require an extravagant velocity of steam through ports, even
as high as 1.500 feet per second, some compounds have it two
or three times as great. In such locomotives the loss between
the cylinders is enormous, and the engine becomes useless for
high speeds.
-Vi > ii ■
Section at A-B
Applied to Tenders of the Union Railroad, Pittsburg.
One effect of the use of cars of large capacity and the recent
introduction of exceedingly powerful locomotives is to direct
attention to the weakness of the draft gear on cars and also
on locomotive tenders, which is becoming serious because of
the expense of repairs. The relief most naturally sought by
railroad men is the increase of spring capacity in the draft
rigging; but this, while improving the strength of the gears,
introduces what is believed to be a serious difficulty, that of
an increased liability of breaking the trains in two on account
of the reflex action of these heavy springs when the load,
either in tension or compression, is suddenly removed. This
occurs in hauling trains out of "sags," and it points toward the
desirability of improving the draft-gear capacity in some other
way. The ideal plan for very heavy stresses seems to be one
which greatly increases the resistance in both pulling and
buffing without subjecting the parts to the sudden shocks of
greater spring power. This is done by the Westinghouse fric-
tion draft gear, which we shall describe in detail in a future
issue. This device provides that which has not been accom-
plished in any other way. It furnishes enough spring power
and incidentally takes care of the very heavy stresses which
heavier springs do not appear to be well adapted to handle,
and it does this without endangering the equipment by exces-
sive recoil.
The very large consolidation locomotives built in 1898 for
'^'.^ Washers 54'Ujlu 3
-MJ<-
'<^ m\ \m^'^-^^ J ! ga- aXT
-a- m\ rg-^t
Westinghouse Friction'IDraft Gear,
Applied to Tender with Steel Sills.
Union R. R., Pittsburgh.
the Union Railroad by the Pittsburg Locomotive Works, and
illustrated in our issue of November, 1S98, page 365, had ex-
ceptionally strong tender draft gear, but after running a num-
ber of months it was found necessary to substitute the West-
inghouse draft gear, as shown in one of our engravings. This
is an example of its attachment to steel center sills, which
■were orginally placed 13% inches apart, and while not spe-
cially designed for its reception, the equipment goes in very
nicely. It is held by heavy castings bolted by a number of
%-inch bolts to the lower flanges of the large steel channels.
This is a very simple and strong arrangement, making use
of 20 close-fitting bolts to take the stresses of the stops. The
March, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 89
'Mtz
^ 04J'^ r.k.4<ix'
HtiCUun ut A-B
stops are 1% by 9% inches. The construction
is so clearly shown in the engraving as to be fully
understood without further description. These en-
gines have 23 by 32-inch cylinders, and the weight
on driving wheels is 208.000 pounds, from which a
good idea may be had of what the draft rigging is
called upon to do. This coupler has a specially
strong shank for attachment to the draft rigging.
The other drawing shows the application of the
draft gear to the tenders of the switching engines
on the Union Railway, Pittsburg, illustrating its
attachment to wooden sill construction, and it is
specially interesting because of showing how ex-
isting wooden structures may be adapted to receive
it. In this case the casting containing the friction
gear is supported by a cast saddle, which is bolted
to the lower flanges of the two 10-lnch channels,
the webs of which are cut away to receive the barrel.
These channels are bolted to the bottom faces of the
wooden center sills, as shown in the sectional view. The front
view illustrates the substantial carrier casting, which is also
shown in the longitudinal section, where its attachment to the
end sill is seen. The yoke attachment is of 4 by l^i-inch iron
and the draw-bar stops are unusually large. In the end view
the ends of four large through rods are shown. These were
used in connection with the draft gear with which the ten-
ders were originally fitted. The lower rods were raised a little
over one inch to accommodate the Westinghouse attachment.
Attention is directed to the very large keys let into the end
sill and the center sills over the draft gear, and to the large
bracket castings at the rear of the whole rigging; also to the
5 by 12-inch oak blocks placed between these brackets and
secured by bolts to the bottom faces of the center sills. The
inner brackets butt against the center plates. The upper
flanges of these castings are let into the bottom faces of the
sills, and they act as keys 1V4 inches thick to assist in trans-
mitting the stresses to those large timbers. This draft gear
was applied to these tenders to obviate serious diflSculty in
regard to the ordinary gear, which required a large amount of
repairs, and since this change there has been no trouble of any
kind. The coupler shank is changed somewhat from the usual
form to make it stronger where it connects to the yoke. With
ordinary devices the coupler is much stronger than the draft
gear, while with this equipment the order appears to be re-
versed.
It is impossible to give at this time exact comparative state-
ments of the cost of maintenance of the Westinghouse friction
draft gear with other draft gears because, so far as we know,
no record has been kept of the time the equipment has been
held idle in the shop for the repairs of the ordinary draft
gear to be made. A statement is at hand, however, from a
rajlroad in Pennsylvania, from which it is learned that seven
six-wheel connected engines, operating with rigid draft gear on
the tenders, showed an actual cost for repairs of the draft
gear and end sills of 81 cents per 1.000 miles run; while four
engines of exactly the same class, equipped with the Westing-
house friction draft gear, have made a record of 76,800 miles
Westinghouse Friction Draft Gear.
Applied to Tender with Wooden Sills.
Union R. R., Pittsburgh,
since being thus equipped, without costing anything for repairs
of these parts. This is a saving of 81 cents per 1,000 miles, or
a total of $62.20 in favor of the friction draft gear in this
mileage, which was made in six months, and in very severe
service.
On this same road two exceptionally heavy locomotives, put
into service some time ago, were lifted with specially strong
tender draft gear, designed with reference to the service by
the builders, and after running 35,856 miles without expense
for repairs it was found necessary to replace the draft rigging
with the friction device. These two engines have since made
a combined mileage of 23,364 miles with the new gear without
any repairs, and the parts now appear to be in as good condi-
tion as when the change was made. Some idea of the service
may be had when it is stated that these engines are capable
of exerting a draw-bar pull of over 50,000 pounds.
A 100,000 HORSE POWER CENTRAL STATION.
The power station of the Third Avenue Railroad of New
York is to have the greatest power producing capacity ever
assembled in one place. It is now under construction, and ac-
cording to "Power." the capacities, as far as they have been
decided upon, will be as follows:
Boilers, number • •• -■• • • -60
Boilers, capacity, each, rated 520 H. P.
Boilers, aggregate capacity, rated 31.200 H. P.
Boilers, heating surface 312,000 sq. ft.
Working pressure 200 lbs.
Engines, number ,, ";
Diameter high-pressure cylinder 46 in.
Diameter low-pressure cylinder S6 in.
Revolutions per minute • • • • i5
Aggregate area high-pressure pistons 26.590 sq. in.
Aggregate area low-pressure pistons 92.940 sq. in.
Aggregate area both pistons 119,530 sq. in.
Horse power, rated, each ™'5S!1
Horse power, rated, total ''^'Saa
Horse power, maximum, each I'9Sn
Horse power, maximum, total 112,000
Ratio, maximum to rated l-So
The plant will have the capacity to carry a sustained load
of 100,000 H. P. The consumption of coal will be about 75
tons per hour when running at full capacity. An idea of the
engine capacity is given by the statement that if all of the
piston area was combined in a single cylinder it would have
a diameter of 32% feet. The contract for the boilers has been
closed with the Babcock & Wilcox Co. They will be placed in
two stories of the building and provided with automatic coal
and ash handling machinery and Roney stokers.
90
AMERICAN ENGINEER AND RAILROAD JOURNAL
Btc'iou ax C. C Soctlon •! B. B.
Fig. 1.-D. C. R. & W. Ry.
Fig. 3.-Texas & Pacific R. R.
(The weight of the rear wheel is 1,600 lbs., not 1.000, as indicated
in the cut.)
CAST-STEEL DRIVING WHEELS.
Last month we printed a number of drawings of cast-steel
driving wheels to show the possibilities of weight saving. The
drawings which are now presented bring out other features.
They show six designs of cast-steel driving wheels made by
the Sargent Company of Chicago for as many different rail-
roads. These range in diameter from 44 to 60 inches, and the
weights are given in most of the engravings.
Attention should be directed to the location of the divisions
in the rims of cast-steel wheels. These are for the purpose of
disposing of the internal stresses in the castings due to the
unevenness of section through various parts of the wheel.
The rim should be cut on both sides of the spokes running
into the crank hub and into the counterweight. The reason
for this is clear, but it is not always remembered by the
draftsman in designing driving wheels. Wheels have been
made successfully without cutting the rims, but it is believed
to be safer to cut them.
There are differences of opinion with regard to the best
wb«i
'AT-?,'-
*
vtighi
Ftoo(
6«1«
0"
1U0«
R«r
sei*
s"
liJO*
Fig. 2.-lllinois Central R. R.
Wl,»
i!li'.!r.
0
D
rr...
lyiV
»■■
t.a'
»Ub
Hiie
• ■'
0
^^
•»«
• ■
-
?=w
Fig. 4.— Wisconsin Central.
shape of spokes. Some of the locomotive builders, notably
the Baldwin and Schenectady, appear to favor the elliptical
section, while others, the Brooks, prefer a nearly rectangular
form. Both are successfully cast, although the rectangular
spoke appears to have been a little more difficult to manage
in the foundry at first. The foundrymen now seem to have
no preference. As a matter of taste, the rectangular form
is more graceful in appearance and it has the important ad-
vantage of rendering the parts covered by the driving wheels
more accessible. Various forms of spokes are seen in the
illustrations of last month, and in the present article, and the
light, open appearance of those of rectangular form is very
marked.
There is a strong inclination on the part of steel makers to-
ward solid hubs, both for the axle and the crank pin. The
form of counterbalance weight shown in Fig. 2, the Illinois
Central 57%-inch wheel, the Wisconsin Central 50-inch wheel.
Fig. 4, and the Texas & Pacific 56-inch wheel. Fig. 3, is also
strongly advocated. These wheels are made with the counter-
balance weights open on one side. If the steel makers receive
March,i90o. AMERICAN engineer and railroad journal. 91
the proper information from the railroads, the metal In the
counterweights may be calculated very closely, so that very
Tittle or no additions need be made in the shops. Some wheel
centers are made entirely without counterweights, as in Fig.
5, the Union Pacific wheel. This requires the use of blocks.
Other designs require box forms of the castings, in which
large cores must be supported, and some require centers with
large pockets for the counterweights, with very limited open-
ings for the venting of the cores. These castings are difficult
to make on account of the danger of blow holes. For insuring
sound castings, the open design is preferred. If box-shaped
counterbalances are required, the cores should be vented
through large openings in the rim and inside plate.
The question of the steel to be used may safely be left to
reputable makers, and it is not wise to hamper them too much
with special requirements, although it is a good plan for the
purchaser to keep close track of what he is buying. Acid open-
hearth steel, with a composition as follows, has been found to
give satisfactory results for locomotive parts, including wheel
centers:
Carbon, 0.25 to 0.30 per cent.
Manganese, 0.60 to 0.80 per cent.
Silicon. 0.25 to 0.35 per cent.
Sulphur and phosphorus, below 0.04 per cent.
Some time ago the Sargent Company made a comparison
between annealed and unannealed pieces cast from the same
heat, with the following results:
Tensile strength Elongation Reduction
lbs. per sq. in. in 8 Inches. of area.
Spec. Unann'l'd. Ann'l'd. Unann'l'd. Ann'l'd. Unann'l'd. Ann'l'd.
4.530 G1.740 60,000 18.5% 25.75% 22.2 51.15
4.531 68,500 67,500 22 % 30 % 26.3 46.25
Chemical Composition.
Specimen. 4,530 4,531
Carbon 0.28% 0.27
Manganese 0.78 0.74
Silicon 0.26 0.29
Sulphur 0.046 0.049
Phosphorus 0.028 0.028
Fig, 5.— Union Pacific Ry.
The fracture of the unannealed specimens was crystalline,
which, in the annealing, changed to a silky appearance. This
steel, when unannealed, is up to the ordinary specifications, al-
though the reduction of area is rather low. This material Is
believed to be excellent for wheel centers. As a guide to those
who are preparing specifications for cast steel, the following
are recommended as having been found satisfactory for driv-
ing-wheel centers and other cast-steel parts:
Specifications for Steel Castings.
1. Castings must be true to pattern, sound and solid, free
from sand, slag, scale and shrinkage cracks, and all fins and
risers must be trimmed off in a workmanlike manner, and the
castings have a reasonably smooth surface.
Whrtl
w'J'7,
A
FroM
«14
W"
U*lo
uo
o"
B«k
4M
L*"
Fig. 6.-C. I. & L. Rv.
2. All castings must be annealed unless otherwise speci-
fied.
3. All important and very large castings should have a test
coupon attached to them of sufficient size to furnish two pieces
for test. For smaller castings, where it is not practicable to
attach test coupons, test bars may be cast separately for each
heat, and their record will be accepted as representing the
metal in the castings, provided they have been annealed with
the pieces they represent.
4. A test bar cut from the coupons and turned up with a
test section % inch in diameter and 2^. Inches long between
the shoulders, must show a tensile strength not less than
60,000 pounds per square inch, and an elongation not less than
20 per cent, in two inches.
5. All important castings should bear designating mark of
the steelmaker.
By far the most handsome calendar yet received at this office
for the year 1900 is that of the J. G. Brill Company, the well-
known car and truck builders, Philadelphia, Pa,
A munificent gift of 150,000 was recently made to the Massa-
chusetts Institute of Technology by Mr. Augustus Lowell. This
gift is to he used in establishing a retiring fund, the income
of which Is to be given to the teaching staff of the Institute
in case of illness, death or retirement
A new lubricated center plate for cars has just been pat-
ented by Mr. Clement F. Street. Manager of the Railway De-
partment of the Dayton Malleable Iron Co. It involves no
complications whatever, but by its form permits of oiling con-
veniently and retains the oil indefinitely. When Its import-
ance becomes appreciated this device will be in great demand.
A remarkable record was recently made by one of the
Schenectady compound locomotives of the Minneapolis, St.
Paul & Sault Ste. Marie R. R. Co., on a run between Harvey
and Camden Place, a distance of 627 miles. The train pulled
by engine 520 consisted of 9 cars of about 39 tons each. The
run was made in 12 hours and 5 minutes, including stops. The
stops were 55 in number and an average of 7.14 miles per stop.
The maximum speed was 67 miles per hour and the average 52
miles per hour. This run is a continuous and regular one for
these engines and It is reported that hot driving boxes are prac-
tically unknown among them,
92
AMERICAN ENGINEER AND RAILROAD JOURNAL.
PORT OPENINGS AND MOTION OP PISTON VALVES.
Effect of Changes in Full Gear Lead.
By C. A. Seley,
Mechanical Engineer, Norfolk & Western Ry.
The advent of the piston valve in locomotive design brings
up the question as to whether there should be any change
in the adjustments of the valve motion work from that of
slide valves on engines, similar in other respects, but which
are equipped with piston valves. It would seem to be a
question in which the area of the port opening should be
considered.
Piston valves thus far noted have a circumference equal to
about twice the length of the port as used with a slide valve,
and when working at a short cut-off and partial port opening,
give from 50 to 75 per cent, greater port area than is obtained
with the slide valve. In making this statement bridges have
been allowed for in the piston bushing.
Properly constructed piston valves, being perfectly bal-
anced, do not spring or wear the motion to the extent suffered
by their older competitors and adjustments made can be
counted upon to last for a much longer time.
The last few years have seen a radical change in opinion
regarding full gear lead, and competent authority only recog-
nizes it as a measure by which to obtain proper lead in
running positions. There is not so much difference of opinion
on the latter point as to amount but more as to the best
method of getting it. In Halsey's "Locomotive Link Motion"
the methods of a number of leading roads to attain proper lead
are given, from which it will be noted that % inch at one-
fourth cut-off is recognized by the majority as a standard.
With 14-inch liead and a 16-inch port the area of the opening
would be 4 square inches, using a slide valve, while a 10-inch
piston valve will give about 6 square inches. This opening
begins when the crank is about 20 to 25 degrees from the dead
center before the forward stroke of the piston and with a
piston travel of, say, 30 inches, the piston has yet about
% inch to travel.
Experiments are necessary to determine the point but it
is possible that the lead of engines with piston valves may
be such as to give less than Vi inch at one-fourth cut-off with
best results in wear of pins, boxes and life of frame bolts and
connections. Although there is greater available port open-
ing, yet it must be borne in mind that reduction of lead for a
given cut-off reduces also the maximum port opening following.
For this reason experiment rather than theory will give the
desired information.
Prior to the adjustment of some engines which are to be
equipped with piston valves, it was thought desirable to thor-
oughly investigate the valve motion which has been in use on
other engines of the same class using slide valves. The
principal dimensions are as follows: Cylinder, 21 by 30 inches;
steam ports, 1% inches; steam lap, 1% inches; exhaust lap,
line and line; diameter of piston valve, 10 inches; radius of
link, 46 inches; offset of link saddle pin, 15/16 inch; link
hanger, iSVz inches; eccentric throw, 2% Inches; rocker arms,
top 13 inches, bottom 10 inches; main rod, 124 inches.
A valve motion model was rigged, full size, by which all
events in the stroke could be noted by crank angles which
were subsequently reduced for convenience of reading to inches
of stroke of the piston to the nearest % inch. It had been
customary to set these engines, having slide valves, with 1/16-
inch lead in full gear, forward and back, and the model was
first set in that way.
It was found that the lead at one-fourth cut-off (7% inches)
averaged % inch, and the distribution was very good. The
full gear lead was then changed to line and line with a result-
ing 5'16-ineh lead at one-fourth cut-off and slightly better
distribution.
A third setting of 1/16-inch negative lead in full gear for-
1*6 in. Lead in Full Gear Forward and Back.
Gear.
Lead.
Maximum Port Opening.
Port
Closed.
Re-
lease.
Slip.
Full, forward.
ft in.
1% in. in 3W in. piston travel.
26Hin.
29 in.
"
TO
1% ■' 3 " " .
26
28H
back
A
1% " 3% •• •• .
26}4
29
It's
•'
ft
m '• m •• " ,
26+
2S%
14 cut-off, Fd.
%
H " Wi " " .
U«
23M
u
% '•
hh
il •• 3 "
lo^
21
H •'
li
js ■■ H " " .
^%
19
Vi "
i_i
i> ■' 1 •• •• .
7%
19^
32
Lead Line and Line In Full Gear Forward and Back.
VuU, forward.
" back
H cut-off, Fd.
H "
H •'
H •■
1% in, in 3M in. piston travel,
m •' 3« " ■• .
1% " 3% " •■ .
JS+ " 3M " " .
JS " 3% •• " •
26 in.
29 in.
26%
29
261^
29Jft
28%
29
im
34
15J4
21M
7%-
19«
m+ •
20
art
a <u
to
02
ft in
. Negative Lead in Full Gear, Forward and Back.
Full, forward.
-ft in.
1% in. in 3Ji in. piston travel.
26J4in.
29)4 in.
."
-ft
1% '• 3H " " .
26K
23%
0
" back
-ft
1% " 4)4 " '• .
2m
29)4
0
" •'
-ft
1% " 4 " •' .
261^
■SVa,
cs
H cut-off, Fd.
32
A •• 3M " ■• .
im
24%
a
Vi •'
A+
t\ •' 3H " " .
15H
24H
a
GO
m
Vi ••
M-l-
U-- H ■• " .
'Vi
20
Va •■
M-
,\4- •• Ji '• " .
m
20^^
Lead, Line and Line, Full Gear Forward, % in. Negative Full Back.
Full, forward.
" back
)^ cut-off. Fd.
h ••
0
0
-J^in,
-%
'A
Vi
y4+
1% in. in 3)^ in piston travel
m " 3H •' " .
4^^ " " .
4« '• " .
3!^ " " .
4 " " .
m
1%
«-
5i
28 in.
29 in.
26%
29
26%
29)4
26H
29M
104
24
lbl4
24H
7
19%
8
20ii
ward and back gave an average of %-inch at one-fourth cut-off
and absolutely equal cut-off at each end. This might be con-
strued by some who desire to equalize cut-off so as to allow
for less on one side due to the effect of the piston rod as
incorrect, but the results certainly show a fine motion.
A trial was then made of an unequal setting, giving line
and line in full gear forward and %-inch negative lead in
full back gear. This had the effect of almost equalizing the
lead over the range of one-half to one-fourth cut-off, but seri-
ously disturbed the equality of cut-off, and the maximum port
opening was no greater than in the previous setting.
The results of these tests are tabulated and presented here-
with, the first line across in each setting being the forward
stroke, the second the return, and so on, alternately. The
offset of the link saddle pin was also tested and the results
show that the fine equalization was largely due to this feature
when the offset was 15/16 inch. A reduction of offset produced
marked inequality with the only redeeming feature of a reduc-
tion of slip of the link block.
Analysis of link motion as above described is very inter-
esting and the data secured will be found very valuable, par-
ticularly on roads whose custom is to have one fixed full gear
lead for all engines, regardless of the length of blades, offset
and other details of the motion. The small importance of
full gear lead of itself is shown by the fact that to give 1/16-
inch movement to the valve in full gear required a crank move-
ment of but 1% degrees, which is not perceptible in crank effect.
Unless eccentric blades are long and full gear lead Is neces-
sary to give proper lead in running position of the link, it is
absolutely detrimental.
As a matter of interest in connection with piston valves a
March, 1900. AMERICAN ENGINEER AND RAILROAD JOU RNAU 93
Influence ot Change in OfT-sot, of Link Saddle Pin.
Lead A in.
Negatire in i''ull Gear, Forward and Bacl(.
H Cut-off.
J4 Cut-ofl'.
Off-set.
Port
Release.
Slip.
Port
Release.
Slip.
Closed.
Closed.
7i^in.
U!>^in.
-'•% in
20 in.
is in.
15-«
•iiVi
n' in.
7H
20^
3-5 in.
14^
U%
7M
\m
H •
15«
2i%
li
79i
WH
14-1-
14M
21
7
19H
\l
15«
21'M
Si
8
21
S!
I3«
23%
6H
19M
A
16Vi
•n%
i'j
m
21^
13
13M;
■23.%
ervi
19
%-
ifl
ls^
n%
15
9
21%
Port Opening Areas.
.Slide Valvo.
Lead in Full Gear.
A in. positive lead. .
Line and line
^0 in. negative lead .
,■5 in. positive load. .
Line and line
I'o in. negative lead.
Lead
Opening.
Ma.xiraum
Opening.
One half cut oil
a^ sq.
4H ••
3W •
in.
10*^4 sq. in.
9
One fourth eut-off.
7 sq.
6 '
Piston Valve,
Lead
Opening.
Maximum
Opening.
One-half cut off.
8..37sq.
6.5
4.71 '■
15 58 sq. in.
13.75 "
13,08 ■'
One-fourth cutofT.
8.72 sq. in.
7.26 ••
5.81 "
10.17 sq. in.
8 72 "
7.3 "
Note.— The above areas are calculated from a 16 in. steam port with
slide valve and from a 10 in. piston valve deducting 814 in. for bridges.
table is presented giving the lead opening areas and the max-
imum port areas at one-half and one-fourth cut-off for the
three settings above described, calculated for both slide and
piston valves used with these engines. The advantage of the
piston valve Is readily seen, and when we consider that these
openings will be maintained much longer by reason of less
spring and wear of the piston valve motion, the argument
would seem to be greatly in its favor.
NEW MONARCH PISTON AIR DRILL.
The accompanying engraving illustrates a pneumatic drill
which is built with a solid tool-steel three-way crank, hard-
ened at the various bearings and made ball-bearing through-
out the drill. The pinions are made of tool steel. The piston-
crank connections and end bearings of the crank are each pro-
vided with two sets of ball races. The engine part is entirely
separate from the spindle. The makers claim this as a great
advantage over other drills, on the ground that any undue
strain put on the spindle cannot in any way alfect the working
part of the engine. The gears and pinions are also separate
from the engine and are well protected against dust and dirt.
The reversing throttle and starting throttle are all in one. In
order to reverse the machine all that is necessary is to turn
the throttle past the inlet ports and make connection with the
ports that act as exhaust ports while the machine is running
forward. This drill is also provided with a small lock, so that
it can be made to run only in one direction when desired.
This drill measures but 12 inches from the end of the spindle to
the screw and it can be used within 2% inches of a corner. Its
weight is only 18 pounds and it will drill any size hole up to-
1% inches in diameter. It has a feed-screw length of 4 inches.
One of the most desirable features about this drill is that it
is specially adapted for boiler work. It is reversible and can
be used for tapping staybolts, running them in or out, and, in
fact, can be used for any purpose where a reversible drill is
desired. It is provided with a handle and standard Vi-inch
socket for machine bits, which will allow it to be readily con-
verted into a wood-boring machine whenever desired.
The Standard Railway Equipment Company, makers of this
Monarch No. 4 Piston Air Drill,
new drill, claim economy in the consumption of air and sim-
plicity in the mechanical construction. This drill will bo fur-
nished to any one desiring to give it a trial; also catalogues
showing their Monarch tools may be had by addressing either
the St. Louis, Chicago or New York offices.
LUCOL OIL AND PAINTS.
Lucol is an oil which has been used for painting purposes
during the last ten years in various parts of the United Stales.
It is prepared, like linseed oil, both boiled and raw, and it is
especially suitable for painting and is held to be superior to
linseed oil in many respects, but it has not yet been found
adaptable to the manufacture of varnishes, for which large
quantities of linseed oil are used.
It is a manufactured oil, built upon a base entirely different
from linseed oil. Animal fats and oils consist of olein, mar-
garine and stearine. The olein is extracted, and after being
carefully refined is used as a base for the manufacture of lucol,
which, when completely matured, is a brilliant transparent oil.
The manufacturers state that the oil owes its "life" to the
gum, which oxidizes out of it when mixed with pigments and
used as a paint. This corresponds to the linseed-oil gum, but
offers greater resistance to the destructive agencies in the air
and to gases which may be present in the air. This material
was developed on the Pacific Coast, the first factory being at
Stege, Cal. It was subjected to very varying climatic condi-
tions, such as those of Alaska, California, Arizona and the
Hawaiian Islands. It is now manufactured at Carteret, N. J.,
and the development of the business and the demands for lucol
have been rapid, especially during the recent period ot depres-
sion.
The manufacture of lucol paint was commenced three years
ago and it has already become necessary to enlarge the paint
department a second time. While there is said to be no danger
of spontaneous combustion with lucol, it has been deemed ad-
visable to provide a fire-proof building of iron and concrete
for the paint department, the object of this precaution being
to insure against delays in supplying the demand.
The American Lucol Company manufactures paints for many
different purposes. These include carbon, graphite, iron oxide,
red lead and lead-zinc paints in all tints. The advantages
claimed for these paints are good covering qualities, ability to
retain glo^ and original tints for a long time, good filling
qualities for brick and wood, the absence of blistering, peeling
and scaling, and elasticity, with high resistance to moisture,
salt air and fumes of acids and chemicals.
There has been a controversy over the question of the best
paint for the protection of iron work, and with the constantly
increasing number of important metallic structures an ade-
quate protection for their surfaces is correspondingly impor-
tant. These manufacturers mix pure red lead with lucol for
this purpose, making a pure red-lead paint and red-lead paste.
This cannot be done satisfactorily with linseed oil, and many
engineers and architects have been obliged to give up the use
of red lead as a protective coating for iron for this reason.
04 AMERICAN ENGINEER AND RAILROAD JOURNAL.
The lucol red-lead paint has been named the "Red Dragon
Brand." , It is stated to be easily stirred up and made
ready for use, to which is added the most important attribute
of durability. Another paint, called "Telemet," is a carbon
paint for structural iron, which is very elastic and durable.
This concern manufactures the Lucol Spraying Paint, of which
many railroad men speak in high terms. It is mentioned else-
where in this issue in connection with the Columbus, Hocking
Valley & Toledo Railroad. It is understood that but one coat
of this spraying paint is required and that cars sprayed with
it may be lettered on the same day, necessitating only about
12 hours' delay. Attempts have been made to produce such
results by the use of dryers, but this seriously affects the du-
rability of the paint.
In our August issue, 1898, page 259, we printed the test
record of paints on the 155th Street steel viaduct in New York
in which Mr. Henry B. Seaman places Lucol paint as second
in a test of 17 paints for the most severe service imaginable.
The company is bOsywith its home trade, but the demand
has already extended abroad, and we are informed that more
than a car load of lucol paint was recently shipped to British
India. There are probably no more conservative men to deal
with in regard to paints than architects and engineers and
steamship owners. Many of these have adopted this mate-
rial exclusively, and this has been done as a result of tests
made with linseed-oil paints. The Chief Engineer of the
Brooklyn Bridge adopted this paint after a six years' trial of
thirty barrels of lucol, which was compared in severe expos-
ures with linseed oil and the same pigments. The train sheds
of the Boston Southern Terminal and three of the four bridges
across the Niagara River are painted with it. On one railroad
where the first trials were made ten years ago, 25 car loads
have been used for stations, bridges and cars during the last
two years.
The American Lucol Company was organized ten years ago
with a capital of $1,000,000, of which one-half is cash. The
incorporators were those who fully understood the increased
life of lucol over linseed oil, and the success of the company
is due in a large measure to this fact.
PERSONALS.
Mr. C. N. Sanders has been appointed Chemist of the Norfolk
& Western, vice Mr. W. W. Davis resigned.
Mr. Berian Warren, Master Mechanic and Purchasing Agent
of the Toledo, Peoria & Western, has resigned and will retire
from active railway service after a continuous and successful
service of 48 years.
Mr. Charles Blackwell, who is well known to our readers,
has been appointed Chief Engineer of the Wheeling & Lake
Erie R. R. to succeed Mr. F. E. Bissell, who has resigned to
accept service with another company.
Mr. Joseph Billingham, Master Mechanic of the Wheeling
division of the Baltimore & Ohio, has been appointed Master
Mechanic of the second, third, fourth and fifth divisions also,
with headquarters at Cumberland.
Mr. Edward Grafstrom has resigned from his position with
the Pennsylvania Lines at Columbus, Ohio, and has been ap-
pointed Mechanical Engineer of the Illinois Central Railroad,
to succeed Mr. W. H. V. Rosing, promoted.
Mr. John T. Wheeler, formerly in the Purchasing Department
of the Grand Rapids & Indiana, at Grand Rapids, Mich., has
been appointed Purchasing Agent of the Sargent Company at
Chicagb, with ofHce at 675 Old Colony Building.
Mr. M. E. Ingalls retired from the Presidency of the Chesa-
peake & Ohio on February 1, but continues as President of the
Cleveland, Cincinnati, Chicago & St. Louis. He has been Presi-
dent of the Chesapeake & Ohio since October 1, 1888.
Mr. S. E. Dickerson has been appointed Master Mechanic of
the Lake Shore & Michigan Southern at Norwalk, 0., vice Mr.
J. O. Braden, transferred. Mr. Dickerson was formerly in
the mechanical department of the Norfolk & Western.
Mr. J. E. Battye has been appointed Division Master Me-
chanic of the Eastern General Division of the Norfolk &
Western, vice Mr. R. P. C. Sanderson, who recently resigned, to
become Assistant Superintendent of Machinery of the Atchi-
son, Topeka & Santa Fe.
Mr. H. M. Pflager has been appointed Mechanical Superin-
tendent of the Pullman Palace Car Co. He has been con-
nected with this company for a number of years in various
positions, of responsibility, and was promoted from that of
Chief Mechanical Inspector.
Mr. R. F. Hoffman has been appointed Mechanical Engineer
of the Atchison, Topeka & Santa Fe System, with headquart-
ers at Topeka. He was connected with the editorial staff of
the "Railway and Engineering Review" and two years ago
he entered the services of the Santa Fe System. He has had
a wide practical experience, having risen from apprenticeship.
Mr. Charles E. Morrill, who has been elected President of
Valentine & Co., has been connected with that concern for
nearly 40 years. He has had a prominent part in the develop-
ment of the success of the company, and now takes the place
of Mr. H. C. Valentine, who has retired from the presidency
to become chairman of the board. Mr. Morrill will divide his
time between the New York and Chicago offices.
Mr. Geo. W. Stevens, General Manager of the Chesapeake &
Ohio, has been made President of that road, vice Mr. M. E.
Ingalls, resigned. Mr. Stevens has been in railroad service
since 1864, during which time he has been 6 years with the
Baltimore & Ohio, 3 years with Pittsburg. Cincinnati & St.
Louis, 17 years with the Wabash, working through several re-
sponsible positions to that of Assistant General Superinten-
dent. He went to the Chesapeake & Ohio on January 1. 1890,
as General Superintendent, and since July, 1891, has been
General Manager.
Mr. E. D. Bronner, heretofore Assistant Superintendent of
Motive Power arid Equipment of the Michigan Central, has
been appointed Superintendent of Motive Power and Equip-
ment of that road, to succeed Mr. Robert Miller, resigned. Mr.
Bronner entered the service of the Canada Southern in 1880 as
draftsman in the car department. From February, 1883, to
April, 1886, he was draftsman in the car shops of the Michigan
Central at Detroit, and was then General Foreman of the same
shops until 1890, when he was appointed Master Car Builder,
which position he filled until May 1, 1896, when he was made
Assistant Superintendent of Motive Power.
Mr. Robert Miller, Superintendent of Motive Power and
Equipment of the Michigan Central and one of the best-
known railroad men in the country, has tendered his resig-
nation after a service of more than 35 years. Mr. Mil-
ler's career dates from 1859, and is as follows: From
1859 to 1862, journeyman In the car shops of the Chicago, Bur-
lington & Quincy; 1862 to 1865, in the army; 1865 to 1876,
Foreman erecting shops, Chicago, Burlington & Quincy; 1876
to 1884, Master Car Builder, in charge of cars and buildings and
water-works, Michigan Central; 1884 to 1890, Assistant Gen-
eral Superintendent of the same road. In 1890 he was made
General Superintendent, which position he held until 1896,
when he was made Superintendent of Motive Power and Equip-
ment.
Mr. R. P. C. Sanderson, Master Mechanic of the Norfolk &
Western, has been appointed Assistant Superintendent of Ma-
MAficH, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 96
chinery of the Atchinson Topeka & Sante Fe, vice Mr. G. A.
Hancock resigned. He will make liis headquarters at Topeka,
and will have more extensive authority than that vested with
Mr. Hancock. Mr. Sander.son hegan railway service in 1882 as
draftsman on the Norfolk & Western, and has worked his
way up through many rcsponsihle positions. In 1891 he was
appointed Superintendent of Motive Power of the western gen-
eral division of the same road. In February, 1895, he was
placed in charge of maintenance of locomotives and cars for
the entire line and later was made Master Mechanic at
Roanoke, which position he has fillod up to the time of his new
appointment.
Dr. James H. Smart, President of Purdue University at
Lafayette, Ind., died February 21. He had been President of
the University since 1883. He was born at Center Harbor.
N. H., June 30, 1841. He held a degree of A. M. from Dart-
mouth and LL. D. from the University of Indiana. He attended
the Vienna Exposition in 1872 as Assistant Commissioner from
Indiana and was United States Commissioner to Paris Exposi-
tion in 1878. At the Agricultural Congress at The Hague in
1891 he represented the United States as a Commissioner from
the Department of Agriculture. He was elected President of
the Indiana Teachers' Association in 1871, and in 1880 held a
similar office in the National Educational Association; was
also President of the American Association of Agricultural
Colleges and Experiment Stations in 1890. His life work was
the development of Purdue University, which is a magnificent
monument to his ability, energy and self-forgetfulness.
Edwin N. Lewis, Manager of the Railway List Company of
Chicago, died at his home in Chicago, February 16, of heart
trouble after a brief illness. He was an unusually interesting
man, a warm and valued friend to those who had the privilege
of knowing him well and he will be missed also by a very large
number who enjoyed his acquaintance. Those who met him
occasionally found pleasure and profit in his company, be-
cause he commanded a large amount of information and was
always ready to contribute it in a delightful way. He was
earnest, sincere and lionest. He had a very convincing way of
presenting his arguments, he was a hard worker and stood in
closer and more intimate friendly relations with business men
than any other man in his line of work. Mr. Lewis was born
in Madison County, New York. September 12, 1837. He
was educated in Fowler Institute, Newark, Illinois; Knox Col-
lege, Galesburg, Illinois; Beloit College, Beloit, Wis., and Chi-
cago Theological Seminary, Chicago. After completing his
education he was a Congregational pastor and afterward studied
law in the ofiice of Cook & Glover. Mr. Cook, of this firm,
was later general solicitor of the Chicago Northwestern Ry.
and Mr. Lewis succeeded to his practice, which drifted into
railroad litigation and especially right of way work. After
this he took up newspaper writing on the staff of the "Railway
Age," and was instrumental in the success of the Railway Ex-
position of 1883. He became Manager of the "Railway Purchas-
ing Agent" in 1885 and remained with this publication (which
changed its name in 1886 to the "Railway Master Mechanic"),
also Manager of the "Official Railway List" up to the time of
his death. He read a great deal and was a clear and forcible
writer.
BOOKS AND PAMPHLETS.
Master Car and Locomotive Painters' Association. Proceedings
of the 30th Annual Convention. Held at Philadelphia Septem-
ber, 1899. Published for the Association by the Railroad Car
Journal, New York, 1899.
This volume contains the official proceedings of the recent
convention, the constitution, rules and names of members with
their positions and addresses. It is well printed and bound.
"The Contractor." The first number of this publication has
appeared. It is a fortnightly review of work in the field of
construction, dredging, bridge building and engineering opera-
tions and contains information concerning proposed work of
these kinds. It Is not confined to any special line of construc-
tion, but railroad work predominates. In the railroad Items
the length of the proposeti lines Is given first, which Is one of
the minor features which helps the reader. It Is edited by
Waller D. Crosman, and published by the Crandall & Bagnall
Publishing Co., .l305 Manhattan Building, Chicago.
"Round the World by Way of New York and Niagara Falls
in Sixty to Eighty Days," is the title of a large and handsome
folder and railroad map of the United States issued as No. 21
of the Four Track Series by the New York Central & Hudson
River R. R. It will be .sent on receipt of three cents in stamps
by George H. Daniels, fleneral Passenger Agent, Grand Cen-
tral Station, N. Y.
A pamphlet illustiatiiig ami hi idly describing a new line of
air compressors has just been issued by the New York Air Com-
pressor Company, with works recently established at Arling-
ton, N. J., for the manufacture of simple and duplex direct
steam driven or belt driven compressors to meet all reQUlre-
ments of users of pneumatic power. These compressors have
been designed with special reference to simplicity, economical
service and utmost durability in working parts and absolutely
self controlling features. The pamphlet also gives a detailed
description of their vertical belt air compressors and gas or
gasoline actuated air compressors, which are specialties of these
builders.
Ten years ago a technically educated young man did not
have the high standing among practical men that now enjoys.
He is sought after to-day. The increased demand for men
who can operate our mechanisms with less loss than before
and elTect .savings in dollars and cents are the men the large
manufacturing and engineering concerns are looking for, and
these are the men with a technical foundation. This increas-
ing demand is very interestingly shown by the new catalogue
of the Massachusetts Institute of Technology, which is a vol-
ume of 360 pages, of which nearly one-third are occupied by
the register of graduates and their professional occupations.
Also the effect of the growth of the institute in numbers and
the very rapid growth in the number of responsible positions
in which each years graduates are found is exceedingly inter-
esting. The catalogue also gives the character and quality
of the work of the Institute, which is of a high character and
worthy of commendation.
Machine Tools. — A very neat catalogue of machine tools has
just been issued by the Hilles & Jones Company, Wilmington,
Del. This catalogue. No. 6, is 9 inches square, bound in cloth,
with 135 pages of illustrations. Those who are familiar with
the No. 5 catalogue of this company, which was issued in 1893,
will note many changes in their standard patterns which were
found necessary in order to meet the continued demand for
heavier and more effective machinery. Among the tools of
very large capacity which are illustrated and very briefly
described in this catalogue are punches and shears, I beams
and channel coping and notching machines, plate bending and
flanging rolls, vertical milling machines and other standard
machines and tools. The illustrations and press work are of a
very high order. The descriptions are clear and concise.
Automatic Machinery Catalogue. — The Spencer Automatic
Machine Screw Co., of Hartford, Conn., have issued an excel-
lent illustrated catalogue of their automatic machines and the
work which may be done upon them. The machines are built
in three sizes and in two styles, double and single turret. With
these sizes and styles a great variety of work is provided for
and the name of the concern, carrying with it the standing
gained by twenty years of experience in the field, renders it
entirely unnecessary to speak of the qualities of design and
workmanship. With the double turret machines work may be
done upon both ends of a piece at the same time, and the opera-
tions may be carried on as quickly as one. Special provision
has been made to secure the turrets rigidly for the sake of ac-
curacy. Six very fine engravings of the machines are shown,
and upon the pages facing them are the characteristics of each
given in English and metric measures. In other engravings
the tools employed and illustrations of the work done by the
machines are shown, full size. The pamphlet contains direc-
tions for arranging the machines upon the floor to the best
96
AMERICAN ENGINEER AND RAILROAD JOURNAL,
advantage and also the best method of belting to the counter
shaft. This is commended as an excellent catalogue. It gives
all necessary information about the machines in a few words,
and the engravings are selected and executed with Jioteworthy
skill of which the interesting and valuable machine is thor-
oughly worthy. Our readers who have not investigated these
machines should lose no time in doing so, particularly for the
small iron and brass work of which the large railroads have a
great deal. They are specially adapted to the manufacture of
screws, set screws and studs.
"The School of Mechanical Engineering." The International
Correspondence Schools of Scranton, Pa., have issued a pam-
phlet bearing this title. It contains information with regard
to the courses of the school in mechanical engineering, mechan-
ical drawing, gas engines, refrigeration and machinery, and will
give the information concerning the schools which is desired
by those who are considering taking up this form of education.
A New Industrial Situation.— This is the title of a very at-
tractive pamphlet received from the Westinghouse Companies,
presenting what is truly a new situation brought about • by
the introduction of the gas engine into the electric lighting
and railway fields. It has an introduction by Mr. Geo. West-
inghouse, calling attention to the present wide interest and
recent improvements in the generation and distribution of
power. He says that long familiarity with the electrical in-
dustry, the pipe line transportation of natural gas in great
quantities, and an active interest in the development of large
gas engines, satisfy him that the economies which will result
from the distribution of power by means of gas generated at
central points, and conveyed in pipes along the lines of rail-
way, for the operation of engines and electric generators, will
be sufficient to justify the expenditure of the capital necessary
for such installations in connection with the electrical equip-
ment of railways, particularly metropolitan and suburban lines.
The Westinghouse Companies have brought to a high state of
perfection all the requisite machinery for the commercially
successful operation of standard railways upon which trains
are frequent. Mr. Westinghouse states that the advantages
of the use of gas engines can be best appreciated when it is
understood that if a gas company were to supplant the present
gas illumination by an equal amount of electric light, obtained
from gas driven dynamos, it would have left for sale, for other
purposes, over 60 per cent, of its present gas output. The
pamphlet gives the place of the gas engine in the new indus-
trial situation, which in its present development, offers a reg-
ulation of speed and smoothness of working equal to the best
steam engine on the market. It has been demonstrated that
engines of large power up to esO horse-power are entirely suc-
cessful and at present two 1,500 horse-power engines are under
construction. The pamphlet hints at methods for producing
gas at an extraordinarily low cost, as being an expectation of
the near future. This statement is made after long and care-
fully conducted experiments, which the Westinghouse people
consider justifies the belief that witjiin a short time gas will
be produced commercially and sold at a cost far below the
lowest price that now prevails in any part of the world. This
expectation realized will constitute a new industrial situation,
the full meaning of which cannot now be realized, and the
accomplishments of the Westinghouse Companies have been
such as to justify faith in the prediction as not being too san-
guine. Given cheaper gas, the gas engine at once will take
a foremost place. The pamphlet includes a number of en-
gravings of Westinghouse gas engines, applied to lighting and
power production and describes a number of successful exam-
ples. On reading this pamphlet, the conclusion is forced that
there is a great deal back of it, because, as stated in the open-
ing paragraph, "Engineers the world over have long recog-
nized the fact that gas, if supplied at a practical cost, conveyed
economically over long distances, and utilized in a form of
engine, which should, in speed regulation and smoothness of
working, equal the best steam engine, would be the ideal fuel."
When such a man as Mr. Westinghouse makes a promise of
this kind, fulfilment may be expected.
makes and is carried in the cabooses of freight trains. Its form
permits of using it temporarily in place of the knuckle of al-
most any of the couplers now in use. It is manufactured and
sold by the Railway Appliance Co., Old Colony Building, Chi-
cago. Five hundred have recently been supplied to the North-
ern Pacific.
The Cling-Surface Manufacturing Co., of Buffalo, N. T., has
been incorporated under the laws of the State of New York,
retaining its former name, with Albert B. Young as president
and general manager and William D. Young, vice-president and
secretary. The company states that the past year has been
the most prosperous in its history, and that the demand for
"Cling Surface" is steadily increasing. Branches have been
established in Boston, New York and Chicago, while others
will be opened soon in St. Louis and New Orleans. W. J.
Moxham & Co. importers, Sidney, Australia, have placed a
large order and will have the exclusive right to handle it in
Australia.
The American Machinery & Trading Co., with chief office
in the Bowling Green Building, New York, is prepared to fur-
nish at most favorable prices all lines of high-class factory,
mill, electric and power plant machinery, and invites plans
and specifications giving date of required delivery. This com-
pany will accept agencies from manufacturers for the sale of
first-class machinery in foreign countries. An idea of the scope
of the concern is given by the following list of branch offices:
Chicago, Boston, Philadelphia, Pittsburg, Atlanta, St. Louis,
San Francisco, Montreal, London, Paris, Berlin, St. Petersburg
and Sydney.
A patent was recently granted JVIr. C. W. Sherburne, of the
Automatic Track-Sanding Company of Boston, for a new port
in tlie Westinghouse engineer's brake valve, which may be
connected at a trifling expense to the air track sanding ap-
paratus, of any manufacture, on the locomotive, thereby in-
suring automatic flowing of the sand when emergency appli-
cation is made. This is a specially desirable feature, as all
brake experts testify that every part of the brake equipment
should be applied by one motion only. This style of engine
valve will be furnished by the Westinghouse Air Brake Com-
pany when requested.
The Rhode Island Lqcomotive Works have received orders
for 5 consolidation and 3 ten-wheel passenger locomotives for
the Colorado & Southern Ry. and for 5 ten-wheel passenger
engines for the Fort Worth & Denver City Railroad. The
5 consolidation engines will have cylinders 21 by 28 inches,
driving wheels 56 inches in diameter, they will weigh 166,000
pounds, with 148,000 pounds on the driving wheels. The boilers
will be of the straight top type with radial stay flreboxes and
will carry a working pressure of 190 pounds. The tubes will
be 13 feet 6 inches long and 2 inches diameter; the firebox will
be 114 by 41^4 inches. The capacity of the tank for water will
be 5,500 gallons and the coal capacity 10 tons. These engines
will have staybolts of Ulster special staybolt iron, main driv-
ing boxes of cast steel, Latrobe tires. Monitor injectors, Nathan
lubricators. Standard couplers, magnesia sectional lagging, the
Leach sanding device and Sargent combination brakeshoes.
The ten-wheel passenger engines for the Colorado & Southern
will have cylinders 20 by 26 inches, driving wheels 63 inches
in diameter; they will weigh 152,000 pounds, with 118,000 pounds
on the drivers. The boiler will be of the extended wagon top
type w^ith radial stays, carrying a working pressure of 200
pounds. The tubes will be 13 feet 4 inches long and 2 inches
diameter. The firebox 120 by 42 inches. The tank capacity for
water will be 5,500 gallons and the coal capacity 10 tons. These
engines will have Ulster special staybolts, cast steel driving
wheel centers, cast steel main driving boxes, Latrobe tires,
Monitor injectors, Nathan lubricators. Magnesia sectional lag-
ging. Leach's sanders and Sargent combination brakeshoes.
The 5 ten-wheel passenger locomotives for the Forth Worth
6 Denver City will have 20 by 26-inch cylinders, 63-inch driving
wheels, and will weigh the same as the engines of the same
type for the Colorado & Southern. The special equipment and
general features of the design of the ten-wheelers for both
roads will be practically the same.
CHIEF CLERK WANTED.
EgUIPMEUT AND MANTJFACTtTBING NOTES.
The Gilman-Brown emergency knuckle, which we illustrated
last year, is making satisfactory progress. This device is used
in emergency repairs to replace coupler knuckles of various
Motive Power Department.
A good chief clerk is wanted for the motive power department
of a large road in the Middle West, salary $1,800 per year. Exe-
cutive ability and familiarity with locomotive and car matters
are required. Address the Editor of the American Engineer
and Railroad Journal.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 97
— AMERICAN-.
Engineer
RAILROAD ^JOURNAL
APIUL, 1900.
CJOlSrTEJSITS.
I »Ki' Page
JiTICI-KS : MlSCUbLANKOUS ARTICLES:
1(1 Kiiualizers, by I Test of an Arch liar Truck
il7 Fraibo lllL'
iii-l-Krainc Coal Coiitinuoiis Moan I'roasurc in-
V Western liy .. Am dicator 102
111 Wide I'nvluix I I'rize for High Speed Electric
t-.C. 11. ^:l^ U.U 103' Itailroad Plan 107
l.cuuriiolive. New .Shiip Tracks, Longitudinal vs.
111! (fiver It. I{ lOS Transverse 113
11 Invesleru shops ArranKoment of Traeksin Krect-
Kxtin^ive liu- me Shops 121
lOil StiiybolL Process, by U. Atkin-
r Distnhu.ion, son ' lai
le Wcstiuiihouse !-lcani Gauges, Tests anl Method
iipMiiy Ill of (Jonnecting 124
i-si lu-er jjiicoino- Mechanical ritukers 121
; Albany .It.U.... l-.'O Heiiding Pipj \ia
r ltlU|UCSTlc -ilecl
iihnn Harding. 122
r Trut:K, l>ehigh Kiiitokials:
J03
iiiiveUihiica'.or. 123 Stcei Frame Coal Car— Norfolk ssl
& Western Railway 112
^ Aiiriii.Ks : Cranes 112
An Important btep Toward
ipondenee !U Wider Fireboxes 112
csponrlence.
LOCOMOTIVE DESIGN.
'y ' Mi'ilianiinl Engiiuer Rogors Locomotive Works.
ErnuiliziUion of WeiRlUs.
(("oiuluded fiom page 70.)
L
'Tji iiiiiKiil typp of nigiiie has a two wheeled radial truck in
I iliirc pairs of coupled driving wheeLs. The spring
!• Ml is shown in Fig. 7. There are three pcints of
IPi" .1. one at B. the fulcrum of the truck equalizer, and two
A lime on each side) the fulcrums of the equalizing levers
,1. -n the main and back wheels. The back end of the front
iv ''i; spring is fastened to the frame, while the front end,
'■ m-cted by means of a cross beam to the truck equalizer. *
F I 7 the longitudinal center of gravity of the engine above
»' lings is located (i3 inches ahead of the equalizing lever
il' . Ill of the main and back wheels. This is determined as
From the weights of each pair of wheels resting on
- deducted the weight of the wheels and axles with
• arrird directly by them, such as eccentrics, eccentric
1 or the eccentric rods, driving bo.xes, back end of
• ic. This leaves a net load of 24.000 pounds on each
! \ing springs or 48.000 pounds for the two rear pairs
I-. One-quarter of this or 12.000 pounds is carried by
111- of from and back spring hangers of the back and
ii. 'iriving sprin.gs, and one-half or 24.000 pounds is carried "
cijiializer fulcrums at AA. The common center of
1 ihe combined weights carried by the main and back
ilso at A.\. midway between the wheels. It is evl-
ilip weights on each of these wheels are the same
I lie springs are connected by leYers with equal arms.
in of 12.000 pounds is carried by the forward ends of the
iiiviiig springs and 11,000 pounds by the truck. The
iii'-aiion of the fulcrum, n. to give the respective weights
i' I ends of the truck equalizer, may be found by multi-
ilii- total length of the lever by the weight on the truck
wiling this product by the sum of both the loads; fhe
"t will be the length of the back portion. Thus
11,000 X 78
— ^ = 37.
23,000
nniinon center of gravity of the load on the truck
Wheel Loads and Arrangement of Equalizers for Mogul Engines.
The weights given are for both sides. For one wheel take one-
half the load.
equalizer at B and that on the back hanger of the front spring.
23,000 and 12,000 pounds respectively, is found in a similar man-
ner to be at C, 47 inches from the back hanger or 30 inches
from the center of the front driver. The two centers, A and C,
which are 150 inches apart, may now be combined. The rear
one. A, equals a load of 48,000 pounds and the front one, C,
35,000 pounds, making a total of 83,000 pounds. The com-
mon center of gravity is found to be 63 Inches from the ful-
crum A. To obtain equal weights upon each wheel with the
wheel ba.se and weight on the truck as given in Fig. 7, the
center of gravity must be located in the position shown. If
this is not done no amount of subsequent adjustment of the
equalizing levers will produce a uniform distribution of weight
upon all the drivers and give the proper proportion upon the
truck. Considerable variation of weight upon the truck may be
effected by changing the position of the lever fulcrum, B. but
this only serves to change the relation existing between the
front wheel and the truck, which does not materially affect the
other two pairs. It follows then, that if the sum of the loads
on the truck and front wheels are not sufficient the deficiency
can not be made up in any other way than by altering the
E
A
30,000 30,000 _ 30,000 S1,000
Wheel Loadsand Arrangement of Equalizers forlO-WheelEngines.
The weights given are for both sides. For one wheel take one-
half the load.
position of the center of gravity of the entire superstructure,
either by shifting its position bodily or by a readjustment of
some of the heavy parts. It will be readily observed that
within the limits of the ordinary designs of mogul engines the
weights carried by the main and back wheels are equal, as the
springs are connected by equalizing levers with similar arms.
For a predetermined truck weight the weights carried by the
front driving wheels will only equal those of the main and
back, when the position of the boiler and its attachments, etc.,
is so located as to bring the center of gravity in the cqrrect
AMERICAN ENGINEER AND RAILiROAD JOURNAL.
po.sKioii. VVlu'ii tlie firebox is between the main and rear axle
the average weiglit iw 17 per cent, on the tnu'k and 83 per
eent. on the drivers, and with a long firebox extending over
the i:ear axle, 14 per cent, on the trnilc and SG per cent, on the
drivers.
The spring rigging arrangement of a 10-wbeel engine i^
shown in Kig. 8. In this type there is a 4-wheel trnck in
front and three pairs of coupled driving wheels. The thiee
(hiving wheel springs on each side are connected together by
two eqnalizing levers so that the weight supported by each
pair of wheels is the same, irrespective of the overhang of the
tirel)()x. ov excessive weight of the back end. In this type, as
in the S-wheel type, there are three fixed points in the equalizer
1
^
\ /
<' ^~"^
12 000
JT isooo
r)I-
_i2,ooo, lii,im^
.-' '
I- SB-- J
r''"7 ,f
r J6| .|
^ y "" V
X ^J
, *" V 1 .-
aOlHXI 32,000 30,000 30,000 15,000
11,'uOO 8,000 (1,000 0,000 g.ooo
■iifiM aj.ooo ai,ooo 21,000 13,000
Fig. 9
Wheel Loads and Arrangement of Equalizers for Consolidation
Engines.
The we.ghts given are for both sides. For one wheel take one-
half the load.
system, the truck center C and two centers of equalizers, al-
though the frames are supported at four points o.r fulcrums
instead of two as in Fig. 7.
When the firebox is between the main and rear axles the
averat;;^ weight is 26 per cent, on the truck and 74 per cent, on
the drivers When the firebox extends over the rear axle the
average weight is about 22 per cent, on the truck and 78 per
cent, on the driving wheels. The effect of changes in weight
in the simplest form may be considered by supposing an in-
crease of weight of 1.000 pounds at D. The increase on the
1.000 X (E + G)
drivei's will equal
O + ( 1/2 I'' >
1,000 X E
The decrease on the truck will equal .
G
1,000
B
i CO
-^
C
IIIMiitiffilllHMnil
Fig. n
The center of the truck fulcrum is at D, 39 inches from th(>
front spring^hanger or 56 inches from the center of the from
wheel; the sum of the weight on the truck and that of th(
front hanger of the front spring, 13.000 + 12,000 = 2.5,00(i
pounds. IS carried at this point. The common center of gravity
of the weights at D and F, 25,000 + 12,000 = 37,000 pounds, is
located at E. 49 Inches from F. or 32 inches in front of tin
forward wheel.
The common center of gravity of the weights at (' and lO,
72,000 + 37,000 = 109,000 pounds, is located at G, 51 inches
ahead of the main axle. When this arrangement of equalizers
is used, the extreme range is 51 inches from the position G.
where the weight is equally distributed on all the drivers with
a suitable ratio on the truck, to position C, where all the
weight would be carried on the three rear pairs of wheels, and
none on the front pair of drivers and on the truck. The range
ahead from G to E is 101 inches. At position E all the weight
would be carried on the front pair of driving wheels and on
the truck and none on the three back pairs of driving wheels.
The arrangement of equalizers shown in Fig. 10 is often
used for consolidation engines which are too heavy behind.
The springs on the main and rear driving wheels are con-
r\„ a.5,000 13,000
Fig. JO
The consolidation type of locomotive has a 2-wheeled radial
truck in frcnit and four pairs of driving wheels. The
ordinary form of spring anangement is shown in Fig. 9.
Tbrop pairs of di-iving wheels, the second, third and fourth, are
equalized together, therefore, the loads carried by these wheels
are the same. The equalizer lever fulcrums are at A and B.
each of them carry 12,000 pounds or 24,000, pounds for both
sides, as shown in the diagram. As these three pairs of driv-
ing wheels are spaced an equal distance apart, the center of
gravity of the sum of the weights on these drivers will be
located midway or over the center of the main wheels at C.
./i Fig. J2 w„
nected by equalizing levers. The fulcrum is at A and the
center of gravity of the weight (48.000 pounds) carried by these
two pairs of wheels is at the same point. The forward center
of gravity of the weights on the truck and the two front pairs
-of drivers (61.000 pounds) is at B, 60 inches back from the truck
fulcrum, C. The common center of gravity of the combined
weight at A and B is located at E, 81 inches ahead of A or 51
inches ahead of the main wheel. This is the same position as
shown in Fig. 9, therefore to get an exactly equal distribution
of weight on all the driving wheels and the same ratio on the
truck, the center of gravity must be the same, irrespective of
the arrangement of equalizing levers, provided they have arms
of the same length.
The advantage of this arrangement in Fig. 10 consists in the
fact that the range is SI inches backward before the entire
load would be carried on the two rear pairs of driving wheels
and none on the front pairs and on the truck, whereas in Fig.
9 the range was only 51 inches. Therefore, for narrow gauge
engines with fireboxes behind the rear axles and for other con-
solidation engines of ordinary builds which are too heavy be-
hind, there is some advantage in this plan.
With one axle under the firebox the average weight is 11 per
cent, on the truck and 89 per cent, on the driving wheels. With
two axles under the firebox the average weight is 14 per cent.'
on the truck and 86 per cent, on the driving wheels.
Often the weight on one pair of wheels is the limiting fac-
tor in the design of a new locomotive. The size and power of
AMERICAN ENGINEER AND RAILROAD JOURNAL 99
in .siicti ciisc;
!. tlie Iheoretic-al
part and its ilis-
liir aiiisi llii'ii lic.Miailc 1(1 coiil'dnu i<i siiiiic inaxlnium
lail. Ill Drill'!' lo iililaiii Hic K'l'ali'sl "Mlriniry itonsis-
ii iliis liiiiilaliim. llii' weights iiii all . .IriviiiK wliocls
. laaili' as nearly aliUi' as possible. II Is. Ilicroforu,
in siicti casi's \vlu'r<' all the ili'ivinK wliccl springs
, nnnci'tcil by I'liualizinK levers lo loi-ate (lie eenler of
.if the siiperrtlnu'tiire earrieil Ijy llie spi'iiins. so that
!iiviiin wlieel loails will he tile same. 'I'lieii proceed to
h,' lioiler and other heavy parts in sneh positions as
line llie desired results:
I'tain whether an engine halauees at (1. the theoretieal
1 mavily. I'"ig. II. Ilie weight of eaeli |iart and its dis-
..111 (i must he liiiown. The boiler should be divi led
\i'iiient seel ions whose cenlei if gravily ean be easily
I -.11' iiislaiice I he liai'U end. inelading I he firebo grates,
iirally group themselves together at A. The cylindri-
incliidiiig the Hues, maltes a..otlier group at Y, and the
• N a third part at W. M: 'tiply the weight at each
part by the distance of its center in inches from G,
■ iown the results for eitlier riglit or left hand in sep-
iiiiuns. If the totals are the same Ihe distribution is
If the totals are unequal, lake Ihe dilTercnce between
■ iHls and divide bv the total weight, the quotient will
lisiauce in inches of the actual center of gravity to the'
ii'ar of C. Example;
Left. Right.
400= (iOO.OOO \V=i:illX l'.000= 260,000
l.M»00 = 1.800. (Mm V= 24X15.000= 360.000
■•'000= 40.000 X = 125 X 12.000 = 1,500.000
— Y= .jO X 150= 75.000
I 1100 2.440.000 Z = 150X 1.000= 1!50,000
400 = (i00,000
I = 40.000
2.440.000
360.000
,500,000
75.000
150,000
31.500 2,345.000
; i-ence between Ihe totals is 95.000. The total weight
95.000
::i,500 or .'i5.."i00 pounds = 1.71 inches. There-
55.000
ai lual center of gravity is 1.71 inches ahead of G the
.al. In order to exactly equalize the weights, an
niusi lie added or taken from either side whose weight
;.'d by its distance in inches equals 95.000. or the posi-
i weight of some of the parts must be readjusted.
• lain tlie center of gravity of the weights for either
, ide the total product by the sum of the weights for
I' Thi'U for the weights and distance given in Fig. 11
. !■ way to find the center of gravity of a number of
is to measure the distance of each from some fixed
niside the group las for example the vertical line. ST.
Then multiply the weight of each part or group by
nice rroin the line ST. .'Vdd the restills thus found for
weights together and divide by Ihe total weight of all
Is. the quotient is the distance of the common center
IV from the line ST.
.;. 12
W.'C" _ w.c-
^ \v w
AW HW
\V_ = W, =
{• C
■■•\f formulas will be found useful iu d'-lermining the
iMisition of equalizing lever tulernnis. when the arms are
.1 an unequal length in order to carry more weight on
.1 than the other. Also lo locate the truck equalizer
. iif mogul or consolidation engines.
EDITORIAL CORRESPONDENCE.
liiilTalo. Rochester & Pittsburgh Railroad.
hops of this road at Rochester are not modern, and they
'iin he leplaced by a suitable plant in which the best
•> will be provided. The amount of work turned out
creditable to Mr. C. E. Turner. Superintendent of Mo-
'wer and his assistants.
jiiston valve as applied to a number of engines by the
liOi'omolive Works has earned a high place here, and
iihtful vhelher Ihe slide valve will be used on future
Mr. Turner is decidedly pleased with the central ad-
liature and believes that the protection of the passage
for the entering steam from riuUallon by being placed between
Ihe e.vhaust steam passages is a very valuable inipiovement.
lie niaih? a point of the faci that thiK arrangeinent ncccssi-
lated crooked exhaust jiassages and i-onsequently larger ones
than would be needed if they were as straight as in the case
of slide valves. This is providijd for in the llrooks design by
a alight extension of the ends of valve casings lo give room for
largei' passages al the ends. There is no objection to this, and
it . ms to overcome a little of the back pressure which, how-
ever, has not been excessive with this form of valves. The
crooked passage needs to be made larger than the straighter
one. The location of those valves in Ihe saddles instead of
upon the tops of the cylinders makes it easy to protect them
from radiation, and in these engines the saddles are lagged to
a higher jioint than has been accomplished before.
Mr. Turner has given a great deal of attention to the design
of cars of large capacity to adapt them to the special conditions
of the coal, coke, and ore traffic of the road. On looking over
the drawings, it was seen that the castings, which were all of
malleable, iron are remarkably light, and where possible the
fiber stresses were kept down to 4,000 lbs. per .square inch. This
was determined upon after tests of the material showing it to
be safe to count upon an elastic limit of 30,000 lbs. and ulti-
mate strength of 40.000 lbs. In spite of the low allowable work-
ing stress of but 4,000 lbs, the castings generally weighed so
much less than cast iron that notwithstanding the advantage of
43 per cent, difference in price in favor of cast iron at the time
of the design the cost of the malleable was less than that of
cast iron. The total weight of malleable castings in cars of
80.000 lbs. capacity in spite of the additional castings required
in the heavy bolsters of the large cars, is less than that of the
cast iron formerly used in cars of 40,000 lbs. capacity. A char-
acteristic of Mr. Turner's car designs is the use of deep trusses.
In one case he has brought the truss rods to within 10 inches of
the rail, the truss being 271/2 inches deep.
Mr. Turner has for some years used a convenient form of
jig for laying off car timbers of all kinds. These are cut to the
desired shape and upon side they carry pointed plungers in
tubes sniiported over holes in the jig. These plungers may
be struck through the holes by hand to mark the centers of bolt
hides and mortises. Each plunger is marked with the size of
the hole. This greatly reduces the labor of marking out the
timbers. A number of convenient air tools have been devel-
oped here, among which is Mr. Turner's fine cutter and roller.
which is now well known. It has recently been fitted with an
ingenious governor which automatically reduces the speed of
the motor, and saves air when it is not actually rolling or cut-
ting.
Chicago, Burlington & Quincy.
A good suggestion -was received during a call upon the Su-
perintendent of Motive Power of this road. He prepares an
annual report covering the important work of the year, to
enable him to keep track of the work of the department, the
condition of its equipment, and to afford a review of progress
that has been made. This fixes dates of important changes
and improvements, and it appears to be an excellent plan.
The idea was a new one to our correspondent. Its chief rec-
ommendation seems to be that it brings up the w^ork of a
year in condensed form and is suggestive of the lines which
have proven advantageous in the past and which will probably
pay to follow in the future. It must necessarily take consider-
able thought, and if a man analyzes his o-wn work in order
to set forth that which has been most valuable he will probably
see ways in which to improve it.
The cost of doing work is considered as most important in-
formation on this road. Recently the entire cost of building
locomotives has been thoroughly investigated and the infor-
mation tabulated with great care and thoroughness. The lack
of exact knowledge as to the shop costs of work on railroads
is noticeable, and very few foremen have the slightest idea
of the cost of various shop operations. Under present condi-
tions this information is invaluable, particularly in connection
with Ihe introduction of new inachiner.v. A man who knows
what his work now costs and how much he can save by a
new machine, has a strong argument with the management
when he asks for appropriations for new machines.
The appointment of an inspector of oiling has proved a
paying investment on this road. A reduction of the cost of
oil for cars and locomotives amounting to over $2,000 in thr«'
months was secured, and at the same time there was a large
reduction in the number of hot boxes and in the amount of
waste used. There was a small increase in the number of
brasses used, but brasses have a scrap value to offset this.
The use of more brasses is due to an attempt to lead the in-
spectors to understand that a hot box needs attention, and
usually something more than oil is require* to prevent it from
heating again. The pursuit of the hot-box problem on this
road is persistent and systematic. The results indicate that a
large amount of the trouble may be easily overcome.
AMERICAN ENGINEER AND RAILROAD JOURNAL.
n
ng. ,.-80.000 Pounds Capacity Stee, Frame Coal Car-NorfC. . Western "^ilwar-WitH^Te^ l^ad
\ ,'. 1{ Lkwis, Su2)crintenaent Motive Power.
SO.OOO-POrND STEEL-FKAME^COAL CARS WITH DROP ;;een^.--;ea .y^
10 inches from the out
Norfolk & Western Railway. wiLh steel plates and m
, , ^.^. a manner as to s. ur
Frames of Structural Steel Witli- Wooden Floors and Siding. ^^^ ^^ ^j^^ material u
» , i « the form of standard ri
This road has in service the larger part of a lot of one ^^ ^ ^^. ^
thousand 100.000-pounds capacity copper-bottom coal cars with ^^^.^^^^^^ ^^^^^ ^^ ,,.
steel under frames and wooden hoppers, the design of which ^
was illustrated and described in the June, 1899, issue of this ^ f ^^^^fj^'^^^.j^, „„„
journal. Through the courtesy of M. W. H. ^-is « ^'^ ™diatrafd cross s:
tendent of Motive Power, and Mr. C. A. Seley, Mechanical En-
gineer of the road, we have received drawings and intorma- J^^^^ "^;^,; f ,^ ,,^ ,,,,
tion concerning a new design of a somewhat different type o 1 mUi '^^^Toftl^e «
car. from which this description is prepared. The chief ^^^^^e hmng^of^t e^^^
(limension.s of the car are as follows: inches thic
C. A. Seley, Mechanical Eiiflineer.
been preserved by making all holes for connections thro
the webs of the channels. The body bolsters are located 4
10 inches from the outside ends of the sills and are desig
wiLh steel plates and malleable-iron fittings, riveted up in s
a manner as to s . ure the necessary rigidity.
All of the material used in the construction of the car li
the form of standard rolled sections or regular sizes of barj
plates, no special or unusual sizes being employed. All;
tachments. such as drop-door hinges, cross-sill supports.!
brake fixtures, are riveted on. In order to provide door M
ets and immediate floor support, a system of short woodei?
termediate and cross sills, 5 by 8 inches, are used as showi
the plan view of the car. Fig. 2. These sills are grooved-
General Dimensions.
T,.mkUi, over buffer blocks
l.ciiKtli, over enil sills
1,.iirUi, inside ofbox
Wiiitli, over side sills
AVidth. inside of box
I liiglit, inside of box
li ft. G'i. in.
!.-. ft.- 1 in.
:K ft. II in.
.'.I ft. 1 in.
: fl. !•'/■ in-
.4 ft. (5 in.
In the present design, as will be seen from Figs. 3 and 4,
advantage has lieen taken of the opportunity afforded by the
l)ox of the car having full sides of considerable height, to in-
troduce a truss to support the sides, thereby using very light
side siHs and dispensing with the stakes ordinarily used. The
small light weight of the car is largely due to this feature of
the design.
The truss members are .i-inch channels of the necessary
weight required by the loads at the various panels. The bot-
tom chord or side sill is an 8-inch llVz-pound channel, the top
chord is a heavy angle, and Vg-inch by 6-inch gusset plates
nre also used for the upper connections. The angle also serves
as a <oping for the wooden lining of the car.
The center sills are 1.5-inch. 33-pound channels, secured to
the end sill plates and body bolster members by angle irons,
,nnd it will be noted that the full strength of the ilanges has
The lining of the car is of 1%-inch pine, and the llo.ii
which there is an area of 287 square feet, is of the sann
terial, 1% inches thick by 6 inches wide, and ship lai ;
Owing to the height of the sides of the box of the car and "
lateral pressure of coal as lading, four IVo-inch top cross
rods are used to prevent bulging. These, however, will ■
prevent using the car for lumber. Four drop doors. Is/
27% inches, are provided, which are handled by winding shi
chains, ratchets and locks, similar to those generally use.!-
such equipment. The c^ors are so located as to dump a 1:
proportion of the contends of the car when dumping is desira^
The car is equipped with Westinghouse air brakes, the des^
of the underframing permitting a very simple direct br|
system. The couplers are arranged with tandem springs #}
the draft lugs are riveted direct to the center sills. |
This car was designed to take a lading of 88,000 pounds iWV
not to exceed 10.000 pounds fiber strain in its members. 'I|
test load of the sample car was wet coal, and when well heat),
up weighed 92.700 pounds. This was subsequently increa|-
by heavy rains to 95.250 pounds. Under this load the deflectft.
of the center sills was V* inch, and that of the sides was ft
quite % inch. 1
The car, as shown in Fig. 1. is mounted on a pair of diam«
April, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 101
I '
%--, - -■' *: — v-;*n'-
m
3^^
l.*l v.. ! . .
^
r '<! /•/ — i;i V' ufj — i^-\ i-ii • >v — ■ —
5 !'./ |!i ^A^ Iri Vr- ^, ^T^T
■-rjj-
-JJ-O
isii
■ rtJ
<-Y/ -»-■%
-}5-4 "w^tMmm ""IK
'u'V-^y ^^.
80,000 Pounds Capacity Steel Frame Coal Car-N. & W. Railway.
Fig. 2'— Plan and Longitudinal Section.
Fig. 3.— Transverse Section Showing Bolster.
type trucks, standard to the 50-ton cars. At the time the car
was built the standard truck for 80,000-pound cars had not
been designed. With these heavy trucks the weight of the
car is 33,700 pounds, but with the new trucks thi.s weight will
be reduced to 32,000 pounds or less.
The new design of truck shown in Figs. 5 and 6 is similar
in many respects to those under a large proportion of the
N. & W. rolling stock. It is 6 inches shorter in wheel base
than Is used in the trucks under the 50-ton cars, which admits
of light top arch bars, 4% by 1% inches, while the inverted
bars are 4% by 1% inches, and the tie bars 41,4 by % inches.
0 j^rk^fp
~dE
K.
1-t
7k::.
-33- ^^-isAgfTTSr OJa/nieG ~
7^
t-c
-
-—9-/-,-
-
S^
1
1
^
>
1
1
1
1
t
%
\
^
V
1— i -?. Mr ";: r^-
^1
1
L — r -,-^
—
-=j ^
—
^ ■
80,000 Pounds Capacity Steel Frame Coal Car-N. & W, Railway.
Fig. 4.— Plan and Elevation of Steel Framing.
102
AMERICAN ENGINEER ANU RAILROAD JOURNAL.
The lightening process has also
been applied to the bolsters,
which are 10-inch 35-puund I
beams, with iron spacing' blocks,
to the spring plank, which is a
IS-inch 30.5-pound channel, and
to all other details where consis-
tent with good design.
The journals are SJ by 9 inches,
the same as are in use under
N. & W. 50-ton cars, which, al-
though not M. C. B. standard
for that weight, have, neverthe-
less, given excellent and satis-
factory service. As may be seen
by the illustration. Fig. 1, the
car has a very neat, trim ap-
pearance, and although its ser-
vice test has not yet been ex-
tensive, the indications are that
It will be very satisfictory. The
Norfolk & Western are prepa ina
t > build one thousand of these
cars in the near future at Koa-
noke. The use of wood tor
lining and floor is justified by
I he designers by ihe unfavor-
able actioT of the acids and
moisture in coal, and owing to
the use of standard sections the
repairs will be greatly facilitated.
Fig. 5.- Side View of Truck.
^- 1- -- -4-0"- S'i-^S^C^Jilletii./Mn^r^ J
-■-'-■-»1- ■
FIgi 6 —End Elevation and Section of Truck.
A CONTINUOUS MEAN PRESSURE INDICATOR.
A method of obtaining a continuous record of the mean pres-
sure in a steam engine cylinder by pressure gauges was brought
before the Institution of Mechanical Engineers about two years
ago by Prof. William Ripper and described in our issue of
October, 1897. page 355. Prof. Ripper's plan is to use valves
driven from the engine to keep a steam gauge in communica-
tion with the steam side of the piston while another gauge is
kept in communication with the back pressure side. The valves
simply act to throw the gauge into communication with the
ends of the cylinder alternately so that one gauge is always
connected to the steam side and the other to the exhaust. For
complete records of his work the paper may be consulted as
reprinted in "Engineering," December 15, 1899, page 771. and
the following issue.
This method seems to give surprisingly accurate results.
The mean pressures are read on the gauges and to obtain a
steady reading two throttling cocks are used, one close to the
valve, referred to above, and the other close to the gauge.
Prof. Ripper says: "By the use of these regulating cocks the
oscillations of the finger of the gauge may be reduced to any
desired degree of steadiness without interfering with the ac-
curacy of the reading of the mean pressure." Despite the fact
that the author of the paper expects engineers to object to the
method as inaccurate for the determination of such an im-
portant factor as the mean effective pressure of an engine, he
has come to the conclusion that "readings by a pressure gauge
may be obtained which are as accurate, as consistent and as
reliable as by any known instrument for the measurement of
pressure, not excepting the best of indicators; also that throt-
tling, when properly applied, does not endanger the accuracy of
the reading, but. on the contrary, gives the true mean effect of
the regular successions of momentary variations of pressure
acting on the gauge."
This idea will be accepted rather conservatively because it is
radical, though it may prove to be absolutely correct. The
throttling and gauge method would be a boom to those who test
locomotives either on the road or on rollers, because of the ad-
vantage of having a continuous record. This is equally appli-
cable in the case of any form of high speed engine with fluc-
tuating load. In case the power of any engine changes rapidly
it is impossible to obtain a record with an indicator even if a
large number of diagrams are taken on one card because of the
difficulty of averaging their areas. In the discussion attention
was called to the fact that ordinary indicator diagrams are
often taken on so small a scale that it is almost impossible to
read pressures accurately and the thickness of a line represent-
ed one pound pressure. Prof. Ripper's instrument was con-
sidered to be as accurate as that.
This appears to be an important suggestion with reference
to the measurement of power.
TEST OF AN ARCH BAR TRUCK FRAME.
An arch bar truck side frame was recently tested to destruc-
tion by Prof. C. V. Kerr, of the Armour Institute of Tech-
nology. Chicago, and the results were presented last month
before the Western Railway Club. Three series of loads were
applied by means of a 200,000 lbs. Riehle testing machine, the
car journals were represented by a short piece of shafting and
the loads were applied by means of short lengths of I beams.
The first series begun at 4.900 lbs. and gradually increased
to 45,000 lbs. Upon release the permanent set was about 1-5
in. The several series carried the load up to 75,000 lbs. with a
permanent set of a little less than 0.4 inch. The load was then
increased to 99.500 lbs., at which one of the journal boxes broke.
A further increase of load to 155,800 lbs. caused the bolts to
shear and the boxes t'-' crumble. The boxes were not standard
M. C. B, boxes but were cut away in such a manner as to
weaken the structure considerably, and the frame failed sooner
than it otherwise would. Prof. Kerr, as a result of this test,
strongly advocates lipping the under arch bar over the ends of
the upper bar in order to reinforce the bolts against shearing.
The stresses imposed upon this truck frame are greater than
any static load which would occur in actual service, but since
it is clear that the frame tested was weakest in shearing
strength the point made is a good one and it should be consid-
ered more generally than is now the case in the construction of
diamond trucks.
APEiL,i900. AMERICAN ENGINEER AND RAILROAD JOURNAL 108
PRAIRIE TYPE AND WIDE FIREBOX SWITCH ENGINES.
C. B. & Q. Railroad.
Prairie Type.
General Description.
The locomotive tleslgu wlildi we illustrate herewith is one
of unusual interest because it is a rather bold step in break-
ing down the too thoroughly established custom of adhering
to narrow fireboxes for soft coal burning engines. This de-
sign was prepared and several of the engines are being built
by the motive power department of the Burlington road. They
are intended for service in which the capacity of the boiler gov-
erns the load hauled. They are to be used on lines with low
grades, and in heavy freight service, at low speed, or for stock
and merchandise trains at high speeds.
The name "Prairie Type" and designation "Class R" have
been given to this engine, which is a mogul, with a pair
of trailing wheels under the firebox. The novelty of the de-
sign is the combination of a wide yet deep firebox, inside
frames back to the firebox, and outside frames under the mud
ring. The firebox is 7 feet long and 6 feet wide. This ap-
pears to be very short, but it will certainly make the fireman's
work relatively easy, and if made longer the weight on the
trailers would be increased. The grate area is 42 square feet.
and the question may be asked as to why it was not made
larger. We are so accustomed to the extremely large grates
used for anthracite coal that this grate area seems small. It
is to be used for bituminous coal, and western coal at that.
The experience of the Burlington with Wootten boilers some
years ago has led the officers to believe that this grate area
will be successful with their coal, and that it will serve to
indicate the proper direction to take in future construction.
It is a generous increase over usual practice, and yet it stops
short of extremes.
The elevation and half plan. Fig. 1, illustrate some of the
difficulties of the frame construction. The grate was placed
low in order to secure depth in the firebox, and the frames
were dropped at the back of the rear driving boxes as low as
practicable without interfering with the height of the draft
connection to the tender. The boiler drawing. Fig. 2. shows
the mud ring to be 18 inches below the throat. The main
frames stop under the front end of the firebox, where they
are attached by keys and bolts to a heavily ribbed cast-steel
cross bar, shown in Fig. 5.
Short sections of frames, with pedestals for the trailing
wheels, are spliced to the cross bar, and these frames were
made wider than the main frames in order to give a good
arrangement of the ash pan, which is seen in Fig. 3. The
journal boxes for the trailing wheels are outside of the wheels
and the frames are under the mud ring. With such a low
mud ring this widening of the frames seems to be neces-
sary. The possibility for a hinge action of the frames at this
cross bar is very naturally suggested by this construction.
This has been considered in the design of the bar. which is
strongly ribbed on both sides. The bar itself, and the frames,
at the splices, are 16 inches deep, and the splices each have
12 li/g-inch bolts. In the plan view of Fig. 1 and in Fig. 5, the
form of the splice is shown. The parts are so fitted as to bring
the keys in compression instead of shear. This is a very
strong splice. Attention was directed to this method of key-
ing on page 181 of our June issue, 1899. It has been in use
on the Pennsylvania since 1892 and we hope it will come into
general use for frame splices. The rear cross bar. also of
cast steel, in which the draft iron is an integral part, is shown
at the left in Fig. 5. This construction necessitated tubes
16 feet 1 inch long, altho\igh they were favored as much
as practicable by the location of the tube sheets. The equal-
izer system and spring rigging are shown in Fig. 1. The front
driving wheels are equalized with the truck, and the remaining
wheels are equalized together. The trailer journal boxes have
Fig. 2a.-Seotion of Firebox of Class P, " Prairie " Type
Locomotive, C. B. & Q. R, R.
slings carrying saddles, upon which a pair of equalizers rest.
The back ends of these equalizers are connected to the frames
by coil springs, while the front ends are connected across
the engine by a long transverse equalizer to which the equal-
izers which are fulcrumed under the cross bar are connected
by links. This complicates the spring rigging, but it is nec-
essary on account of the lateral offset in the frames. It is
claimed, however, by the designers that the outside bearing
on the trailing axle and this cross equalizer will both tend
to increase the stability of the engine and diminish "rolling"
or "lurching" even on soft or uneven track.
The most important dimensions are given in the following
table:
Prairie Type Locomotive.
C. B. & Q. R. R.
Gauge of track i ft. SV> In.
Cylinders 19 by 24 in.
DriviniT wheel centers 56 in.
Thickness of tires 4 in.
Engine truck wheels 37 in.
Trailing wheels 37 in.
Driving wheel base .-il ft. 4 in.
Firebox, inside 7 ft. by 6 ft.
Boiler, diameter at front end 56 in.
Boiler, diameter at throat sheet 66 in.
Heatine snrf ace. tubes . 1.827 sq. ft.
" firebox LSI sq. ft.
total l.gsSsq.ft.
Orate area 42 8q. 5t.
Weight of engine in working order lestimaled) 138,(100 lbs.
Weight on drivers (estimated) iM.OOn lbs.
Weight of tender in working order (estima'ed) 96.000 lbs.
Tender, water capacity 5,000 gals.
Tender, coal capacity S tons
Extreme width •. 10 ft.
Extreme height above rail 14 ft. 9 in.
The Boiler.
The boiler pressure is 190 pounds. The firebox is of the Bel-
paire type, with straight side sheets, unusually wide water
spaces and relatively long staybolts. The water spaces are 4^4
inches all around at the mud ring. The taper sheet of the
boiler is in front and the rest of the shell is straight back to
the firebox, the outside firebox sheet tapers toward the rear
to save weight at the back and to give more room in the cab.
(The firebox crown sheet is inclined so that it can not be en-
tirely uncovered at any moment and the outer sheet is made
parallel to it for obvious reasons). The tubes. 194 in num-
ber, are 2V4 inches in diameter and 16 feet 1 inch long.
They are long because it was necessary to get the driv-
ing wheels between the cylinders and the front of the
firebox. If the back tube sheet was of the usual form
and the front tube sheet in its usual location, they would be
about 1-5 inches longer. The front tube sheet is set back
about 10 inches into the shell and the back tube sheet is
104
AMERICAN ENGINEER AND RAILROADJ^URNAL_^__
APRiL,i900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 105
Cross-Bar at Rear Ends of Frames.
Fig. 5
^?f A ^p/' .
Cross-Bar in Front of Firebox,
fflxeAe/mmCy/ ^ if Taper Tap
irM /Vay/?ef/a /ap^f/7f. ~^ VT^^
SECTION A-B
Fig. 6.
i?* -- 4
4 ^^ ;b/v?/r/7/
/in^j /WJ77
Fig. 7.
'Prairie" Tvpe Locomotive-C. B. & 0- R. R.
Fig. 10.
106 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Wide Firebox Switching Locomotive.
Class "G3" C. B. &Q. R. R.
April, looo.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 107
dished. This const-ruction of the back tube sheet renders it
comparatively easy to put in a new one. It removes the tube
ends slightly beyond the reach of the radiant heat of the fire
and adds a trifle .to the length o£ the combustion space In the
firebox.
The sectional view of the boiler shows turnbuckles in the
diagonal braces. These soon become incrusted with scale in
service, so as to be fast and rigid, but they are used in order to
provide a close adjustment in the braces when the boilers are
new. The throat stays are put in on the staybolt principle, for
the purpose of obtaining a uniform distribution of the loads
upon them. The firebox is provided with a brick arch, with an
improved system of air ducts, in order to improve the combus-
tiou and reduce the smoke. Another feature of the firebox is
the two fire doors. The clear opening into the water leg of
the firebox at the throat sheet is worthy of note as being un-
usual.
Details of Construction.
The cylinder is illustrated in Fig. 6, and the valve in Fig. 7.
The valves are upon the tops of the cylinder and the frames
are double at the cylinders. The valves have internal ad-
mission and they are made solid. The packing is of the bull
ring type, with small packing rings of angle section. The
valve bushings have one bridge 2 inches wide which is placed
at the bottom when in place. The joints in the packing bear
upon this bridge, and there is no possibility of catching the
ends in the ports. The other bridges are % inch wide. The
Class R engines have 1 inch lap. 1/16 inch clearance and 6 inch
valve travel, but the design of the valve makes any change in
the lap or clearance a very simple matter.
The cross-head is the Lair type, with cast-iron top guide and
a steel bottom guide. The shoes are cast iron babbitted. The
pistons are cast iron, with Dunbar packing. . The engine has
phosphor-bronze bearings throughout. The driving axles have
8V2 by 9%-inch journals, and wheel seats enlarged to 8%
inches. The key ways are cut with a 5%-inch diameter milling
cutter.
The air-brake cylinders are located in front of the rear
driving axle, and between the frames, as shown in Figs. 1 and
i. The leading truck has a swing center and 37-inch wheels.
The tender has a 5,000-gallon tank and capacity for eight tons
of coal. It is carried on two four-wheel trucks.
Wide Firebox Switch Engine.
Another new design by the same road is that of the Class G
3 six-coupled switch engine, with a wide firebox and piston
valves. Four of these are now building at the Aurora shops.
Their chief dimensions are as follows:
Six-wheel Wide Firebox Switcher.
C. B. & Q. R. R.
Gauge of track 4 ft. S% in.
Cylinders 20 by 24 in.
Driving wheel centers 44 in.
Tiiicicness of tires 4 in.
Wheel base, engine and tender 38 ft. 9 in.
Driving wheel base 10 ft. 10 in.
Firebox, inside 57'/4 by 72 in.
Boiler, front end of shell 60 in.
Boiler at throat sheet 64 in.
Weight in working order (estimated) 122,000 lbs.
Weight of tender in working order (estimated) 72,000 lbs.
Capacity of tank 3.900 gals.
Capacity for coal 6 tons
This boiler differs from the one previously described. It has
radial stays and is straight on top. The form of the firebox
resembles that of stationary boilers of the locomotive type.
There are 204 tubes, 2% inches in diameter and 14 feet 6 inches
long. The water legs are 4% inches wide at the bottom, and
the staybolts begin to lengthen immediately above the mud
ring. The turnbuckle adjustment for the braces is used in
this boiler also. The method of supporting the boiler is
shown in Fig. 10. This is in the form of a bracket reaching
out from the frames and receiving the weight directly from
the mud ring by a shoe. The side thrust is taken by a groove
in the bracket, and the pad merely holds the boiler down when
swayed. This appears to be an excellent boiler support. In
this case a heavy bracket is necessary on account of the ex-
cess of width of the firebox over the frames.
Wide firebox switch engines have been In use for a number
of years, but this Is believed to be the first built for soft coal.
The principal merits in this type of boiler which the designers
claim is simplicity of construction, a boiler which will prove
inexpensive to maintain, and lastly a very large heating and
grate surface for a 6-wheel switching engine. The principal
object was to overcome the difficulty with smoke In the pe-
culiarly trying service of switching.
PHIZK FOR HIGH SPEED ELECTRIC RAILROAD PLAN.
The German Society of Mechanical Engineers will this year
award the Veltmeyer prize of 1,200 marks with gold medal tor
the best plan and specifications for an electric railroad between
two distant cities, designed exclusively for trains running at a
speed of 200 kilometers (I2414 miles) per hour, and following
each other In quick succession without Intermediate stopping
points, each train to have a minimum capacity of 150 passen-
gers. The stipulations are given in full In the January num-
ber of Glaser's Annalen, and the contest will close on October
6th this year. The prize will be awarded at the November
meeting of the society. Concerning the subject selected, Mr.
WIchert, one of the prize judges and a leading German Gov-
ernment engineer, writes as follows:
"The problem has a special interest at the present time, as
the new century now dawning may see Its practical solution.
The construction of railroads specially designed for light trains
of high frequency and enormous speed has so far received
only passing attention. Look at it as you will, It Is In line with
the progress of the times, but whether a practical solution Is
possible or not, time, study and experiments alone can demon-
strate. The subject requires that careful consideration be given
to the design of terminals with the necessary installation for
handling trains of 200 kilometers' speed without risk or con-
fusion. As such speeds have never yet been attained, the
problem may bring out the impossibilities, if any, which stand
in the way of solving it. No definite distances being laid down,
the solution will not give absolute, but only relative quantities.
Correct theories ought to be developed In regard to the re-
sistance at high speeds, which in the United States have al-
ready reached 150 kilometers per hour. The problem must
therefore be based on an unprejudiced review of the literature
and the material at hand relating to such matters as train and
air resistance, brake action, etc., referred to high speeds, and
the committee having the subject in charge thinks that there
is still a wide field unexplored in that direction."
Washing locomotive boilers with cold water has been con-
sidered by many as injurious to the sheets because of the
sudden contraction which it causes. Mr. Edward Grafstrom,
writing in the "Railway Master Mechanic," defends the prac-
tice as a result of experiments which he has made with pieces
of steel cut from boiler plate. These showed no deterioration
after a large number of repetitions of heating to a tempera-
ture of 260 degrees and cooling with cold water. The advo-
cates of the use of cold water hold that there are no initial
stresses in the boiler when it is cold and that the effect
of the cold water is to relieve the stresses which were caused
by firing up. Mr. Grafstrom does not wish to be understood
as saying that local cooling is not injurious, but advocates
the uniform application of cold water to promote uniform
contraction.
A most interesting development of the fire tube boiler ri-
valing water tube boiler capacity is promised by a paragraph
in a recent editorial in "The Engineer" on the subject of
marine boilers, quoted as follows: "It would be premature
to say much, but experiments have been carried out recently
under our own eyes, with a fire tube boiler, with the result
that it very readily produced its own weight of dry steam
per hour; that it made nearly eight pounds of steam per
pound of coal burned and that every portion of the boiler is
accessible for repair, almost without removing a nut"
108 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Mogul Freight Locomotive-New York Central R; R.
A. M. Waitt, Superintendent Motive Power and Rolling Stock. Schenectady Locomotive Works, Builders.
MOGUL FREIGHT LOCOMOTIVES.
New York Central & Hudson River R. R.
The Schenectady Locomotive Worlcs have just delivered to
the New York Central a number of heavy mogul freight loco-
motives, one of which is illustrated by the accompanying en-
graving. In cylinder power, size of driving wheels, grate area
ana in general appearance these engines strongly resemble
those of the same type furnished in 1S98 by the same builders
and illustrated on page 363 of our November number of that
year. In boiler ijower and weight, however, the new design
far surpasses the earlier one, and as the 1898 engines have
done most satisfactory work the greater power of the present
design may be expected to improve upon that proportionately.
The comparison in weight and boiler capacity shows progress
as follows:
1S9S. 1900.
Total weight, lbs 142,200 155,200
Weight on drivers, lbs 123,000 135,500
Heating surface, sq. ft 2,111 2,507
Water capacity of tender, gals 4,500 5,000
The design and specifications were furnished by the mechani-
cal department of the road and were worked out under the
direct supervision of Mr. A. M. Waitt, Superintendent of Mo-
tive Power. The details of the engines are changed from the
earlier design in the use of Fo.x pressed steel tender trucks,
cast iron taper stacks, wooden pilots and the "H" erosshead
instead of the Laird. This engine has an admirable arrange-
ment of hand holds on the engine and tender, with steps at
both ends of the tender. The brake shoes are back of the driv-
ing wheels and the driver brake cylinder is under the boiler
barrel instead of at the rear ends of the frames. The driving
journals are 9 by 12 in. and the truck journals 6% by 10 in.
Other characteristics of the design are Included in the follow-
ing table:
General Dimensions. , .
Gauge i ft. SVi m.
Fuel ' .' Bituminous coal
Weight in working order 15i'?[!,'! If'®-
Weight on drivers Jr V o • ^'
Wheel base, driving 15 1 1. ^ in.
Wheel base, rigid 16 it- ^ in-
Wheel base, total H tt- i in.
Cylinders.
Diameter of cylinders 20 in.
Stroke of piston 28 in.
Horizontal thickness of piston 4% in. and 5 m.
Diameter of piston rod 3% m.
Kind of piston packing Cast-iron rings
Kind of piston rod packing U. S. metallic
Size of steam ports 18 in. by ly in.
Size of exhaust ports IS in. by 2?4 m.
Size of bridges 1% '"■
Valves.
Kind of slide valves Richardson balanced
Greatest travel of slide valves Wz in.
Outside lap of slide valves % in.
Inside lap of slide valves Clearance 1/12S in.
Ije'ad of valves in full gear 1/32 in. negative lead full gear
forward, 3/32 in. negative lead full gear back
Wheels, Etc.
Diameter of driving wheels outside of tire 57 in.
Material of driving wheel centers Cast steel
Driving box material Gun metal
Diameter and length of driving journals 9 in. dia. by 12 in.
Diameter and length of main crank pin journals (main side 6?i in.
by oV4 in.) li in. dia. by 6 in.
Diameter and length of side rod crank pin journals
Back 5 in. by 394 in., front 5 in. dia. by 3% in.
Engine truck, kind 2-wheel swing bolster
Engine truck journals 6V4 in. dia. by 10 In.
Diameter of engine truck wheels 30 in.
toiler.
Style ^f Extended wagon top
Outside diameter of first ringT! 67 5/16 in.
Working pressure ." 190 lbs.
Material of barrel and outside of firebox Carbon steel
Thickness of plates in barrel and outside of firebox
21/32 in., % in., ^ in. and 11/16 in
Firebox, length lOS 1/16 in.
Firebox, width 40% in.
Firebox, depth : F. 82 21/32 in., B. 70 21/32 in.
Firebox, material Carbon steel
Firebox plates, thickness Sides 5/16 in., back % in.,
crown % in., tube sheet 9/16 in.
Firebox, water space Front 4 in., sides Zy^ in., back 31^ in.
Firebox, crown staying Radial stays, V/s in. dia.
Firebox, staybolts Taylor iron, 1 in. dia.
Tubes, material Charcoal iron, No. 11
Tubes, number of 366
Tubes, diameter 2 in.
Tubes, length over tube sheets 12 ft. 2i/4 in.
Fire brick, supported on Studs
Heating surface, tubes 2,321.6 sq. ft.
Heating surface, firebox 1S5.6 sq. ft.
Heating surface, total 2,507.2 sq. ft.
Grate surface 30.3 sq. ft.
Ash pan, style Sectional dampers F. and B.
Exhaust pipes Single
Exhaust nozzles 5 in., 5% in. and 5'/4 in. dia.
Smoke stack, inside diameter 16 in. at choke, ISi/^ In. at top
Smoke stack, top above rail 14 ft. 6V4 in.
Boiler supplied by 2 Monitor injectors. No. 10
Tender.
Weight, empty 44,700 lbs.
Wheels, number of 8
Wheels, diameter 33 in.
Journals, diameter and length 5 in. dia. by 9 in.
Wheel base 16 ft. 6% in.
Tender frame 10-in. channel iron
Tender trucks Two 4-wheel Fox pressed steel floating bolster type
Water capacity 5,000 U. S. gallons
Coal capacity 10 tons
Total wheel base of engine and tender 50 ft. 8 in.
Brakes Westinghouse-American combined, on drivers,
tender and for train
The boiler covering is the Franklin sectional, the brakes are
the Westinghouse. and the other special equipment includes
Leach Sanders. National Hollow brake beams, Gould couplers,
Nathan & Co.'s 1899 type lubricators, and the tenders are
equipped with water scoops.
Al'UiL, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 109
CHICAGO & NORTHWESTERN SHOPS AT CHICAGO.*
Extensive Improvements.
II.
Buildings.
The new buildings for these extensions were designed by
Messrs. Frost and Granger of Chicago, and while artistic effect
is not expected in railroad shops, considerable attention has
been paid to their appearance, without, however, involving
extravagance. The power house is the best example of this,
and it is entirely appropriate. The requirements were first
decide<l upon by the motive power ofBcers. Then the detailed
arrangements were settled, and the architects were called upon
to do that which they are best able to do — design and erect
the buildings. It is not unusual in cases of this kind, and
especially in new shop plants, for the buildings to be designed
and built by other departments, the arrangement of the inte-
riors being left for the mechanical department to fix afterward.
Such a method is never satisfactory. It results in good build-
ings, but they are not always convenient for those who use
them.
The buildings are of brick, with steel frame roofs, that of
the power house being covered with tile arches and concrete,
while the others are slated. The foundations have concrete
footings with stone caps. The steel work was done by the
Kenwood Bridge Company, the mason work by C. W. Gindle,
the cranes were furnished by Pawling & Harnishfeger of Mil-
waukee. Special attention was given to light and ventilation.
The water closets and wash rooms for the men have been
well arranged. The wash rooms have clothes lockers for the
men, and the urinals and closets are placed in separate rooms.
It is not necessary to show these in detail in the various shops,
but it is worthy of record that good facilities of this kind, in-
cluding clothes lockers and shower baths, are now considered
necessary. The improvements extend these in the old shops
as well as in the new.
The shops will be heated by exhaust steam from the power
house, and when this is not sufficient, direct steam from the
boilers will be used in addition. The intention is to concen-
trate the steam plant in the power house, and only such steam
as is needed for heating will be taken from that building.
The heating pipes are run overhead and the waste returns un-
derground. The lighting will be by electricity throughout.
The Power House.
This building. Fig. 1, is 100 by 112 feet, and 30 feet in the
clear, under the roof trusses. The basement is 9 feet 8 inches
deep under the machinery room. The main walls are 25 inches
thick, the roof is supported on five modified Howe trusses, the
construction of which may be seen in the drawing of this de-
tail. Fig. 2. The purlins are 9-inch 21-pound I beams, and are
bolted to the trusses. The arches are 6-inch segmental tiles,
with concrete filling, and composition roof covering. The roof
was designed for a permanent and snow load of 100 pounds
per square foot. The boiler room is 46 feet wide and the ma-
chinery room 54 feet, with a brick wall between. The roof
trusses meet upon this dividing wall and on the machinery
room side, it also carries an IS-inch 55-pound I beam girder for
the crane support, the other s\ipport being built into the oppo-
site main wall. The elevation of this building shows its sub-
stantial appearance and the inclined buttresses at the corners.
This building has a 5-inch concrete floor, laid upon 8, 9, 10 and
12-inch I beams and brick arches. There are four 17 by 12-foot
skylights in the roof, two over the boiler room, and two over
the machinery room. Those over the boiler room have 30-inch
and the others have 12-inch Globe ventilators. The chimney
is of ^irick and 180 feet high. The boiler room provides for six
250-horse-power Babcock & Wilcox water-tube boilers, ar-
ranged in three bi.tteries of two in each setting, giving at pres-
ent a total of 1,500 horse power, with space for increasing this
•For the previous article on the general plan of these improve-
ments see page 82.
to 2,000 horse power when extended. We shall describe the
boiler plant in detail in a future Issue. Its arrangement is
excellent. The brick chimney was decided upon after a careful
consideration of mechanical draft. The original plan con-
templated using three 66-inch iron stacks 107 feet high, with
fans and motors, but when the cost of operation and mainten-
ance of this system was considered it was discarded In favor
of a substantial brick chimney. The reasons for this will be
given more completely in connection with the description of
the power questions, which will require an article by them-
selves. It is sufficient now to say that the chimney was found
to be much cheaper than mechanical draft. There was practi-
cally no difference in first cost, while the operation of mechan-
ical draft would be a con.stant annual charge. The boilers
are equipped with automatic stokers, and the coal is handled
entirely by machinery. It is stored in elevated bins, from which
it runs by gravity to the boiler fronts. This will undoubtedly
be an exceedingly economical plant in operation and in main-
tenance. Boilers of this type are remarkably economical in
repairs.
The Boiler Shop.
This building. Figs. 3 to 6. is 120 by 300 feet, the width being
the same as that of the main machine shop. The boiler shop
has 14 transverse tracks connecting with the long transfer table,
which also serves the locomotive shop, and over these tracks
a 50-ton electric crane, with a 67-foot span, travels the entire
length of the shop. At the north end of the building is the
riveting tower, of which we show a section at the left of Fig. 4.
The riveting and hoisting machinery for this riveting tower
was described in our issue of June. 1897. page 195. It was
in use in the old boiler shop. The riveter has a gap of 12 feet
and works with hydraulic pressure of 1,500 pounds per square
inch, so controlled as to give pressures of 25. 50 or 75 tons, as
required on the work. The tower crane has a capacity of
40,000 pounds and a lift of 49 feet 3 inches. The longitudinal
traverse of the tower crane is 24 feet.
This building consists of a main portion 67 feet wide by
40 feet high, and a wing 49 feet wide and 22 feet high. The
wing has a traveling crane of 5 tons capacity running over its
entire length, and the machinery is arranged with this in view.
The cranes in both portions of the buildings are supported
upon independent columns, as indicated in Fig. 6. The main
walls of this building are 25 inches thick, the lighter side walls
being 17 inches thick. The main roof is supported on trusses
of the Fink type, shown in Fig. 6. which also shows details of
the foundations. The machinery in this building is shown
in a general way in Fig. 4. The crane service in this shop is
admirable. The track arrangements are also good. A stand-
ard-gauge track runs through the shop lengthwise, and another
across it at right angles, connecting to the transfer table. The
wash room is entered from the wing of the building, and it
contains 24 wash bowls, 150 lockers and two shower baths.
Adjoining it are 12 closets and 14 urinals.
The Tank Shop.
The repair work on tenders has been more carefully consid-
ered in this case than is usual. A length of 144 feet has been
added to the old shop, making the total length 344 feet. This
shop is shown in Fig. 7. Its clear width between pilasters is
74 feet 8 inches, and it has a 30-ton traveling crane with a
span of 72 feet 5 inches and a lift of 16 feet 10 inches. The
walls of the new shop are 24 feet 7% inches in height, and the
walls of the old building have been raised to that height.
The highest tender tank on the road is 11 feet 14 inch over all
when standing on the rails. The machinery in this shop is
placed near the walls and out of the way of the cranes.
There are tracks for receiving nine tenders at a time. When
they enter the shop, the tanks are lifted off by the crane and
the frames, with the trucks, are moved over to the other side
of the building. The truck erecting shop, with space for 20
trucks, is at the end of the building, opposite that containing
the long tracks. The doors of the building are 10 feet wide by
110 AMERICAN ENGINEER AND RAILROAD JOURNAL.
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APRiL,i9oo. American engineer and railroad journal, in
f^undutmi under
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FoundaTion
undercoj's
P>exnr,ioumptittsfiop
Fig. 8.— Machine Shop-Annex Plan 'and Sections,
CHICAGO AND NORTHWESTERN SHOPS AT CHICAGO.
Extensive Improvements.
16 feet high. On one side of the building is the transfer table,
and on the other, running its full length, is a track depressed
4 feet below the surrounding ground. This is for unloading
wheels, and it is placed 50 feet from the shop, which gives a
large amount of room lor storage. The walls of this building
are 18 inches thick. It has five ventilators 12 feet long by 6 feet
wide. Adjoining this shop is a 33 by 24-foot building contain-
ing the wash room, with 20 wash bowls and 150 lockers, and, in
a separate room, 10 closets and 9 urinals.
The Machine Shop Annex.
Such work as turning up crank pins, making new parts of
engines, brass work, bolts and rods, usually interferes seri-
ously with the heavier work of a shop, and by being scattered
all about it is a source of expense and annoyance, which will
be entirely done away with in these shops by concentrating it
all in this machine shop annex, a building 100 liy 150 feet, as
shown in Fig. S. This is a two-story building adjoining the
machine shop. The upper floor is in the form of a gallery, 25
feet wide on the side and 20 feet at the end. There are two
3-foot bridges and an 8-foot passage across. The lower story
is IS feet 6 inches high in the clear, and the upper one 13 feet.
The opening in the floor is 42 by 132 feet. The walls for the
lower story are 24 inches thick and those for the second story
are 16 inches. A 10 by 10-foot elevator of 5,000 pounds capacity
is provided in this shop. There are nine skylights, 10 feet high
at the ends and 20 feet long on the ridges. The end door is
16 by 12 feet, sufficient for taking a box car into the building.
The floors are of 3-inch oak plank. All piers and foundations
are built on concrete.
We shall present the power plant, and Information concern-
ing the electrical distribution, in our next article on this sub-
ject.
112
AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Establislied 1832)
--AMERICAN--^
E-ngineeR
RAILROAD^JOURNAL
PUBLISHED MONTHLY
"* BY
R. M. VAN ARSDALE,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. IW. BASFORD, Kdltor.
e. E. SILK, Associate Editor.
APRIL, 1900.
Subscription.— $2. OU a year for the United States and Canada; $2.50 11
year to Foreign Countries embraced in the Universal Postal Union.
Remit by Express Money Order, Draft or Post-Office Order,
S-nbscriptions for this paper will be received and copies kept for sale by
the Post Office News Co,, 217 Dearborn Street, Chicago, III,
-EDITORIAL ANNOUNCEMENTS.
Advertisements.— Nothing will be inserted in this journal for
pay, EXCEPT IN THE ADVERTISING PAGES. The reading pages will
contain only such matter as we consider of interest to our
readers.
Special Notice.— 4s the Aotsrican Engineer and Railroad
JotJRNAi. is printed and ready tor mailing on the last day of
the month, correspondence, advertisen\ents, etc., intended for
insertion must be received not later than the Wth day of each
month.
Contributions. — Articles relating to railway rolling stock con-
struction and management and /Hndred ionics, by those who
are practically acquainted with these subjects, are specially
, desired. Also early notice.i of official changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tion.
To Subscribers.— 2'Ae .\mebican Engineer and Railroad
Journal is mailed regularly to every subscHber each
month. Any subscriber who fails to receive /lis paper ought
at once to notify the postmaster at tfie office of delivery, and in
case the paper is not then obtained this office should be notified,
so that the missing paper may be supplied. When a sub-
scriber changes his address he ought to notify this office at
once, so that the paper may be sent to the proper destination.
The paper may be obtained and subscriptions tor it sent to the
fellowing agencies: Chicago, Post Office Neics Co., ill Dearborn
Street. London, Eng., Sampson Low, Marston & Co., Limited
St. Vunstan's House, Fetter Lane. E. C.
gusset plates at their upper ends. The upper row of rivets in
these connections also take in the lower flanges of heavy an-
gles which serve as compression members of the side trusses.
The truss side frame is not a new idea in car construction,
but it is a new application in this case, and it will be watched
with considerable interest. This design shows the possibili-
ty of combining wood and steel in simple construction with-
out involving excessive weight.
CRANES.
The concentration of engines, boilers, air compressors and
electric generators into one building, whereby six separate
steam plants are eliminated, is a striking feature of the im-
provements now being made at the Chicago shops of the Chi-
cago & Northwestern. This will probably appear to many
as the important accomplishment of this admirable work.
Without the slightest intention of underrating the saving in
fuel and in wages which this will accomplish, it is believed
that the saving through the improved crane service in the new
buildings will far outweigh that of the improvement in the pro-
duction and distribution of power. Here is a plant in which the
heavy boiler work for 1,185 locomotives is to be done. This
boiler shop will be a busy place, and the economy of its opera-
tion, as well as its real capacity, will depend upon the prompt-
ness with which the heavy parts are handled and the men
supplied with work. It will not do to make them wait. This
shop was designed with a view of utilizing electric traveling
cranes, and so als-o was the tank shop, which forms a part of
the same plan, described in this issue. There is nothing at
all remarkable in this fact except that it was not done at least
five years ago. A sensible and substantial crane service is so
seldom seen in a railroad shop as to make a case of this kind
stand out boldly. It Is strange that this is so, because no one
can fail to see that the cost of locomotive repairs depends very
largely upon the use of labor-saving appliances and the em-
ployment of every facility for keeping the men and machines
constantly supplied with work and material. It is beyond be-
lief that a mechanical officer of any large road in this country
to-day does not appreciate crane service. It is entirely beyond
comprehension why one of them put an elaborate drop pit In
a new erecting shop and made no provision whatever for
cranes even in the future, but this has just now been done.
It was, moreover, pointed to with pride. The crane is un-
doubtedly the most valuable machine in a modern engineering
establishment because it increases the output of every indi-
vidual machine tool in the plant and adds to the capacity of
every department in which the actual work is handled.
AN IMPORTANT STEP TOWARD WIDER FIREBOXES.
At one time cars with frames of commercial sections were
very prominent among the promising designs for large ca-
pacity, but of late comparatively few have appeared. This
seems strange in view of the strong inclination In several
quarters to prefer wood to steel for flooring and siding, par-
ticularly in cars which are to be used for coal traffic. In this
issue we print a description of an interesting steel frame coal
car, which is not only attractive in appearance but is worthy
of study from a structural standpoint. This car was designed
under the direction of Mr. W. H. Lewis, Superintendent of
Motive Power of the Norfolk & Western, by Mr. C. A. Seley,
Mechanical Engineer of that road, and it is illustrated fully in
this number. This car is a high-sided coal gondola, with a
nominal capacity of 80,000 pounds. It has a steel frame, with
wooden floor and sides and drop doors. With two heavy trucks
designed for cars of 100,000 pounds capacity, weighing 15,500
pounds, this car weighs but 33,700 pounds, and with its own
trucks, which will be much lighter, the weight will be reduced
from that amount. The center sills are 15-inch channels and
the side sills 8-inch channels. The stakes of the sides are
arranged In the foi-m of trusses, riveted to the side sills and to
There are unmistakable signs of a turning toward wider
fireboxes for bituminous coal-burning locomotives. For sev-
eral years it has been apparent that the necessity for more
grate area has been forced upon the leaders in locomotive im-
provement, and with this issue we are able to record an im-
portant practical step in this direction in two designs of
wide firebox engines on the Burlington.
These fireboxes are not extremely wide, but that the
mud ring has at last been deliberately spread beyond the
limits of the frames of a soft coal-burning engine is cause for
congratulation and commendation. The designs mentioned,
and particularly the "Prairie type," are rather bold, and the
arrangement of the frames will probably bring out some
differences of opinion. This, however, is a mere detail which
cannot adversely affect the general proposition that larger
grates are necessary, and that they will be used. In this case
the construction is strong and there is no reason to fear or
expect other than satisfactory results. It is maintained that
the firebox will be brought outside of the lines of the frames
and various satisfactory ways will be found for accomplishing
APRIL, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 113
it. It is not inconceivable that the frame construction at the
firebox will be entirely revised. It it is necessary to keep the
back ends of the frames out of the way of ash pans, on ac-
count of the desirability of depth in the firebox, it is possible
to secure a decided advantage in construction by such a meth-
od as this of the Burlington Prairie type, with the addition
of diagonal braces across the frames under the grates. The
absence of the rigid bracing of the rear ends of the frames,
formerly afforded by the heavy foot plates of earlier design,
is making itself felt and the strong crossbar of the Prairie
type, with some method of diagonal stiffening, should re-
ceive considerable thought as a possible relief from the
troubles caused by the flexure of frames. It is believed that
this construction can be made satisfactory even if it is not so
in this design.
It is perhaps worth while to look into the supposed necessity
for deep fireboxes. If they could be made shallow for bitumin-
ous coal burning on wide grates the wheel and long tube
problems would be very much simpler, because the mud ring
could be placed high enough to get moderate sized drivers
under it.
In this connection it is well to consider the fact that bitu-
minous coal is successfully burned in relatively small cylindri-
cal furnaces in marine practice, which represent exceedingly
shallow fireboxes. The rates of combustion are lower in ma-
rine service, but that which corresponds to the crown sheet is
almost in the fire, it is so low. It is desirable to have plenty
of combustion space, but it may, and probably will, be sufii-
cient to put in into the form of length rather than depth.
There is no difficulty in disposing of the driving wheels of
the Columbia type without using excessively long tubes, but
with six or eight wheels connected the case is different, un-
less the driving wheels are small.
In the Atlantic type, if the wheels are as large as those of
the Baldwin engines on the Burlington, the tubes must be at
least 16 ft. long. There is no apparently good objection to this
when the diameter is correct. This length Is necessary partly
on account of large wheels and partly because of the four-wheel
truck in front.
The Prairie type engine is regarded as an epoch-making
design. Too much should not be expected of this individual
case, but that it will show the possibilities and that it indi-
cates the appreciation of a moderate widening of grates there
can be no doubt.
SHOP TRACKS, LONGITUDINAL VS. TRANSVERSE.
The arrangement of tracks in locomotive erecting shops is
almost the first question to arise in the plans for new shops
or enlargements of old ones. We have inclined to the opinion
in connection with large shops that where possible the tracks
should be arranged lengthwise of the building, for reasons
with which our readers are familiar, but in order to avoid
onesidedness some arguments in favor of the lateral track
plan were outlined last month. This has brought a ready re-
sponse, printed elsewhere in this issue, from a superintendent
of motive power who strongly favors the long tracks, and the
support is so strong that it is commended to our readers.
This gentleman emphasizes the importance of having two
cranes in a shop anyway, for the benefit of their services in a
variety of work, and he finds that the actual lifting and mov-
ing of locomotives occupies but about five per cent, of the
working time of the cranes. When not used for this heavy
work both cranes are available for other useful purposes which
the single large crane, made necessary in the lateral plan,
will not serve so well. The transfer table becomes a neces-
sity with the lateral system, and it is considered as a serious
obstacle to the handling of material to and from the erecting
shop. Furthermore a transfer table cannot, like a crane, be
used for assisting in the operations inside the shop. This ar-
gument is a strong one and It gives emphasis to the conten-
tion that the importance of satisfactory facilities for handling
material and work in locomotive shops has been underesti-
mated. Our correspondent points to the case of a large shop
with the lateral arrangement requiring two transfer tables
as an illustration of the inconvenience which they caiise, and
states that a shop with a transfer table upon each side is
practically Lsolated from the surrounding buildings. At this
time no case of this kind comes to mind, but the objection
to two transfer tables is perfectly clear when expressed in this
form. The advantage of easy supervision certainly rests with
the longitudinal plan. It is believed to be exceedingly im-
portant to consider the comparative amount of general useful-
ness of cranes and transfer tables, both of which are
expensive, in the settlement of this question. The size of
the shop, the spans of the cranes, the amount of room which
must be given up to the transfer table pit, all count in this
connection, and it seems plain that there is a certain minimum
size of plant to which the longitudinal tracks will not apply,
but as the size and capacity of the shop increases the useful-
ness of the cranes increases, while for the same increase in size
and capacity the disadvantages of the transfer table corre-
spondingly increase.
Automatic stokers, as noted in these columns some time ago,
have been tried in marine service on the Great Lakes in con-
nection with Babcock & Wilcox water tube boilers on the
steamer "Pennsylvania." This is believed to be the first in-
stallation of automatic stokers on shipboard, and the results
of tests by Lieuts. B. C. Bryan and W. W. White, U. S. N., on
the machinery of the ship, including the action of the stokers,
are of great interest. They were published in the "Journal of
the American Society of Naval Engineers" for August, 189S,
and the record indicates that the stoker experiment was en-
tirely successful. There was very little smoke, and practically
none at all except when the fires were sliced and the clinkers
removed. The saving in the wages of firemen and in improved
combustion made possible by automatic stokers are import-
ant, and it appears to be possible and convenient to use them
in connection with boilers of this type on shipboard. As the
water tube boiler is making marked progress in this service it
is possible that the use of automatic stokers may become equally
common. In these tests it seems that the auxiliary engines
for operating the stokers required but 1.68 per cent, of the
total amount of steam used. It was demonstrated that the
stokers could be stopped and the firing done by hand without
difficulty. These stokers were made by the American Stoker
Co; of Brooklyn, N. Y.
The most important facts concerning the breakage of
staybolts brought to notice recently are the effects of the
form of the firebox and the internal structure of the material
of which staybolts are made. These were considered on page
382 of our December issue of last year and page 8 of the Janu-
ary issue of the current volume. In another column in the
present issue Mr. R. Atkinson, of the Canadian Pacific, adds
valuable support to the opinion previously referred to. In his
experience it has proved advantageous to provide easy curves
at the sides of the firebox and he has also found It nec£ssary
to consider the manner in which the iron is piled. That manu-
facturers will return to the box faggoting of 20 years ago is
too much to expect. It is important that the effect of slab
piling should be understood, however, and the makers should
be urged to furnish iron that will be nearly equally strong In
whatever direction it is bent. It Is clearly impossible to place
staybolts in the firebox so that they will always be bent most
favorably and the proper course seems to be to select the irons
which are known to be best qualified to stand the bending in
any direction in which it may happen to come.
114
AMERICAN ENGINEER AND RAILROAD JOURNAL.
ELECTRIC POWER DISTRIBUTION.
NUMBERS, SIZES AND LOCATIONS OF ENGINES.
Works of the Westinghouse Air Brake Company.
The electric distribution of power at the works of the West-
inghouse Air Brake Co. at Wilmerding is an interesting instal-
lation because of its extent, its thoroughness, the use of steam
turbines to drive the generators and specially because tests
made before and after the change permit of knowing the ad-
vantages in economy of operation of the electric plant.
This is a case in which the saving of fuel is the largest
saving because the character of the work done does not admit
of the general use of individual motors, the majority of the
machines requiring too little power to render this advant-
ageous. The shafting, however, was speeded up and, therefore,
a very important improvement is made upon the output of the
machines. This plant is typical of a large class employing a
great number of machines, and requiring but a small amount
of power and located in a number of separate departments cov-
ering a large ground and floor area.
The shops were originally equipped with, for the time, an
excellent system with a central boiler plant furnishing steam
through underground steam pipes to 30 Westinghouse steam
engines varying from 5 to 22.5 horse power and located in the
various buildings with a view of reducing the belting to a
minimum. It involved a large amount of steam piping, how-
ever. This plan was considered preferable to a smaller num-
ber of larger engines. It has always operated satisfactorily
but the huge increase in the output of the works had very
nearly reached the limit of the capacity of the boiler plant and
this offered the desired opportunity for making the radical
change which has been recently carried out. The manner of
making the change itself is notable because the motors and
turbo-generators were installed while the plant was running
and without a minute's delay in the regular work of the shops.
It was necessary merely to take off the engine belts and put
on those for the motors and the change was made. The pre-
liminary work was so thorough that it was not necessary to
make a single change in the motors, the wiring or accessories
after the electric system was put into operation. This means
that the measurement of the power of the engines and the sub-
division of the shafting for motor driving was done so well as
to require no revision.
The plan shown in Fig. 1 serves to locate in a general way
the factors in the system. For such a large establishment the
arrangement is compact and of course if the buildings were
separated by longer distances the saving in cost of operation
would be greater. With about 4,000 linear feet of steam line
the condensation to the engines amounted to 50 boiler horse-
power, which was a constant loss. This is in spite of the fact
that the piping was all well protected. This engraving shows
the location of the engines by means of small circles made in
black, and a glance shows what an amount of steam piping
was involved. The new system places all the power and light-
ing generators in the power house and when in complete work-
ing order the single boiler plant and the three turbo-generators
will furnish the light, heat and power for the entire establish-
ment.
The boiler plant consists of two sections of Babcock & Wil-
cox boilers having 16 single boilers in all with a total capacity
of 2.000 horse power. They are fed by Roney stokers and
work under a pressure of 125 lbs. Run of mine coal is burned.
The grate surface of each boiler is 25 square feet, the total for
each half being 200 square feet, the heating surface of each
boiler is 1,320 square feet or a total of 10,560 square feet. The
ratio of grate area to heating surface is 52.8. No change is
made in the boiler plant, which is arranged in two batteries of
S single boilers each.
There were 30 engines in the shops located as shown in Fig.
1 and in the table below. The sizes and power of each are
stated, the total nominal horse-power of the engines being
1,375. They were all operated without condensing.
Size.
Locations.
Purpose.
HP.
o 116 and 27x16"
3 2 1 lland24xl«"
61^8-; Sand 15x9"
jS 1 9 and 15x9'
^ U2and 15x9"
iBt from entrance.
2d
3d •'
llh •'
Centre of floor.
2,500 light machine.
1,500 ■'
500 •■
60 arc
Generator.
225
ISO
50
50
50
Mi
r 4^x4"
4M.X4"
4^x4"
4Hx4"
.5Hx5"
9 and 15x9"
^ 7Hx7"
1st left from entrance.
I'd
3d
4th
1st right from entrance.
2d
Kear of boiler room.
Roney stokers.
Rotary water pump.
Hot and cold air (an.
Coal crusher.
5
5
5
S
10
50
25
9^x9"
6>^x6"
BoilJr shop.
Rear of smith shop.
7Hx7"
7^x7"
12x11"
7Hx7"
8^x8"
Rear of smith shop.
Lefi of entrance.
Rear side.
2d floor side.
Boiler shop machinery.
Buffer drop.
45
20
Flask eon. and sand elev.
Rot.airpunip and Hand C.
Cleaninff barrels.
Fan for blast.
t^'lask and sand conve'rs.
25
25
75
25
35
Ex-
per'l
room.
1
Experimental Uept. Experimental machine.
S
Pat-
tern
shop.
Pal tern shop.
25
i||{ 9^x9"
Ist floor Cirpenter shop.
Carpenters' machine. 45
a
3 o.
('11 and 19x11'
Hand 19x11'
7Vv,x7"
Hx7'
id 19?
i 11 and 19x11'
I 9)^x9"
V 4^x4"
West side.
Next to fan.
Fan.
Next to fan.
East side.
Rotary pump departm t
Department B.
% each A and C machine.
Hot and cold air fan.
\4 each B and H machine.
H
Testing rotary pumps.
Night machinery.
80
SO
25
25
80
80
45
5
The only steam engines which will remain permanently will
be the two 10 h.p. exciter engines in the power station and those
necessary to operate the stokers, air fan and rotary pump
in the boiler house.
In the power station, of which several interior views were
shown last month, are the three turbo-generators, two exciter
units, the air pumps and condensers for the turbines and two
Class D IngersoU-Sergeant air compressors. These are ar-
ranged to belt from 100 h.p. motors. They have 18% and 11%,
by 14 inch cylinders with inter-coolers, and each has a capacity
of 688 cubic feet of free air per minute. The arrangement of
the machinery is indicated in Fig. 4. The generators are
bipolar alternators running at 3,600 revolutions per minute.
The armatures are designed especially for the high speed. The
voltage from the large generators is 440 and that of the exciter
units is 110 volts. The air pumps are driven by a 50 h.p. motor,
belt connected. At the heaviest loads two of the turbine units
are able to furnish all the power and also supply the lights;
there is, therefore, a large margin in power under present
conditions.
The wiring system is entirely underground and it follows in
a general way the locations shown on Fig. 1. The switch-
board in the power station has 9 panels. This was shown in
Fig. 4 on page 67 of our March issue. The first, at the left, is
the exciter panel, next are the three turbine panels; the meter
panel, with ground detector, is next, and at the right are the
four feeder panels. The first of these is for lights entirely.
The second has the power circuits for the coal and boiler
house, the first floor and east side of the machine shop. The
third has the second floor of the machine shop and the west
side of the first floor. The fourth has the blacksmith shop
and foundry circuits. There are two sets of bus bars arranged
to permit of connecting the generators to either. The lights
may be taken from either bus bar, but the power can be taken
from the upper one only.
The lighting system requires 2,500 incandescent and 60 arc
lamps. The light circuits run In tunnels to transformers and
April, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 115
Electric Power Distribution.— Westinghouse Air Brake Works.
Fig. I.-Plan of Buildings and Power System.
thence to the lamp circuits. The arc lamps are the Manhattan
enclosed 110 volt 100 hour lamps. As the incandescent cir-
cuits carry 110 volts both kinds take current from the same
circuits.
The motors are the Westinghouse induction type with no
electric connection between the armatures and the circuits;
they have no brushes. They are placed against posts, upon
overhead timbers or in any convenient place, and beyond oiling
them once a week they require very little attention.
Two independent 30 h.p. motors are used for running fans
in the foundry and the others are mounted in different ways
most suited to the requirements of each case. The motor drives
in the machine shop are illustrated in Fig. 3. This is a two-
story building, with line shafts running its entire length. In
the lower story the motors are bracketed against the columns
of the building where they do not occupy space that can pos-
sibly be needed. They are belted to counter shafts and thence
to the line shafts in order to secure the desired speed of 112
revolutions per minute, which is an increase of 12 per cent,
over the old arrangement. These motors run at a speed of
1,120 revolutions. In the second story the main shafts run at
speeds of 172, 175 and 112 revolutions, and the motors are put
overhead where they are entirely out of the way. The brass
room line shaft runs at 172 revolutions and is belted direct to
the motor without a countershaft. In the machine shop 23
sections of 3-inch shafting 15 ft. 6 in. long were dispensed with
and in the blacksmith shop four sections. Four head shafts and
8 main countershafts were also saved in the machine shop by
the use of motors.
The motors are started without the slightest difficulty. Near
each motor is a controlling switch to which the four wires for
each motor rvin. The smaller motors are started on the side
circuits with 7, 10 of the full voltage and when they are up to
speed the whole voltage is used. This method is employed for
motors lip to 30 h.p. Autcp-starters are used for the 50 h.p.
motors and larger ones. The motors are run in multiple on the
main circuits as indicated in Fig. 1, which shows the wiring.
For testing street car air compressor motors in the machine
shop a rotary converter is used. The alternating current is at
440 volts, and the direct current at 550 volts. The current for
the rotary converter first passes through a two-phase regulator
by means of which the direct current voltage can be varied at
will from 440 to 625 volts.
The determination of the capacities of the motors was an im-
portant part of the work, which was particularly well done.
In the machine shop the lines of shafting were 400 feet long and
the engines drove them from the center of the shop. The
measurement of power was done with indicators. First, cards
were taken with one of the engines running all the machinery
on one of the shafts complete. Shaft No. 1 in the machine shop
required 5S indicated h.p.. which was just the amount for four
15 h. p. motors. After averaging four indicator cards for the
full load, the shaft was cut at the couplings (one section, esti-
mated to require 15 h. p., at a time being cut off) and other
cards taken as a check. In this way the proper location for
each motor was found. Only one motor was changed after this
careful work and that was on account of putting in addi-
tional machinery. The machine shop required one 50 h. p.,
two 20 h. p. and 24 15 h. p. motors, of which the locations for
both floors are given in Fig. 1. The wires for the first and
second floors are marked in the engraving and the correspond-
ing motors are easily found. This diagram is intended to show
the general plan of the wiring and motors on each circuit, but
not to indicate the exact location. In all there are 57 motors
116
AMERICAN ENGINEER AND RAILROAD JOURNAL.
with an aggregate nominal capacity of 1,065 h. p. Of these two
100 h. p. and one 50 h. p. motors are in the power station, leav-
ing S15 h. p. as the aggregate for the works proper, as against
1,375 nominal h. p. and 9-49 actual indicated h. p. under full
load of the steam engines required to do the same work. The
following table shows the number and capacity of each of the
seven sizes of motors used:
Schedule of Motors.
Location. 6 ^. 6 ^. 6 iC 6 ^. 6 ^. 6 'h
55SZ;KZ|f 5'. BS5BZB
Machine shop 1 50 . . . . 2 20 24 15
Iron foundry 1 30 .. .. 9 15 4 10 2 5
Brass foundry and
blacksmith shop 3 20 .. .. 1 10 1 5
Coal room 1 20 .. .. 1 10
Carpenter shop and
leather room 1 20 .. .. 1 10
Boiler house
Pattern shop 1 10
Experimental room 15
Powersta'tn2-100h.p. 1 50
Tests of Electrical and Steam Distribution.
A material advantage in economy was expected from the
electrical distribution system, and in order to measure it tests
were made on eight of the boilers which were first used for driv-
ing the engines and afterward for driving the turbo-generajors.
Care was taken to eliminate the uncertain quantities, and while
some steam was used from these boilers for other purposes
during the tests, the consumption was believed to be uniform
in the separate series of tests with steam and electric driving.
The pumps and other steam machinery requiring variable
amounts of steam were isolated as far as possible, and were
connected to other boilers. (See tables 4 and 5 for statement
of those not isolated.) The steam and electrical tests each
covered several days, and each included a Sunday, in order to
secure figures for light as well as heavy loads. In the steam
TABLE 1.
Comparison of Tests of Turbine Plant.
Steam. Electric. Difference. Saved. Av.
Lbs. Lbs. Lbs. Per cent.
Combustible, day run 57,275 37.95S 19,317 33.7
Combustible, night run.. 51.011 32,989 18,022 35.3
Combustible, Sunday.... 22,726 14,691 8,035 35.3
Combustible. Sun. P. M. 23.215 17,440 5,775 24 8 32 2
Equiv. water, day run.. 492.697 332,489 160,208 32.5
Equiv. water, night run. 476,388 279,756 196,632 41.2
Equiv. water, Sunday... 183,683 96,124 87,559 47.6
Equiv. water. Sun. P. M. 200.509 109,487 91,022 45.3 41 6
Dry coal, day run 66,679 45,905 20,774 31.1
Dry coal, night run 62,386 40,660 21,726 34.8
Dry coal, Sunday 27,756 18,066 9,690 34.9
Dry coal, Sunday P. M. 31,239 22,098 9,141 29.2 32.5
Proportion of loop water of water pumped into boilers, day run.
S. P., 4 per cent.
Proportion of loop water of water pumped into boilers, day run,
E. P., 1.6 per cent.
Note.— S. P., steam power; E. P., electric power.
tests all the engines shown in Fig. 1 were running except
two of 50 h. p and one of 150 h. p tor dynamos. In the elec-
trical tests the turbines furnished all of the power except that
for lighting the general oflSce and running the arc lights in
the foundry.
The water referred to in the tables as "returned by the loops."
was water of condensation from the steam supply mains to the
engines in Fig. 1. About 4 per cent, of the water evaporated
was returned from the pipes by the loops in the steam test, and
this was reduced to 1.6 per cent, in the electrical tests, due to a
material reduction in the length of steam mains. This will be
reduced still more when the steam engines are all taken out.
When the power of the engines was measured they were loaded
very nearly to their capacity, indicating 949.12 horse power,
whereas the total electrical horse power at the switchboard to
replace this was about 600. The boilers were tested merely as
a means of measuring the fuel consumed. The coal used was
all slack in these tests. The moisture runs from 4 to 7 per
cent., and the ash from 15 to 25 per cent.
The tables contain the information obtained in the tests in
compact form. Table 1 gives a summary of the holler tests,
showing the saving in coal and water for the electric plant
and also the saving in condensation returned by the steam
loops. Table 2 is a statement of the indicated horse power of
TABLE 2.
Power Required for Machinery.
Machine Shop.
H. P.
Line No. 1 58.10
Line No, 2 41.09
Line No. 3 52.90
Line No. 4 37.08
Line No. 5 16.26
Line No. 6 73.41
lAne No. 7 33.38
Line No. S 45.49 357.71
Iron Foin"idr\'.
Blast fan 24.60
Flask conveyor No. 1 14.58
Flask conveyor No. 2 5.92
Flask conveyor No. 3 10.53
Sand conveyor No. 1
Sand conveyor No. 2 8.81
Sand conveyor No. 3 15.13
Sand mixer 4.27
Sand elevator No. 1, screen and conveyor 14.77
Sand elevator No. 2. and screen 11.64
Sand elevator No. 3. screen and conveyor 8.76
Emery wheels 10.74
Dust elevator and conveyor 9.85
Cleaning barrels 9.25
Lathe and drill press for foundry 5.00 153.85
Blacksmith Shop and Brass Foundry.
Blacksmith shop 14.21
Blast fan 18.02
Exhaust fan 4.60
Emery wheels 15.00
Cleaning barrels, sand elevator and conveyor...
Carpenter Shop.
Leather room
Carpenter shop
Pattern Shop.
Pattern shop
Experiinental Room.
Experimental room
Light Station.
No. 707 incandescent light 44.85
No. 243 for arc light 27.55
No. 160 load of 50 amp. and eng. friction 121.61
No. 717 load of 55 amp. and eng. friction 152.31 346.32
Total indicated horse power 949.12
the engines which have been replaced by motors. This shows
the amount of power required by the machinery, and it is re-
produced in detail in order to give an idea of how thoroughly
the work was done in measuring the power for operating the
various lines of shafting in the shops and the various other
applications of power in the foundry and other parts of the
works. It also includes that required for lighting, as the ma-
chinery was arranged before the electrical application. All of
this power has been replaced by motors receiving current from
the turbo-generators, and all were included in the tests except
those already mentioned. The exact number of lights used
during the tests is uncertain. This factor varied considerably
and no record was kept, but it is assumed that it varied uni-
formly during the different tests. Table 2, of course, includes
6.00
57.83
5.36
19.63
24.99
3.42
3.42
5.00
5.00
SmK/! boim
rurl)i[\e
Turpiiie
Pumps
Turbine
Uciter
CT
JZU
-VOOHPY
HIrcmfm
^ n
i\iookPV-
-ymarj-
^r^ UZL
I
D
llincrmeKSt=:
Fig. 4,— Location of Machinery in Power House.
the power consumed in internal friction of the engines. This
was an additional load, which was not represented in the elec-
trical tests. It was a legitimate part of the steam-engine load,
however.
Table 3 contains a statement of the turbine tests, showing
complete data obtained from the turbines, generators and ex-
April, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 117
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Fi"'. 3.-Arrangement of Motor Drives in Macliine Shop.
I,
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i^'i^-4 t-^ii--;— t-4i— -j-iyb^j--
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oiters. These tests were run from 6.30 A. M. to 6 P. M., and
from 6 P. M. to 6.30 A. M. In the night runs the power was
very small as compared with the day runs, which was due to
the fact that the shops are practically shut down at 9.20 P. M..
with the exception of the foundry, which is in continuous
operation. A wattmeter gave the total number of watts, which,
divided by the number of hours, gave the electrical horse-pow-
er-hour, as shown in this statement, and indicated as "total
electrical horse power." In this table the first line gives the
date of the test, the turbines in use are noted, and the num-
ber of hours which each one ran. All the readings in this test
were figured on a time basis. For example, February 17 the
118
AMERICAN ENGINEER AND RAILROAD JOURNAL.
TABLE ?.— TURBINE EECORD.
Date of test
Duration of test
" " in hours.
No. 1 Turbine in use
3
No. 1 turbine
•■ -L "
"3 "
Condensing pump —
Steam No. 1 turbine.
ill
p,a
Exhaust No. 1 turbine
" 3 " '■'••
Exhaust No. 1 con. pump.
External air
Engine room - - •
Conrtcnsiug water intalie
" discharge
Output ot indicated watts, No. 1 Turbine .
i! ■ •■ •' " 3 " ■
Voltaije
Volt3
Amperes ■
Barometer, inches. . ■•■■■. • • ■{■■■^^
Total Elec. H. P. neglecting lamps.
1 ?.• r
2-15-1900.
6:30 A.M.
-6 P.M.
\\\k
iiH
3,560
3,560
70
110.9
110.9
27.23
27.33
27.33
37.3
68.0
40.0
90.1
"1 S
206.5
205.1
140
110
29.3
29.045
678
Thursday
2-15 & 16.
6 P.M.—
6:30 A.M.
12H
IH
11
3
3,600
3,574
3,546
71
114.8
108.7
106.8
28.00
27.87
27.86
27.86
27.86
27.8
67.1
38.8
7.5 5
46.
102.4
181.4
440
110
2.3.0
29.119
219
2-16-1900.
6:30 A.M.
-6 P.M.
IIH
im
im
3,548
' 3,548
70
109.6
109.6
27.22
27^22
27.22
27.22
26.0
69.3
37.0
95.3
228.9
■227.3
440
110
31.0
29.019
KI9
2-16 & 17.
6 P.M.-
6:30 A.M.
12!~
2
IIj!^
3
3,579
3,600
3,.i38
72
108.7
lU.O
108.7
27.28
2S.10
27.32
27.38
27.38
26.0
67.7
37.0
82.8
117.9
88.0
181.7
140
110
22.7
29 l'50
249
2-17-1900.
6:30 A.M.
-1 P.M.
6K.
3,518
3..556
71
110.5
110.2
■2T/22
27.38
27.46
27.46
21.0
63.0
32.0
221.8
188.8
440
110
27.1
29.050
477
Z-17 & 18. 2-18-1900.
6P.M.— 6:30 A.M.
6:30 A.M. -6 P.M.
12K' im
2-18 & 19
6 P.M.-
6:30 A.M.
12H
2-19-1900.
6:30 A.M.
-6 P.M.
IIH
IIH
11J6
3,545
3,545
70
107.6
107.6
3
3
27.66
27.66
■27!66
27.66
20.7
61.2
30.6
92.1
2U.
Thufs.P.M. Friday. Fri., P.M. Saturday ThU was to
shut dovpn. in's was to
.-.^.j^'^^^^^S^^^^:^^^^^^
440
110
30.0
29.300
606
Monday.
scertain the com-
parS^^^lJlp-Si^atlon tS^ses fil^'^mplete engme piping syst
Summary of Time Run and Nominal H. P
1900. From Monday Morning at 6.iiU A
ing at 6.30 A. M.
Total.
Machine Shop. H. P.
3 SO-H.-P. engines iVi
1 80-H.-P. engine SO
1 5-H.-P. engine J
1 25-H.-P. e-.!Z(.r.e
TABLE 4.
Thursday. February 5th
M. to Tuesday Morn-
bperated by Steam.
Time run.
Hrs. Min.
14 7
22 12
92 30
10
ri
25 350
14
Total
. P. Hrs.
3,388.00
1,776.00
112.50
354.16
TABLE 5.
summary ot Time and Nommal H P Thui-sday Febr^^^^^^
1900. From Thursday^Mo^ning.^at OO A-^M.^to^^ .^.^^y
Total
ing, at
5,630.66
Leather Department.
1 45-H.-P. engine
15 45
Boiler House.
1 50-H.-P. arc engine
2 50-H.-P. stoker engines.
Light Station..
1 250-H.-P. engine
Blacksmith Shop.
1 50-H.-P. engine
Iron Foundry.
1 75-H.-P. engine
1 35-H.-P.
1 25-H.-P.
1 25-H.-P.
1 25-H.-P.
50
10
60
250 250
50 50
10
17
24
23
468.75 468.75
850.00
240.00
1,090.00
1,356.66 1,356.66
1,150.00 1,150.00
Machine Shop.
3 15-H.-P. motors
15-H.-P.
15-H.-P.
2II-H.-P.
15-H.-P.
15-H.-P.
15-H.-P.
15-H.-P.
15-H.-P.
15-H.-P.
20-H.-P.
15-H.-P.
20-H.-P.
15-H.-P.
lO-H.-P.
5-H.-P.
motor.,
motors,
motor.,
motor.,
motors,
motor.,
motor.,
motor.,
motor.,
motor.,
motor.,
motor.,
motor.,
motor.,
motor..
Total
H. P.
.. 120
.. 15
.. 60
,.. 20
,.. 15
Time run.
Hrs. Min.
15
15
15
15
20
15
20
15
10
5
435
engine ^5
25
25
engine
engine
engine
25 185
Warehouse.
1 25-H.-P. engine ''\
1 5-H.-P. engine o
30
n
55
1.71S.75
21
37
756.58
22
50
570.83
20
40
516.66
23
10
58
579.16
1^
349.16
10
30
52.50
Boiler House.
2 5-H.-P. stoker engines.
1 50-H.-P. arc engine
10
50
60
4.141.98
Brass Foundry.
1 'O-H.-P. motor.
1 lO-H.-P. motor.
1 5-H.-P. motor.
20
10
5
35
401.66
14,239.71
10
15
40
rpojal ^™
Miscellaneous. (isTot included in above.)
Valve open on heater %,
turn, mach. shop .........
3 steam hammers, black-
smith shop v;---,-
1 steam hammer, black-
smith shop v,-V
1 hydraulic pump, black- ,j.
smith shop : —
1 hydraulic pump, iron
foundry :••■• "
1 hot water heater, iron
foundry .- -;■;■
1 steam siphon, 1-in. outlet,
iron foundry
steam pressures seem to be different. This is because one tur-
bine ran five hours while the other ran six hours, giving a
different average, but the pressure at any instant was the
same on both turbines.
Tables 4 and 5 show the number and size of each motor and
engine and the number of hours each was in operation during
the tests These statements also show the total horse power
hours based on the nominal ratings of the engines and mo-
tors This is not important except to give the relative amount
of horse power capacity employed during each test. The head-
ing "Miscellaneous" includes various machines which were
connected to the boilers during the tests, ot which the horse-
power capacity could not be determined. The total consump-
Blacksmith Shop.
1 30-H.-P. motor..
1 20-H.-P. motor..
30
20
13
10
13
13
22
14
10
21
22
13
13
11
10
22
13
9
24
14
21
21
15
14
22
50
20
55
55
15
^
46
5
50
50
13
25
30
50
58
30
15
15
5
40
H. P. Hrs.
1,600.00
155.00
835.00
278.33
333.75
845.00
158.25
326.50
331.25
207.50
276.66
168.25
208.33
337.50
138.33
49.83 6,309.48
240.00
725.00
965.00
425.00
212.50
75.00
712.50
422.50
453.33
875.83
Iron Foundry.
1 15-H.-P. motor
1 15-H.-P.
1 15-H.-P.
1 lO-H.-P.
1 30-H.-P.
1 15-H.-P.
1 15-H.-P.
1 15-H.-P.
1 15-H.-P.
1 5-H.-P.
1 lO-H.-P.
1 lO-H.-P.
1 15-H.-P.
motor.,
motor.,
motor.,
motor.,
motor.,
motor.,
motor,
motor,
motor,
motor,
motor,
motor.
I^eather Room.
1 16-H.-P. motor.
1 lO-H.-P. motor.
15
15
15
10
30
15
15
15
15
5
10
10
15
15
10
185
25
21
3
21
3
19
4b
21
3
?!f.
lb
18
38
19
.58
21
30
21
30
20
53
22
b
22
5
21
13
315.75
315.75
296.25
210.50
667.50
278.50
299.50
322.50
322.50
104.41
220.83
220.83
318.50 3,893.32
22
10-
15
25
333.75
104.16
437.91
790
^"^«Ss'^«'^'"-tslo; electric
from power circuits.
3 =iteam hammers (black- ^ ,
smith shop) /,:,••■■,;■
1 steam hammer (black- ^
smith shop ... •■■■■■
1 Hydraulic pump (blacks- ^
mith shop ■■.■•••
No. 1 hydraulic pump (iron ^^
foundry v- ' ^'.^
No. 2 hydraulic pump (iron ^
Ste"am s"iplion"(iron foundry) 24
Hot-water heater (iron
foundry)
13,194.04
working were fed
45
24
apkil,i900. AMERICAN engineer and railroad journal 119
TABI.l'J U.
Test of Babcock-Wllcox Boilers.
Date of test 2-5-1900 2-5^,^
Kind of fuel Slack Slack
Duration of test ><.:VI A. M.-C P. M. C P. M.-fi.30 A. M.
Diiralioii ot test in Imurs ll'/j J-:'/:
Number of boilers In use— left
battery 8 8
Gauge pressure in boilers per
square inch 113.2 1U7.4
Force of drauBht in column of
water betwcni damper and ex-
tremc left boiler. In Inches .500 ■•>»■'
Force of drauj^ht in column of
water between damper and ex-
treme right Poller, In Inches... I.IOH >■""'
Force ot draught In column of
water in main slack. In Inches l.i34 l.a«o
Water in steam li«>p. I.'ahr Iffi.l lM^-7
External air, Kahr JS.S «.5
Fire room, Fahr 63.2 61.0
Cold feed water, Fahr :B.3 3j>.U
Hot teed water, Fahr h;.i-l> lMi-»
Steam, Fahr 34.1.2 MS.b
Moist coal consumed, In lbs 6S,0U(I ^5,Mfl
Moisture in coal, per cent 3^30 c, iS
Dry coal consumed. In lbs C5,i56 b3,b»u
Total dry refuse (ashes, etc.).
In lbs 8,912 x,i,6iu
Total combustible. In lbs 56,844 B1,19S
Average water returned to boil-
ers by steam loop, lbs 20,016 Ji.3!)!>
Average water pumped into .„„„„ .,„ roi
boilers by pumps, lbs 425,203 419,521
Total water pumped Into boilers
per pump and steam loop, lbs. 445,219 440,879
Proportions:
Dry coal consumed per hour, in
lbs 5,718 6,086
Total dry refuse (proportion
of dry coal), per cent 13.5 19.4
Combustible consumed per hour,
in lbs 4,943 4,096
Total actual evaporation of wa-
ter from pump and steam loop
(assumed 9S per cent, dry
steam), in lbs 436,314 432,061
Net deduced from preceding:
Total equivalent water from and
at 212° Fahr.. in lbs 474.994 470,318
Water actually evaporated per
lb. ot dry coal, in lb... s 6.63 6.79
Equivalent per lb. ot dry coal
from and at 212° Fahr.. in lbs. 7.22 7.39
Water actually evaporated per
lb. of combustible, lbs 7.67 S.43
Equivalent per lb. ot combusti-
ble from and at 212' Fahr., lbs. S.35 9.18
H. P. On basis of 34% lbs. water
from and at 212° Fahr., per hr. 1.197 1,091
Number of sq. ft. water-heating
surface per horse power S.S2 9.b7
H. P. per sq. ft. ot grate surface 5.98 5.45
Moist coal consumed (right bat- ,, , ,, ^ „ ,,
tery), in lbs Monday Monday P. M.
tion of steam in these was believed to be approximately the
same in both tests.
Tables 6 and 7 are the logs of the boiler tests for the days
for which the consumption of power is given. Table 6 applies
to the steam driving and Table 7 to the motors. In Table S we
have the amount of water evaporated per square foot of grate
surface and per square foot of heating surface per hour dur-
ing the day and night runs, with the differences indicated.
While these tests will not satisfy the stickler for refinements,
they show the difference in the two methods of power distri-
bution under every-day working conditions, and that was the
object sought. They show that the turbines and motors save
40,000 pounds of coal in 24 hours, including one day and one
night run. This is due to the superiority of the entire electrical
installation. Part of the saving conies from the turbines, part
in reduced lost work, part in the prevention of steam-pipe con-
densation, and part in more favorable working of the boilers.
We are indebted to Mr. E. M. Herr, General Manager of the
Westinghouse Air Brake Co., for furnishing facilities, informa-
tion and the results of the tests in the preparation of this
description. The entire installation was designed and executed
under his direction.
The issue of March 16 of "The Railway Age" is a remarkable
number. It is exceedingly valuable as a record of the pro-
ceedings of the first convention ot the American Railway En-
gineering and Maintenance of Way Association, and contains
not only the committee reports but the discussions in full.
Aside from these reports the number is valuable for the record
of railroad building for 1899 and that in prospect for the cur-
rent year. Altogether it is a notable and creditable publication.
TABLE 7.
Test of Babcock-Wllcox Boilers.
Date of test 2-15-19(X( 2-15 & 16
Kind of fuel Slack Slack
Duration of test 6.30 A. M.-6 P. M. 6 P. M.-0.30 A. M.
Duration of test In hours Il'/i 12'/4
Number of boilers In use — left
battery 8 8
Gauge pressure in boilers per
square inch 114.6 U4.0
Force ot draught In column of
water between damper and ex-
treme left boiler. In Int'hes.... .437 .245
Force of draught in column of
water between damper an<I ex-
treme right boiler, in Inches.. 1.031 1.072
Force of draught in column of
water In main stack. In inches 1.656 1.485
Water In steam loop, Fahr 177.1 177.1
External air. Fahr..... 3X.6 28.6
Fire room, Fahr 65.7 60.0
Cold feed water, Fahr 45.0 41.5
Hot feed water, Fahr 159.5 171.6
Steam, Fahr 343.6 343.3
Moist coal consumed, In lbs 48,400 42,800
Moisture In coal, per cent 5.75 5.27
Dry coal consumed, in lbs 45,617 40,544
Total dry refuse (ashes, etc.),
in lbs 9,012 8,000
Total combustible. In lbs 36,605 32,544
Average water returned to boil-
ers by steam loop, lbs 5,429 5,902
Average water pumped Into boil-
ers by pump, lbs 306,828 253,678
Total water pumped into boil-
ers per pump and steam loop,
lbs 312,257 259,580
Dimensions and proportions.
Grate surface of each boiler, sq.
ft ^
Grate surface, total, sq. ft 200
Water-heating surface of each
boiler, sq. ft 1,320
Water-heating, total, sq. ft 10,560
Ratio of water-heating surface
to grate surface 52.8
Dry coal consumed per hr., in
lbs 3,967 3,244
Total dry refuse (proportion of
dry coal), per cent 19.75 19.79
Combustible consumed per hour,
in lbs 3,183 2,604
Total actual evaporation of wa-
ter from pump and steam loop
(assumed 98 per cent, dry
steam), in lbs 300,012 254,388
Net deduced from preceding:
Total equivalent water from and
at 212° Fahr., in lbs 33.3,447 274,GS1
Water actually evaporated per
lb. of day coal, in lbs 6.70 6.27
Equivalent per lb. of dry coal
from and at 212° Fahr., in lbs. 7..30 6.77
Water actually evaporated per
lb. of combustible, lbs 8.35 7.81
Equivalent per lb. of combusti-
ble from and at 212° Fahr., lbs. 9.10 8.44
H. P. on basis of 34% lbs. water
from and at 212° Fahr., per hr. 8.40 6.37
Number of sq. ft. water-heating
surface per horse power 12.56 16.58
H. P. per sq. ft. ot grate surface 4.20 3.18
Developed electrical H. P., ne-
glectmg lamps on switchboard 578 249
Thursday Thursday P. M.
TABLE 8.
Statement of Amount of Water Evaporated.
Steam. Electric. Difference.
Total lbs. water evaporated per
sq. ft. grate surface per day of
llVo hours 2,463.4.5 1,662.44 801.04
Total lbs. water evaporated per
sq. ft. grate surface per night of
11% hours 2.3S1.94 1,398.78 893.16
Total lbs. water evaporated per
sq. ft. grate surface per hour
(day) 214.21 144.56 69.65
Total lbs. water evaporated per
sq. ft. grate surface per hour
(night) 207.12 121.63 85.49
Total lbs. water evaporated per
sq. ft. water heating surface,
per day of 11% hours 46.65 31.48 15.17
Total lbs. water evaporated per
sq. ft. water heating surface,
per night of 11% hours 45.11 26.49 18.62
Lbs. water evaporated per sq. ft.
water heating surface per hour,
day run 4.05 2.74 1.31
Lbs. water evaporated per sq. ft.
water heating surface per hour,
night run 3.92 2.30 1.62
Temperature, fire room, Fahr 63.2 61.0
Large orders for locomotives have been placed since our
previous issue. The Pennsylvania has ordered 40 of the Bald-
win Locomotive Works for heavy freight service. The Lake
Shore & Michigan Southern has ordered 25 consolidation
freight and five ten-wheel passenger engines from the Brooks
Locomotive Works, and among the smaller orders is one for
six Baldwin compounds for the Rock Island. This is a new
departure for this road.
120 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Eight-Wheel Passenger Locomotive.— Boston & Albany R, R.
T. B. PURVES, Superintendent of Rolling Stock. Schenectady Locomotive Works, Builders.
EIGHT-WHEEL PASSENGER LOCOMOTIVE.
Boston & Albany Railroad.
When the Schenectady Locomotiye Works built two eight-
wheel passenger engines in 1894 for the Boston & Albany,
with a total weight of 114,700 pounds, weight on drivers 74,000
pounds, and a total heating surface of 1,844.7 square feet, they
were considered wonderful in size and power. These engines
may be considered as marking the beginning of the use
of large heating surfaces in engines of this type. They
were followed, two years later, by engines of the same type,
and same builders, for the Big Pour. These had 2.175 square
feet of heating surface, with a total weight of 126.000 pounds,
and 83,000 pounds on drivers. The Chicago & North Western
Class A engines, built in the same year, were similar to the
Big Four engines, but not quite as powerful. Last year these
works furnished two eight-wheel designs to the C. & N. W.
(American Engineer. June, 1899, p. 189, and July, page 224).
which sui'passed previous designs in heating surface per unit
of weight on driving wheels. The heavier and more powerful
of these weighed 137,000 pounds in working order, with 87,000
pounds on driving wheels, and had 2,507.75 square feet of heat-
ing surface.
We now illustrate a new eight-wheel engine for the Boston
& Albany, for use between Springfield and Boston, which, for
its weight, has more heating surface than any brought out
previously. This engine, with a total weight of 136,400 pounds,
and 88,500 pounds on drivers, has a total heating surface of
2,505.27 square feet. It has two more tubes than the C. & N. W.
engine, but no arch tubes. If these tubes were used, about
15 feet of heating surface would be added.
A matter of a few feet of heating surface seems trivial. It
is so when considered by itself, but as an indication of a ten-
dency in locomotive design it is most important. We desire to
direct particular attention to the comparison between engines
of the same type in six years, as follows:
Schenectady Eight-Wheel Locomotives.
B. & A. Big Four. B. & A.
189-1. 1896. 1900.
Total weight 114.700 126,000 136,400
Weight on drivers 74,000 83,000 88,500
Total heating surface 1,844.7 2,175 2,505.3
With an increase of 18 per cent, in total weight, the heating
surface increased 35 per cent, in little more than five years.
In general the design resembles those for the C. & N. W. al-
ready referred to. It will be noticed that this is a very hand-
some engine. The greatest credit due to the builder is, how-
ever, the large heating surface for the weight. This was not
obtained by using long tubes, for these are but 13 feet long.
The chief dimensions are given in the following table:
General Dimensions.
Gauge 4 ft. 81A in.
Fuel Bituminous coal
Weight In working order 130,400 lbs.
Weight on drivers 88,500 lbs.
Wheel base, driving 8 ft. 6 in.
Wheel base, rigid 8 ft. 6 in.
Wheel base, total 24 ft. 8% in.
Cylinders.
Diameter of cylinders 20 in.
Stroke of piston 26 in.
Horizontal thickness of piston 5 ft. 4V4 in.
Diameter of piston rod Z% in.
Size of steam ports 18 in. by 1% in.
Size of exhaust ports 18 in. by 3 in.
Size of bridges ports 1% in.
Valves.
Kind of slide valves Allen-Richardson
Greatest travel of slide valves Sin.
Outside lap of slide valves 1% in.
Inside lap of slide valves 0 in. line and line
Lead of valves in full gear 3/16 in. blind in full forward
motion and shift backing ecc. to give % in. lead at 6-in. cut-off.
Wheels, Etc.
Diameter of driving wheels outside of tire 75 in.
Material of driving wheel centers Cast steel
Driving box material ^ Cast steel
Diameter and length of drjang journals 9 in. dia. by 11^4 In.
Diameter and length of mafn crank pin journals — 6 in. dia. by 6 in.
Dis meter and length of side rod crank pin journals
F. & B. iVs in. dia. by 4 in.
Kind of truck 4-wheel rigid center
Truck journals 6 by 12 in.
Diameter of engine truck wheels 36 in.
Kind of engine truck wheels Krupp No. 3
Boiler.
Style Extended wagon top
Outside diameter of first ring 64 in.
Working pressure 190 lbs.
Material of barrel and outside of Hrebox Carbon steel
Thickness of plates in barrel and outside of firebox
7/16 in., Vs in., % in., 11/16 in.
Firebox, length 108^4 in.
Firebox, width : 40% in.
Firebox, depth P. 79% in.. B. 66^4 in.
Firebox, material Carbon steel
Firebo-x plates, thickness Sides 5/16 in., back 5/16 in.,
crown % in., tube sheet % in.
Firebox, water space Front 4% in., sides 4 in., back 4 in.
Firebox, crown staying .Radial, 1 in. dia.
Firebox, staybolts Taylor iron, 1 in. dia.
Tubes, material Charcoal iron, No. 12
Tubes, number of 344
Tubes, diameter 2 in.
Tubes. length over tube sheets 13 ft.
Heating surface, tubes 2,326.53 sq. ft.
Heating surface, firebox 178.74 sq. ft.
Heating surface, total 2,505.27 sq. ft.
Grate surface 30.33 sq. ft.
Grate, style Rocking
Ash pan, style .• Single hopper dampers F. & B.
Exhaust pipes Single high
Exhaust nozzles 4% in., 5 in., and 5% in. dia.
Smoke stack, inside diameter.. 15 in.
Smoke stack, top above rail 14 ft. 4 In.
Boiler supplied by One twin inspirator, Hancock No. 90
Tender.
Weight, empty 44,400 lbs.
Wheels, number of .- 8
Wheels, diameter 36 in.
Journals, diameter and length 5 in. dia. by 9 in.
Wheel base 15 ft. 10 in.
Tender frame Iron. B. & A. standard
Tender truck.'; 2 4-wheel, side bearing, wood bolster and
Tender frame Iron, B. & A. standard
Water capacity 5,200 U. S. gallons
Coal capacity 9 tons
APRiL.iyoo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 121
CORRESPONDENCE.
ARRANGEMENT OF TRACKS IN ERECTING SHOPS.
To the Editor:
In the March issue of your paper, page 80, I notice an editorial
on the question of arrangement of tracks in erecting shops,
in which you state that some time ago you gave considerable
space to the subject, rather favoring the longitudinal plan and
appearing to invite support from that point of view. The criti-
cisms which are offered and which are in favor of the trans-
verse arrangement do not appear to have very much force, as
the statements aie more general than particular.
In the lateral or transverse shop arrangement only one crane
can be used to lift an engine, and if the engine weighs lOO
tons it requires a crane of 100 tons capacity to lift it — that is,
a crane having two crabs or trolleys, each having a capacity
of 50 tons. The engines are not lifted so often in the trans-
verse' arrangement, as they are not lifted in order to place
them, which has to be done by other means; but, on the other
hand, if the engines are placed longitudinally and two cranes
each of 50 tons capacity ai"e supplied, there are two cranes
available for general purposes as against one in the other sys-
tem, and as the lifting of engines does not occupy five per
cent, of the time which the cranes are in service, it follows
that nearly twice as much service in other work is to be had
with two cranes as against one, which, as a matter of course,
very much facilitates progress of work in the shop.
If the lateral system is adopted and only one crane used,
it has to be supplemented by an out-door traverser or transfer
table. This traverser can only be used for the handling of
engines and does not facilitate the work in the shop at all,
but the cost, including pit, etc., if it is arranged for quick
service, is a large proportion of that of the crane of equal
capacity. This traverser, being in a pit, is a great obstacle
to communication between shops, and the loss of time of em-
ployees in passing around it and over the extra distance which
it occupies is an unknown but important amount. The sup-
position that, because longitudinal tracks are used, it is neces-
sary to lift one engine over another, is entirely wrong. This is
not at all necessary, and greater height of lift is not required
in a longitudinal shop than in the lateral one. In cold climates
also the lateral system, which necessitates a pair of doors for
each pit, is a direct drawback.
Suppose the shop was required to hold thirty engines. If
these were put in one row side by side, then the shop becomes
unmanageable from its length and the traverser pit is also
unduly long. If they are put in two rows with engines on
one side of the shop only, then one engine is in the way of
the other. If they are put in two rows with the doors in
opposite sides of the shop, then it requires two transfer tables
and the erecting shop totally isolated from the rest of the build-
ing, unless they are put in the end. which is an inconvenient
arrangement.
The most important argument of all, however, is that it is
practically impossible to properly supervise a shop in which
the engines are arranged laterally. If the shop is sufficiently
large to fully occupy the foreman's time, it is impossible for
him to give the same supervision that it is possible to exercise
in a shop arranged longitudinally, where he can see the whole
length of the shop when he walks across it. This is a practical
observation from the writer's personal knowledge and is a
serious detriment against a shop arranged laterally. The lat-
eral system is good enough for a road which requires eight
to ten engines under repair at one time, but it is not suitable
for a road which has a large number of engines passing
through the shops.
SUPERINTENDENT OF MOTIVE POWER.
March 5, 1900.
STATBOLT PROGRESS.
To the Editor:
Staybolts are so important in locomotive repairs that I desire
to offer a few remarks, if not too late, in connection with the
article in your December number of last year, page 3S2, and the
correspondence on page 8 of the January number of this year.
In the first place, the form of the firebox is of importance
as to the number and location of staybolts broken. We have
always found that a sharp "ogee" connecting the fiat side of
the firebox with the circular portion Is extremely destructive,
and It is a common thing to find a whole row or two length-
wise of the box broken off at that point, more especially with
the deep class of firebox, and I presume everyone else has
found the same thing. The next most troublesome part l.s the
front upper corners and then the back upper corners and the
top row across the back sheet. We have also found that an
increase in the thic:kne8s of the outside plate materially In-
creases the number of broken staybolts, and for a number of
years we have never used anything thicker than 7/16 Inch
outside sheets, and I am disposed to think that the Penn-
sylvania Railroad will find an Improvement by the use of %
inch outside side sheets. The diameter of the bolt does not
appear to make much difference, and bolts 1% Inches or 1%
inches diameter appear to fall Just as quickly as bolts % inch
or 1 inch diameter.
We tried turned down staybolts for a year or two without
any benefit that could be seen, the staybolts being turned
about 1/32 inch below the bottom of the thread and carefully
rounded at the ends. We have had a considerable number of
engines equipped with staybolts drilled at the outer end, but
have had failures occurring earlier and more prevalent than
with solid bolts, and we have never derived any benefit in the
way of the supposed leakage indicating a broken bolt as they
are always full of mud both in the crack and in the hole.
All staybolts appear to fail by cracking across the upper and
lower sides near the outside sheet, leaving a strip across the
center to break off last. The upper crack usually is deeper
than the lower one, and in the case of the upper corner of
the side sheets the cracking is not quite horizontal but inclined
a little downward toward the outer end of box. It staybolts
could be made with a flat horizontal section to allow them
to spring, it would appear likely to conduce to longer life.
The conclusions at the termination of the article appear to be
generally correct. I have not noticed any deflection of the
side sheet due to reaming, mentioned by Mr. Gillis, which may
be due to the fact that the taps which we use do not have
the blunt-ended reamer, but have a long tapered end to form
a guide and the reamer portion is cut some distance up the
shank. I quite agree with Mr. Gillis that it is almost impos-
sible to get two staybolt taps exactly alike. We overcame
this to some extent by using a pair of taps alternately, keeping
each to its own vertical row, and the bolts are screwed to suit
the two taps and put in the holes to correspond. We make
all our own staybolt taps and keep them as nearly as possible
to a standard fixed a number of years ago. Staybolts which
are made of iron piled in slabs, as mentioned in your article
in the middle of the second column, page 384, distinctly show
the marked difference between the durability of the bolts, if
the staybolt is placed in with the seams horizontally and verti-
cally, the former being much more durable. One brand of iron
particularly shows this very plainly.
R. ATKINSON,
Mechanical Superintendent Canadian Pacific Ry.
Montreal, March 9, 1900.
The first example of the ten-wheel type locomotive ever built
is illustrated in a recent issue of the "Railway Age." It was
built by the Schenectady Locomotive Works in 1887 and went
Into service on the Michigan Central R. R. in January, 1888.
It is still in service.
The new passenger engines for the Lake Shoi'e (November
issue, page 344) are exceedingly handsome. The driving wheels
are large, so is the boiler, which is also very long, and yet the
proportions are so well balanced as to give a most pleasing ap-
pearance. One minor detail which contributes its share is the
location of the headlight in advance of the stack, and yet not
overhanging the front end.
New rails are being laid by the Ontario & Western, con-
tracted for in 1898 at $18 per ton. while the same road is
selling scrap rails at $33. The cost of laying the new ones
is about $3 per ton. a very interesting situation for the road.
The figures will change, however, when it is necessary to make
new contracts, the price of new rails being now nearly $40
per ton.
122
AMERICAN ENGINEER AND RAILROAD JOURMAL
ELECTRICITY AT THE DU-
QUESNE STEEL WORKS.
By Buicham Harding.
One of the best examples of
modern direct-current "engine-
type" generators is found at tlie
Duquesne Works of the Carnegie
Steel Company, twelve miles
from Pittsburg. The central
power station contains three 400-
kilowatt Westinghouse direct-
current generators, 250 volts, di-
rect connected to horizontal
tandem-compound steam engines,
operating at 130 revolutions per
minute. A view of the interior
of the dynamo room is given in
Fig. 1. In the background of
the illustration are shown six
direct constant-current 60-light
arc dynamos, which supply cur-
rent to arc lamps In the various
buildings and yards. These ma-
chines are direct connected by
flexible insulated couplings to
six 50-horse-power shunt motors,
which are operated by power
from tne generators.
Power is conveyed to the sev-
eral departments of the works,
which cover an area of over 100
acres. There are over 40 electric
cranes in the plant, driven by
220-volt direct-current Westing-
house motors. Other motors are
used to operate the metal break-
er, and for conveying iron ore
from railway cars to the ore
stock yard, and thence by the
traveling bridges to the furnaces.
In fact, electric power enters in-
to every operation in these
works.
The generators, one of which
is shown in Fig. 2, represent the
latest development in design and
construction. They furnish cur-
rent at 250 volts, and as the usual
practice is to employ 220-volt mo-
tors, this allows 30 volts drop of
potential in the line. The use
of 250-volt. generators also per-
mits the operation of both arc
and incandescent lamps from
the motor circuits. The general
design of these engine-type generators is similar to that for
standard multipolar practice, consisting of a circular yoke
carrying inwardly projecting pole pieces of laminated soft
steel. The field castings are divided vertically and set upon
a guide plate, the former affording excellent facility for in-
spection or removal of the armature or field coils.
These generators are compounded to compensate for the
drop of potential in the line. The shunt and series coils are
separately wound and are removable. The series coils are
composed of forged copper conductors of rectangular section.
The armature core consists of punched disks of carefully an-
nealed steel, held together between end plates. This core is
built upon an iron spider, which also carries the commutator.
This spider is pressed and keyed upon the extended shaft
and may be drawn off without in any way interfering with the
Fig. 1,- Interior of Power House.
Duquesne Works, Carnegie Steel Co.
Fig. 2. One of the 400 Kw. Westinghouse Generators.
Duquesne Worl<s, Carnegie Steel Co.
permanent arrangement of the commutator and winding. Ven-
tilating spaces through the spider and armature core are so
arranged as to allow a constant circulation of air through the
commutator and winding when the machine is running.
The periphery of the armature is slotted. The armature
winding is made of bars of drawn copper which, after being
shaped, are thoroughly insulated and baked to remove all moist-
ure. The coils are held in the slots by retaining wedges of
hard fiber, driven into notches near the top of the slots, paral-
lel with the shaft. These fiber wedges may be pressed out
should it become necessary to remove any armature coil. The
commutators are constructed from the best obtainable grade
of hard-rolled copper, the segments being spaced by prepared
mica of such corresponding hardness that an extremely even
wearing surface is presented to the brushes.
April, ISOO.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 123
The brush-holder mechanism is carried by brackets pro-
jecting from a ring concentric with and supported by the field.
A hand-wheel rocl<er arrangement adjusts all the brushes sim-
ultaneously. It will be noted Ihat the ring carrying the brush-
holder brackets does not project over the commutator face,
thus leaving the commutator face and brushes clear of ob-
struction and easy of inspection at any point. Carbon brushes
are used in connection with all of these machines. During
construction all parts of these machines are submitted to a
series of thorough tests and inspections. When assembled and
completed, each machine is given a full-load running test of
sufficient duration to bring it to the maximum temperature.
The electric motors operated by the current from this gen-
erating station has enabled the management to remove several
separate steam engines which were very costly in the con-
sumption of steam. It was found that many of these separate
steam engines used 70 pounds of steam per horse-power hour,
whereas the consumption of steam at the central power house
does not exceed 16 pounds. The President of the company
has stated that the intermittent operation of the motors is
carried on from the central station by means of one-sixth of
the horse power previously required when separate engines
were used.
STANDARD TENDER TRUCK.
Lehigh Valley Railroad.
The Lehigh Valley standard truck for tenders using the 4^/4
by 8-inch axle is shown in the accompanying engravings.' The
arrangement in general is not new. It is interesting, however,
because of the arrangement of the details whereby the con-
struction is simplified and cheapened and at the same time the
benefits of equalization are secured. This design was brought
out in 1S96 and it is used on all new engines except those hav-
ing 7,000-gallon tanks. These large tanks are used in connec-
tion with heavy mountain pushing locomotives and were illus-
trated on page 10 of our January issue. The consolidation road
locomotives described on page 250 of our August issue are also
to be equipped with them. The journals under these large
tenders are 5 by 9 inches and Fox pressed steel trucks are used
under cars as well as tenders which require these large axles.
The tender truck design was prepared with a view of re-
quiring the minimum amount of machine work. Jigs are used
to lay out and drill all the holes and the riveting is done in a
pneumatic press. The side fraipes are made of merchant iron,
unplaned, and the castings are made in such forms as to re-
quire very little machine work. The transom angles are com-
mercial shapes with the wheel and brake lever clearances
punched out. The springs are standard driving springs,
by which the necessity for carrying a special spring in stock is
avoided. The whole truck is made by piecework and at the
lowest cost that we have ever seen. Yet the cost of mainten-
ance is also small, which indicates that durability and safety
are not sacrificed.
An examination of the drawings shows the frame rails to
be of 2 by 4% inches bar iron, the tie rod being of % by 4-inch
iron. The truck transom is a 15-inch channel with the flanges
turned up. Outside of the flanges of this channel are IVi-inch
bars and 4 by 6-inch angles riveted together. The bars are 6
inches deep at the ends and 10 inches at the center. Clear-
ances are cut in the angles for the wheels and the brake lev-
ers. The equalizers are 1 inch thick and 6 inches deep at the
center, tapering to a depth of 5 inches at the bearing points.
The springs have 19 leaves % inch thick and 4 inches wide, and
are 34 inches long between bearings when under load. The
height of the springs under a load of 19.000 pounds is 9%
inches: under 18,000 pounds, 9'4 inches: under 17,000 pounds,
9% inches, and under 16,000 pounds, 9% inches. They are de-
-f--J-
Standard Tender Truck.
Lehigh Valley R. R.
signed to carry 19,500 pounds with a set of 1 inch. The axles
have the M. C. B. iVi by 8-inch journals and journal boxes, and
the wheels are 36 inches in diameter.
F'or the drawings we are indebted to Mr. S. Higgins. Super-
intendent of Motive Power, and to Mr. F. F. Gaines. Mechani-
cal Engineer of the Lehigh Valley Railroad.
The important facts regarding circulation in steam boilers,
as viewed by "Engineering News," are summed up in a recent
issue of that journal as follows: "Circulation in a boiler is of
value, and should always be secured to a suflScient extent to
keep the heating surface bathed in water and to prevent their
undue heating and the injury of the boiler through unequal
expansion. The more rapid the circulation, the better will this
end be attained: and some gain is also to be secured through
the reduced tendency of sediment to depo.sit on the heating sur-
face. It is in these directions and not in any increased evapo-
rative efficiency that the gain from good circulation is to be
found. While in theory rapid circulation should very slightly
improve the economy of a boiler, the gain is too slight to be
discernible by any practical tests."
124
AMERICAN ENGINEER AND RAILROAD JOURNAL.
STEAM GAUGES.
MECHANICAL STOKERS.
Tests and Method of Connecting.
Why They Sometimes Fail.
Wide and even dangerous variation in the readings of ordi-
nary locomotive steam gauges have been found on a prominent
railroad as a result of a series of tests or comparisons of gauges
which have now been carried on systematically for over two
years. The gauges are removed from the engines and readings
are taken at intervals of 10 pounds ascending and descending
the scale, the comparisons being made by weighted piston ap-
paratus. The records of the tests are made on sheets of cross
section paper and preserved until some of the charts now
show eight or nine records of the same gauge taken at suffi-
cient intervals to indicate the character and extent of varia-
tions that are caused hy ordinary service conditions on the
locomotives. Many of the lines are very crooked and some
show errors of 15 pounds at the blowing off pressure, while
others show an error of as much as 60 pounds at pressures
below 100 pounds. The curves include all of the well known
makes of gauges and as a rule they all vary least from the
correct pressure at the blowing off point. The errors are suffi-
cient in extent and alnindance to force the conclusion that
gauges ought t© be followed up carefully entirely aside from
the consideration of safety, because of the important influence
of steam pressure upon the economical working of locomo-
tives. These tests at once form a basis for comparison of. the
merits of the work of the various makers and as the differences
in reliability are marked a test of six gauges by different
makers is now being conducted in a way that permits of
securing uniform conditions for all. The gauges are mounted
in a frame on a road locomotive and fixed to the cab wall, cut
of the way of the men. They all receive steam from the pipe
that supplies the engine gauge, and steam can not be shut off
from them without shutting off his working gauge also. The
faces of the six gauges are blanked by sheet iron discs, and
after testing them they are to run until the comparisons are
complete, frequent readings being recorded.
One result cf this investigation is to show weak spots in
arrangement and in construction used by certain of the manu-
facturers, which have already been the means for improve-
ment. It has been shown that the method of piping the steam
to a gauge is more important than has been considered, and
that it is necessary to use siphons of rather large capacity in
order to guard against the entrance of steam into the gauge
spring, an occurrence that seems to be possible owing to the
expansion of the spring, if the siphon is too short. The gauges
on the road referred to are now fitted with the usual siphons
at the gauge connection, and instead of carrying the copper
tube to the boiler direct it is given two turns around the back
of the gauge. This long tube is filled with water, and besides
adding to the volume of the contents of the siphon, it tends
to keep the temperature of the gauge spring more uniform. Its
effect appears to be to render the actions of a gauge more uni-
form and reliable.
Prof. Ripper says that the importance is admitted of main-
taining a column of water in the syphon of the pressure gauge
■to keep the gauge cool, .so that its readings may be consistent,
and so as not to subject the gauge to high or variable tem-
peratures. It is generally supposed that if the gauge has a
syphon there is always water in it, and that when the syphon is
once full of water the water is easily retained therein, but
these assumptions are not warranted by the facts. The water
will disappear from the syphon from various causes. If there
is the smallest leak in the gauge end of the syphon, then the
water is all gone in a minute or two by being blown out by
the steam, though the leak may be almost imperceptible. If the
pressure to which the gauge is subjected is a variable one, the
water will disappear from the syphon as usually constructed in
a few' minutes, especially on a sudden reduction of pressure in
the same way that water in the engine cylinder disappears dur-
ing expansion and exhaust."
In a discussion of the subject of combustion in stationary
boiler furnaces and mechanical devices for firing them, Mr.
W. E. Snyder offered the following conclusions before the En-
gineers Society of Western Pennsylvania:
1st. The phenomena of combustion are governed by certain
laws which must be obeyed if good results are to be ob-
tained.
2d. The test of the action of any boiler furnace is the char-
acter of its products, solid and gaseous.
3d. It is not possible to work the common grate as used
in the ordinary manufacturing plant in accordance with the
laws of combustion.
4th. Devices which are used as auxiliaries to common grates
may, under favorable conditions, be beneficial, but usually
simply complicate matters without compensating for the dis-
advantages of the common grate.
5th. Mechanical stokers should effect a saving over com-
mon grates, but in some cases this saving may be neutralized
by certain losses co-existent with the operation of the stoker.
6th. The failure of mechanical stokers to produce satis-
factory results is probably due more frequently to inattention
on the part of superintendents, carelessness on the part of
the men who operate them, or a dense ignorance of the entire
subject of combustion on the part of all concerned, than it is
to actual defects in the principle or action of the machine it-
self.
A cause of increased flange wear on car wheels was given by
a correspondent of the "Railroad Gazette," as arising from the
shallowness of the chill in the throat of the wheels. According
to this correspondent it is only in the last few years that this
increase in the wear of flanges has been noticeable. The iron
used in earlier days, which was soft gray iron, with coarse gran-
ular fracture, was far more sensitive to chill and made an ideal
car wheel metal. It was ach in carbon and poor in all other
elements and would take^ chill almost as deep in the throat
as on the tread. But such iron cannot be obtained now for
making wheels. It is possible to obtain the same depth of
chill with the iron used in making wheels at the present time,
but it is done at the expense of the softness and ductility of
the gray portion of the wheel. It, therefore, seems necessary
with the irons used at present, to reduce the chilling qualities
of the metal in order to meet the "thermal test." And while the
depth of chill upon the tread of the wheel is sufficient to with-
stand long wear, the chill in the throat is often deficient.
The sand blast has been used with marked success in clean-
ing the iron lock gates of the Muscle Shoals Canal on the
Tennessee River. The report of Major Kingman, of the Corps
of Engineers, U. S. A., describes the apparatus used. It was
placed under a roof on a barge and consisted of a 12 by 14
inch stationary engine and a pair of 9 by 9 inch Clayton direct
coupled air compressors. The air was compressed into sev-
eral receivers from the last of which three blast pipes were
carried to the sand drums, the blast being controlled by
valves. Each blast pipe terminates in a piece of hose about 25
feet long with a %-inch tool steel nozzle at the end. There are
two 18 inch sand drums 4 feet long for each blast pipe. These
are in duplicate so that one may be filled while the other is
in use and the work be carried on continuously. The drums
are filled from a large hopper extending over all of them. Into
this the sand is put after screening and drying. A %-inch
pipe admits air pressure to the top of each drum. Records
for the year ending June 30. 1898, showed that for a total of
44.522 square feet of iron work cleaned and painted the cost
was but 2.3 cents per square foot.
Al'Kil., lOOU.
AMERICAN ENGINEER AND RAILROAD JOURNAL. I2B
A METHOD OF BENDING PIPE.
The bending of pipes of relatively large diameter without
distoition or weakening i.s a nillier difficult process and with
the large number of arch tubes in use in locomotive fireboxes
this work is often necessary in locomotive shops. It pipes
could be bent without difruuUy probably advantage would
often be taken of easy bends, instead of using the abrupt. turns
involved in standard fittings. Formers may be used for pipes
of small diameters, but tor those requiring heating the follow-
ing practical suggestions offered by Mr. R. H. Perry, in "Ma-
chinery" will be found useful:
The most practical method under such circumstances is to
fill the pipe to be bent with perfectly dry sand and plug or cap
the ends so that the filling will be retained under uuite severe
handling. Care should be taken to have the pipe well filled with
the sand and that there is nothing inflammable or damp in it,
as the necessary heating of large pipes is very likely to cause a
serious e.xplosion. The heating of the pipe may be done in an
ordinary forge, and should be restricted to the part of the pipe
that is required for the bend; also overheating should be
avoided, as the loss from scaling has a very appreciable effect
on the bursting strength. The best results will be obtained
when the heat is not carried above a dull red, as the liability to
kinking is less, and in any case it is usually necessary to heat
two or three times before a sharp bend can be satisfactorily
made, so that nothing is gained by heating to a high tempera-
ture. A can of water should be provided, which should have a
spout so that a small stream can be directed exactly where
needed, as its proper use plays an important part in securing
bends without kinks, a point which is highly desirable, as a
kink is always an eyesore in the appearance of a pipe, besides
seriously reducing its capacity at that point.
After the pipe has been heated to the proper temperature, it
is clamped in the vise as close to the location of the bend as
possible without grasping the red hot part and the bend started,
but first the outside of the curve should be cooled with water
carefully applied from the can. The inside of the bend being
hot and plastic is compressed as the bend is made with very
little tendency towards fiattening, but if such a tendency devel-
ops, It can be corrected by loosening the pipe and using the
jaws of the vise to bring the flattened part back to an approxi-
mately circular section. The reason for applying the water to
the outside of the curve is that by forcing the bend to take
place on the inside of the curve, the pipe walls are better sup-
ported by the filling, for the reason that the cubic contents are
slightly reduced by the compression; whereas if the exterior
of the curve be allowed to stretch, the cubic contents are
slightly increased, which allows a small amount of slackness in
the filling at that point and a consequent lack of support to the
interior of the pipe. The use of water also plays an important
part in the proper formation of the curve, as by its use the
pipe may be cooled at a point where the required curvature has
been obtained and still leave the remainder in a condition to be
bent as desired. When bending pipe without formers it is
necessary to have a template, which may be made from a
%-inch rod bent to the desired curve and which, being laid
on the pipe while bending, gives a guide for the operator. The
use of water for cooling the outside of the curve can usually be
dispensed with when the radius equals or exceeds fifteen times
the diameter of the pipe.
Most expensive mistakes in the construction of the Siberian
Railroad are reported by R. T. Greener, Commercial Agent of
the United States at Vladivostok. He states that the rails on
both the Siberian and the Trans-Baikal lines are too light and
that many of the cheap wooden bridges are failing. The re-
sult is that speeds are reduced to 20 miles an hour. From this
report the location seems to have been faulty and the general
condition of the road very bad. Apparently not less than
.$7.72.5,000 will be required to put the Trans-Baikal line in run-
ning order, and the whole Siberian road will require $25,750,000,
so much of the work must be done over again.
Powell's Locomotive Lubricator.
POWELLS LOCOMOTIVE LUBRICATOR.
The accompanying engraving illustrates a sight-feed lubri-
cator for locomotives, known as Powell's "Star" duplex con-
denser lubricator. It has a double up-feed and is a radical de-
parture from former styles of single condenser cups, and over-
comes the difficulty of "cross feeding" on syphoning the oil
wastefully from the lubricator to one of the cylinders at the
expense of the other cylinder. This results in too much lubri-
cation in one cylinder and too little in the other, and It is
specially likely to occur when the engine is drifting with steam
shut off. In this lubricator each cylinder delivery pipe has
a separate and independent condenser, also a separate steam
pipe, which renders the lubricator action for the cylinders
entirely independent. An advantage is also believed to be ob-
tained by a special water and oil trap in connection with the
customary water tube leading to the bottom of the oil cham-
ber. Its effect is to insure a positive supply of water and a
uniform feed of the oil. A convenient feature of this lubricator
is the arrangement of the valves. The adjustment of the feed
is secured by means of the lower feed valves. C C. and once
adjusted for the desired rate of feeding they need not be dis-
turbed, because the lubricator is put into and out of operation
by means of the ejector valves. D D. The body and all arms
projecting from it are cast in a single piece, and the fittings
are not screwed into the main casting. In this way a num-
ber of joints are avoided. Our engraving shows the location
of the filling valve. B, the water valve. N. the oil index, and
other parts. These lubricators are manufactured by the Wm
Powell Company. 2525 Spring Grove Avenue. Cincinnati. Ohio.
This company also makes triple-sight feed lubricators.
126
AMERICAN ENGINEER AND RAILROAD JOURNAL
PERSONALS.
Mr. George H. Hancock has been appointed Superintendent
of Machinery of the St. Louis & San Francisco, with head-
quarters at Springfield. Mo., vice J. R. Groves, resigned.
Mr. Charles P. Savage has been appointed Purchasing Agent
of the Erie & Wyoming Railway, also for the Pennsylvania
Coal Company and the Dunmore Iron and Steel Company, with
headquarters at Dunmore, Pa.
Mr. J. J. Thomas, Jr.. Master Mechanic of the Tuscaloosa
shops of the Mobile & Ohio, has been made Assistant to the
Superintendent of Motive Power and Car Equipment, with
headquarters at Mobile, Ala.
Mr. H. D. Norris has been appointed Acting Purchasing
Agent of the Pere Marquette, with headquarters at Grand Rap-
ids and Saginaw, Mich., in place of Mr. R. Wallace, resigned.
In addition to his duties as Purchasing Agent he will have
charge of the company's stores.
Mr. H. M. Carson, formerly Assistant Engineer of Motive
Power of the Pennsylvania Railroad at Altoona, Pa., has been
appointed Master Mechanic, with headquarters at Pittsburg,
vice Mr. D. O. Shaver. Mr. Carson is one of the ablest and
most promising of the younger men of the mechanical depart-
ment of the Pennsylvania.
Mr. W. H. Marshall, Superintendent of Motive Power of the
Lake Shore & Michigan Southern, has also been appointed
Superintendent of Motive Power of the Lake Erie & Western,
vice Mr. P. Reilly, resigned. Mr. Marshall will undoubtedly
apply to this road the same methods of dealing with motive
power questions that he has so successfully applied on the
Lake Shore.
It is reported that Mr. T. S. Lloyd, Master Mechanic of the
Chesapeake & Ohio, will succeed Mr. J. W. Fitzgibbon as Su-
perintendent of Motive Power of the Delaware, Lackawanna
& Western. Mr. Lloyd is 47 years old, and has been Master
Mechanic of the Clifton Forge shops of the Chesapeake & Ohio,
also the shops at Richmond, Va., since 1890, previous to which
he held a like position on the Cincinnati Division. He has also
been identified with the Erie and Pennsylvania railroads.
The following changes in the mechanical department of the
Baltimore & Ohio are effective March 1st, 1900: The position
of Master Mechanic at Grafton is abolished. Mr. P. Hayden
is appointed General Foreman at Benwood, vice J. F. Prender-
gast, transferred. Mr. J. F. Prendergast is appointed General
Foreman at Grafton, W. Va., vice P. Hayden. Mr. P. J. Harri-
gan is appointed General Foreman at Connellsville, Pa., vice
D. Witherspoon, who has been appointed General Foreman at
Cumberland, Md.
Addison C. Rand, President of the Rand Drill Company, who
died recently at his home in New York City, was born in West-
field, Mass. Mr. Rand was a pioneer in the manufacture of
steam drills and air-compressing plants, and had been one of
the foremost in building up the great business of his house.
He was one of the founders, and for some time Treasurer, of
the Engineers' Club of New York City. He was also a mem-
ber of the American Institute of Mining Engineers, and of the
American Society of Civil Engineers.
Mr. Fayette S. Curtis, for 12 years Chief Engineer of the
New York. New Haven & Hartford, has been elected Fourth
■Vice-President of that road. Mr. Curtis was born in Owego,
N. Y., December 16, 1843, and was educated in the Owego
Academy, taking a special course in civil engineering. After
graduating in 1863 he was employed for eight years in the lo-
cation and construction of various railroads. In 1871 he was
employed by the Harlem River & Portchester Railroad in the
location of a line between New Rochelle and the Harlem River.
In 1874 he was appointed Chief Engineer of the New York &
Harlem Railroad Company, continuing in this capacity until
1883, when he was appointed Chief Engineer of the New York,
New Haven & Hartford.
John M. Holt, who has been tor a number of years General
Foreman of Car Repairs of the Southern Railway, died sud-
denly at Washington, D. C, February 25. Mr. Holt began his
railroad career in 1865 as an apprentice in the car depart-
ment of the Burlington shops of the old North Carolina Rail-
road, and when this road was absorbed by the Richmond &
Danville he was transferred to the Manchester shops as Pore-
man of Car Repairs. Soon after the Richmond & Danville was
incorporated in the Southern Railway he was appointed Gen-
ei-al Foreman of Car Repairs at Washington. D. C. Mr. Holt
was a very able and successful man in his particular line of
business, and commanded a reputation for fairness which made
him well liked by all who knew him. He was an active mem-
ber of the Master Car Builders' Association.
Charles H. Coster, whose recent death was so keenly felt, not
only by the many prominent railroads of which he was a di-
lector. but by the corporate interests of this country, was born
at Newport, R. I., July 24, 1852. He began his business career
with a firm of importers in 1867. In the course of his business
career his work has always been concerned with the larger
commercial interests of the City of New York. He became
a partner in the banking house of Drexel, Morgan & Co. in
1884 and was at the time of his death a partner in J. P. Mor-
gan & Co., Drexel & Co., Morgan, Harjes & Co., and also a
director of 46 of the most prominent railroads of this country.
Several of the boards of directors of which he was a member,
feeling the loss of so successful and upright a man, have placed
on record their realization of the fact by appropriate resolu-
tions. This is unusual, and is a high tribute to his memory.
BOOKS AND PAMPHLETS,
Interaction ot Wheel and Rail. Translated from the German
of Boedecker by A. Bewley. Public Works Department, India.
This work gives in three chapteis a theoretical discussion of
the relations between the wheels of railroad trains and the
rails. It is a difficult mathematical subject, and the translator
has been careful and thorough. The first chapter deals with
the motion of single axles, the pressure and surface of contact
ot wheels and rails, and the friction of rolling. The second
takes up the motion of four-wheel cars on curves and the third
covers the same ground with locomotives having three pairs of
wheels.
Nickel-Steel: A Synopsis of Experiment and Opinion. By Da-
vid H. Browne, Cleveland, C, Head Chemist tor the Canadian
Copper Co. A paper presented to the American Institute of
Mining Engineers at its California meeting, September, 1S99.
This pamphlet of SO pages contains the paper by Mr. Browne
in advance of its publication in the transactions of the Insti-
tute. It is the most valuable treatment of the subject of nickel-
steel that has ever appeared; in fact, it is a classic. Everyone
who is interested in the design, construction or operation of
machinery, and especially where strength, weight and ability
to withstand repeated stresses are concerned, should procure
a copy for study and reference.
Handbook and Illustrated Catalogue of Engineers' and Sur-
veyors' Instruments ot Precision. C. L. Berger & Sons, Bos-
ton, Mass.
This catalogue, 6 in. x 9 in., of 212 pages, including index, is
bound in stiff boards and contains descriptions and illustra-
tions of the latest styles and important improvements in the
various instruments used by engineers and surveyors. Some
nf the more recent improvements which are illustrated in this
catalogue are: A bracket by means of which the transit may
be set up in narrow places, as in shafts of mines, where it is
impossible to use an extension tripod; a short focus lens at-
tachment which will admit of objects being focused at dis-
tances as close as three feet from the instrument, and many
minor attachments and improvements for field instruments
April, 1000.
AMERICAN ENGINEER AND RAILROA D JOU RN AL. 127
ust'd in astionomical obaervallons. There are also given In this
volume sev.eral chapters of'. valuable Information concerning
the tare and adjustment of- iHStrunients.
Report of Teats Made by Prof. W. F. M. Gobs on a Vertical
Triple Kxpan.sion (;r;inj< and Fly Wheel Pumpint; Engine,
Having a Daily (.'aiiaiTty of 20.000,000 Gallons.
A record of 167.8 million foot-pounds of work per 1,000 pounds
of dry steam, as was shown by the Snow Pumping Engine at
Indianapolis, Ind., in a duty test made by Prof. W. F. M. Goss,
Purdue University, in 189S, has awakened the highest interest
among engineers and users of pumjiing engines in this country
as well as abroad. For those interested in pumping machinery
the two complete tests made on this engine, one in July, 1898,
and the second in December of the same year, have been printed
and put in pamphlet form. "We are indebted to Prof. Goss for a
copy of these valuable and interesting reports, which are the
best specimens of pumping engine testing of which we have
record. There is also given in this pamphlet, by Mr. G. H.
Barrus, M. E.. Roston, Mass., a comparison of the performance
of this engine with a number of other prominent engines which
have been tested within the last six years.
Handbook of Testing Materials for the Constructor. By Prof.
Adolf Martens, Director of the Royal Testing Laboratories at
Berlin and at Charlottenburg. Translated by Gus. C. Ken-
ning, M. Am. Soc. M. B. 2 vols., cloth, 6 by 9 inches, 622
pages; illustrated. New York. 1899: John Wiley & Sons.
Price of two vols., $7.50.
The author's preface states the object of the work as follows:
My book on Testing Materials for the Constrwctor is de-
signed to be a counsellor to the constructor in all questions re-
lating to the properties of his materials of construction. There-
fore the book is divided into two volumes, each independent and
complete in itself. This first volume relates to the general
properties of materials of construction, and especially to the
art and science of testing materials as applied to machinery
and superstructure. To the description of the customary meth-
ods of testing I have added a presentation and discussion of the
most important types of testing machines and auxiliary ap-
paratus, dwelling mainly upon the underlying principles of
design, sources of errors, and on their calibration. As this vol-
ume contains the manifold experiences of the laboratories under
my direction, and as I have availed myself of the liberal ar-
rangements granted by the publishers to fully illustrate, by
figures and plates, the most important machines and instru-
ments of all countries. I hope to produce a lasting benefit, not
alone to my students, but also to manufacturers of apparatus,
by my frank and candid criticism.
The translator states in his preface that he has faithfully fol-
lowed the author and reproduced his thought in the hope of
promoting greater uniformity in testing and more accurate
knowledge of materials. He has done his work carefully and
should be credited with giving readers of English a most ex-
cellent treatise on this subject which was not available in the
language before. The separation of the engravings from the
text and binding them in a separate volume seems, at first,
very awkward, but it is really not so, particularly in the use of
descriptions covering several pages and referring to a single
engraving or group of engravings.
This work gives more information about testing, testing ma-
chines and incidentally al30ut materials, than any book we have
seen. We commend it to our readers who have to do with the
testing of materials.
Steam Engine Theory and Practice. By William Ripper, Uni-
versity College, Sheffield, England. Published by Longmans.
Green & Coinpany, New York. 1S99. 389 pages; illustrated.
Price $2.50.
This modest work of scarcely 400 pages essays to comprehend
the whole field of steam engine theory and practice. The pur-
pose is an ainbitious one, but the text is so very concise that
the reader soon begins to wonder at the great degree of thor-
oughness which is secured in so limited a space. Mathematical
expressions are not prominent, though the development of the
usual thermodynamic relations are all presented, but in such
good form and so intermingled with the descriptive matter as
to relieve the book of that formidable appearance which often
characterizes works upon similar subjects. Graphical presenta-
tions are numerous and interesting. The chapter on tempera-
ture-entropy diagrams, with a large plate by Captain Sankey.
is of especial interest, and another on superheated steam, deal-
ing with a subject which just now is much alive in England
and on the Continent, is full and altogether satisfactory.
While the book is written by an Englishman and primarily
for English students, it contains frequent references to Ameri-
can practice. For example, both the Carpenter and Peabody
calorimeters are described; the John Fritz fly wheel Is Illus-
trated; the experiments on engine friction by Ur. Thurston are
referred to, and the results of locomotive tests by Prof. GosB
aie discussed. The authoi 's preface contains the following:
Srieeial attention has been given to the subject of heat quanti-
ties involved in the generation and use of steam. For this pur-
pose the temperature-entropy diagram has been used, and Its
applications in the solution of a number of ordinary every-day
problems exemplified. The writer desires to express his per-
sonal indebtedness to CaiJtain Sankey for his kindness in sup-
plying him with copies of his temperature-entropy chart,
which appears for the first time, as Plate I. of this book. This
chart has gone through an interesting process of evolution since
the occasion when Mr. J. Ma<farlane Gray read his paper at
the Paris meeting of the Institution of Mechanical Engineers
in July 1889, on the "Rationalization of Regnault's Steam Ex-
periments," describing and explaining the use of the steam and
water lines of the temperature-entropy chart. Since that time
Capt. Sankey has added lines of constant pressure, and con-
stant volume in 1892; and more recently also the scales of total
heat and internal energy, as well as the chart for the super-
heated steam field. All these additions now appear upon the
chart as shown in this book.
The Steam Engine and Gas and Oil Engines. A book for the
use of students who have time to make experiments and cal-
culations. By John Perry, D. Sc, F. R. S., Professor of Me-
chanics and Mathematics, Royal College of Science. Pub-
lished by The Macmillan Company, 66 Fifth Avenue, New
York, 1899: Price, $3.25.
The plan of this excellent book contemplates a large amount
of verification of the author's presentation by the student. It
aims to induce the reader to investigate and work out prob-
lems for himself. The study by mere reading is discouraged
and the student is urged to test the laws given by the philoso-
phers. The portion devoted to the steam engine is one of the
best treatments of the subject ever written, because it tends
to stimulate thought and study rather than to assume an ac-
ceptance of what one is told by others. It is essentially de-
voted to the steam engine. The book is strong in its adherence
to practical conditions of actual modern experience, and the
considerations of questions which occur in the every day work
of engineers. It is not a mathematical discussion. The author
gives the first place in importance to the facts of experiment.
He then brings mathematics to bear in accounting for and
using them in study and design. The sensible use of simple
mathematics is one of the striking features of the work. A
large amount of space is given to the form instruction and
arrangement of the detail of steam engines. The illustrations
are better than those usually found in English works of this
kind. The author, however, hesitated to describe "the old
despised type of engine." It is not only the easiest to describe
but the most important for the student to understand. The
study of details and thermodynamics are combined as they
have not been before. There is a good chapter on valve gears,
one on balancing or governors, a satisfactory study of boilers
and combustion.
It is essentially a book for students, but as the practicing
engineer never ceases to be a student, it will be of great value
to him. It contains a new analysis of the performance of the
Willans engine. Its only serious fault is the omission of
credit for the. borrowings from the work of others.
"Centrifugal Ventilators," is the title of a pamphlet by J. T.
Beard, presenting a mathematical study of the centrifugal fan
with particular reference to its use for the ventilation of mines.
It is published by The Colliery Engineer Co.
"Packin.gs " and "Garden Hose" are the titles of two little
pamphlets received from the Boston Belting Co.. 256 Devonshire
St.. Boston, Mass. These present illustrations and printed de-
scriptions of the many varieties of these products as manu-
factured by this well-known concern. They also contain the
accessories, such as valves, wire rope sheave fillings, gage glass
packings and tlie fittings for various kinds of rubber hose.
Coal Washing Machinery. — The Jeffrey Manufacturing Co.
of Columbus. O.. has issued a profusely illustrated pamphlet
of 88 pages as a catalogue of coal washing and coal handling
machinery. This company has developed a coal washing sys-
tem with a view of placing before coal operators a compara-
tively low cost plant which will enable them to market the low-
grades of coal and greatly improve the quality of higher grades.
The pamphlet presents a large number of engravings of plants
in use giving photographs and line drawings. It also contains
a reprint of a paper by J. J. Ormsbee. read before the Arherican
128 AMERICAN ENGINEER AND RAILROAD JOURNAL
Institute of Mining Engineers, in which the coal washing plant
at No. 2 Slope, Pratt Mines, Alabama, is described. The results
of the washing are given in detail, one of which was to reduce
the amount of ash in the coal from 9.98 to 5.78 per cent. This
paper is an interesting report on the washing of coal and is
very satisfactory and complete. In addition to coal washing
machinery, attention is given to retarding conveyors, steam coal
tipples and the coal elevating and conveying machinery, in
connection with which this company has become so well known.
"Our Railroads and Our Canals" is the title of an IS-page
pamphlet containing a reprint of an address by Mr. George H.
Daniels, General Passenger Agent of the New York Central
Railroad, before the Chamber of Commerce of Utica, N. Y., Feb-
ruary 19, 1900. It has been placed in the "Four Track Series"
and presents a strong argument in favor of the railroads by
showing that canal transportation has outlived its usefulness
on account of the modern development of railroads. The clos-
ing paragraph of the address expressed the speaker's position
in the following words;
The day of the canal packet and the stage coach has gone by,
never to return, notwithstanding the fact that in their dav ind
generation they were of great value to the country: but a newer
and better means has been found, more in keeping with the ad-
vancement of our people in all the arts and sciences; and if the
American people will treat the railways with the same degree
of justice that in the past they have treated their canals, our
commerce will continue to expand, until we stand at the head
of the commercial nations of the world.
It is understood that Messrs. W. H. Patterson and A. C. and
D. W. McCord have secured control of the Illinois Car & Equip-
ment Co. The English capital is still retained, but American
interests have been added and hereafter the company is to be
managed solely in this country. Mr. Patterson and Mr. A. C.
McCord have recently returned from England, where the ar-
rangements were consummated. The report that McCord &
Company were to assume charge of the car company is erro-
neous and arose probably out of the fact that the officers of the
two companies are practically identical. A working arrange-
ment between the two companies has been effected whereby a
part or all of the specialties of McCord & Company will be
manufactured at the works of the car company. Various ex-
tensions and improvements in the plant are being made. For
the present the work is to be confined to the construction of
wooden cars, forgings and castings. Mr. L. Oberauer is re-
tained as superintendent and Mr. D. L. Markle as assistant
manager.
EftTJIPMENT AND MANXTFACTXTRING NOTES.
The number of students now enrolled in the International
Correspondence Schools is 160,000, and it is constantly in-
creasing.
The Navy Department has placed an order with the New
York Air Compressor Company, 120 Liberty Street, New York,
for two duplex compound air compressors of large capacity for
the Charlestown Navy Yard. Boston, Mass.
The Robert Altchison Perforated Metal Co., of Chicago, have
moved their offices from 269 Dearborn Street to the Plymouth
Building, 30.3 Dearborn Street, of that city. Their new quarters
are much larger, more comfortable and more suitable than the
former ones.
The "Consolidated Railway Electric Lighting & Equipment
Co." is the name of the organization under which the American
Railway Electric Light Co.. the United Electric Co., the Colum-
bian Electric Car Lighting and Brake Co., the Electric Axle
Light and Power Co. and the European Railway Electric Light-
ing Co. have been amalgamated.
The Union Boiler Tube Cleaner Company of Pittsburg have
issued circulars Illustrating their very effective devices for
cleaning the tubes of water-tube boilers, and giving records
of tests of boilers of the Standard Oil Company, showing a
saving of 24.8 per cent, in fuel as a result of cleaning tubes
at their works. The construction and operation of the clean-
ing devices are described by aid of engravings made from
photographs of actual work. The cleaning devices are adapted
to curved as well as straight tubes.
A continuous exhibition of machinery and manufactures in
New York City has been provided for by the International Land
and Exhibition Co. in the Bowling Green Office Building. The
object is to extend to every manufacturer the privilege of an
ofTice in New York, together with a show room for machinerj-
in motion and in charge of experienced engineers and compe-
tent salesmen. The moderate rate of $6 per square foot per
year is charged for the space and a number of important in-
dustries have already availed themselves of the opportunity.
The plan is a large one. including representation in foreign
countries. Mr. Albert Krimmert, President of the Interna-
tional Land and Exhibition Co.. Bowling Green Offices, New
York, should be addressed for further information.
The Ajax Metal Company have been conducting elaborate lab-
oratory tests of bearing metals as a result of a series of ex-
periments made upon the wearing qualities of bearing metals
by officers of the Pennsylvania Railroad. Among other things
these tests brought out the desirability of reducing the propor-
tion of tin and increasing that of lead in the bearings up to a
point where homogeneity was sacrificed. The Ajax people have
been successful in this direction to the extent of reducing the
proportion of tin from 8 to 5 per cent., and increasing the pro-
portion of lead from 15 to 30 per cent., without sacrificing
homogeneity. When compared with phosphor-bronze these
proportions of tin and lead gave less than one-third of the
wear and 20 per cent less rise in temperature from friction.
Mr. J. W. Lowell has been appointed manager of the railroad
department of the Manhattan Rubber Manufacturing Co., of 18
Vesey St.. New York. He has been connected with the mechani-
cal department of the Pennsylvania Railroad for eight years,
two years as draftsman and six years in the test department.
This company has decided upon an increased activity in the
manufacture and sal? of air brake hose and mechanical rubber
specialties for the railroads. Mr. Lowell will be a valuable addi-
tion to th'? staff because of his practical railroad experience and
technical education. He learned the machinist's trade in the
shops of the Baltimore & Ohio R. R. at Baltimore and after-
ward served on the civil engineering staff of the Baltimore Belt
line. Before entering the seiwice of the Pennsylvania he was
connected v.-ith the engineering department of the Marylaiid
Steel Co. at Sparrows Point.
The product known aS 'U'arren's Liquid Pulley Cover has
created considerable interest and we are asked what it is. It
is not a belt dressing, but a pulley paint for which the claim
is made that it will prevent belts from slipping and retain
its effectiveness for years. It is made by the Warren Manu-
facturing Co., 36 Jackson Street, Chicago. Its object is to
furnish to a smooth wood or iron pulley a surface which has
a natural affinity for the belt. It is accomplished by painting
the face of the pulley with a liquid which may be applied with
a brush and will become dry in about two hours. The manu-
facturers have so much confidence in the qualities of this
material as a preventive of the slipping of belts that they are
willing to send it on trial. A pulley cover which will do away
with the danger, expense and annoyance of slipping belts must
prove advantageous in every establishment where belts are
used. Attempts to prevent slipping usually take the form of
excessive tightening and, assuming that sufficient adhesion is
obtained in this way, the excessive strain on the belt must
increase the friction on the bearings and the expense of lubri-
cation. It not only adds to the loss of power, but tends to
throw the shafting out of line and greatly decreases the life
of the belts. If the adhesion, under the increased tension, is
still insufficient to prevent slipping, heat is generated even
with a very slight amount of slip, and the belt loses its natural
oil and its life will be short. Cases of flre have been known
to arise from this source, an instance having recently occurred
at the works of the American Steel & Wire Co.. at Waukegan,
111., in which the loss was heavy. Furthermore a belt which
slips is a constant source of loss of power. The manufacturers
are very careful to state that this is not a sticky preparation
which requires work to be done to make the belt and pulley
separate as the pulley revolves. If this liquid pulley cover is all
that is claimed for it by users, it is an admirable substitute for
the leather lagging which has been used extensively in a great
many kinds of machinery. The Warren Manufacturing Co. will
furnish complete information concerning this product, which
is rapidly taking a place among the staple supplies of the im-
portant manufacturing establishments throughout the countrj
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 129
B-. AMERICAN-^
LNcmEER
RAILRQAD^JOURNAL
MAY, 1900.
C^OKJTElsrTS.
iLI.USTRATRD AhTICI.KS :
S(l,(}{in antl 85.0011 Foil nd Coal l^ars,
Hiiffilo, Ilochester & Pitts-
bui-Kli Hy
Kour t*ylinder Compounds, Lon-
don & Northwestern
I'rovention of Wear of IJrivint;-
Wheol Flanges
A Ijocoojotive Study, by Kdward
Gpaffltrom
A Simple and Siiecessfui Scale
Prevention Method. Erie R I!.
Chicago & Northwestern Shop.s.
at Cnicago
Performance of the Cleveland
Locomotive. Intercolonial Ry..
The Wcstinghoiise Friction
Draft Gear
Atlantic Type Pasaenyrcr Lo(*o-
motive. French State Ry
Tractive Power of Two Cylinder
(-'onipounds. by C. J. Mellin
Changini? the Center of Gravity
of a Locomotive, bv F. K. Cas-
well
Deems' Temperature Regulator
for Locomotive Tender Feed
Water Heaters .
The Betfendorf I Beam Bolster.
The "K. A. K." Undcri^round
Electric Conduit Applied to
Cable Hallways '.
P.iEO
157
MlSCKLLANEOUS ARTICLKS :
station try Shop Boilers \f<1
Lon{? Distance Heeord Breaking:
Page
MiSCKLLANKOCS AUTICI.KS:
Kun. Atcliison, Topeku &
Santa Fo Ely 13!l
Good Firing is the Bust Smoke
Preventer \\h
Pneumatic Tools Before the
Institute of Mechanical Engi-
neers, England 117
New Oltlce Buildingof the West-
inghouse Electric & Manufact-
urinertjo 150
Illinois Central R. R^, Editorial
Correspondence 1.51
Convention of Air Brake Men... 1.51
Proportions, Hcatinj< Surface,
Tube Area, Air t)pcnint;8 and
Stack Area . - 133
A Nciv Plan Concerning the Pur-
diic Locomotive testing plant 1.05
The American Society of Me-
chanical K igineers .,. 155
A .Safe Third Rail Electric Sys-
tem 157
The Protection of Structural
M tal from Corrosion 158
Editorials;
Mathematics Defined lit
Scrap Material for Car and Loco-
motive Shops lU
Attachment of Tender Tanks to
Frames 144
Increasing Grate Areas ... 115
Comparing Operating Statistics
of Diflerent Railroads ... .111
80,000 AND 85,000-POUND COAL CARS.
Buffalo, Rochester & Pittsburgh Railway.
Several designs of wooden cars of large capacity for carry-
ing coal and coke have been made by Mr. C. E. Turner, Su-
perintendent of Motive Power of the Buffalo, Rochester &
Pittsburg Railway, and we have received the drawings of two
of the coal cars. These cars are for widely different pur-
poses, the treatment being far different in the two cases. The
necessary limits of height and length. The length is limited
by sharp curves. The height from the top of the rail to the
under faces of the sills at the ends is uniisually low. being biil
.30 inches in the dock car and 30V4 inclifs in the shovel car,
when measured at the ends. This height l.s usually more than
.■}6 inches. The chief dimensions of the two designs are Indi-
cated in the following table:
(jcneral Dimenrlons.
Hopper ear. Shovel cars
Length over end aills 3i ft. 6 In. 41 ft. 0 io.
Length inside of box 3()ft. Oin. 39 ft. i^ln.
Width over side Hills ilft.3in. 9 ft Oln.
Width inside of bo.x »ft..lin. 8ft.5!^in.
Height rail to top of box 9(t. IKi in. 8 ft. Bin.
Height overall If ft. U in. 8 ft. ll!4in.
Height to bottom of silla 30in. 3<JUj in.
Height of box inside ■'> ft. iJin. S'/Tfiin.
Door openings, length 3 ft. 4 ft. 4 in.
Door openings, width ' 3ft. Hin. 17 in.
The shovel cars were developed from gondolas, without the
doors, these having been added afterward. There are tour 1%-
inch truss rods with the ends upset to 2 inches. The trusses
are 36Vi inches deep, measured from the center of the rod at
its lowest point to the center at the highest point. The lower
line of the truss rods is but 10 inches above the rail. The bol-
sters are of plate construction, with malleable-iron filling
pieces, and the depth of the truss is 19% inches. The side sills
are 5 by 12 inches, and the four intermediate sills are 5 by 9
inches. The draft timbers are reinforced by 4-inch sub-sills,
which are continuous. The draft gear is the Butler type, and
the draft timbers may be taken down without removing the
bolsters. The siding stakes are tapered to save weight, and,
as will be seen in the side elevation of this car, stake pockets
are provided for use in loading lumber. The greatest variety
of uses was kept in mind in this design, and it was intended
to make the car convenient in the iron ore, lumber and bark
trades as well as for hauling coal, and in the coal trade the
cars are unloaded either through the doors or over the sides.
This car has Fox pressed steel trucks.
The dock car is of the gondola type, with a single shallow
hopper extending 24 inches below the floor line. It has four
1%-inch truss rods arranged in a truss that is 35 Inches deep,
measured from the offset in the truss rods. This Is a short
car for its capacity. The sides are high, however, and the
body is low, which accounts for its large capacity within the
limits imposed. This car is a development of a former design
for 80,000 pounds capacity, which was 28 feet 6 inches long
80,000-Lb. "Shovel Car"-BuffaIo, Rochester «e Pittsburgh Railway.
Half Side Elevation.
80,000-pound car is for use in transporting coal for unloading
at station team tracks, and is designated a "shovel car" be-
cause it is low sided for convenience in unloading by hand
when the drop doors cannot be used. The S5,000-pound car is
for use in dock and trestle service and is called a "dock car."
Both were designed to fit the clearances of the road, which
are limited by sheds and other obstructions, the problem be-
ing to secure the necessary volume by keeping within the
inside. The increased capacity was obtained by adding 2 feet
to the length. About 1,000 of these cars are now running in
the coal and ore trades. They haul coal in one direction and
return loaded with ore. One of them has been loaded with
132,000 pounds of iron without running hot on bringing the
side bearings into contact. The arrangement of sills and
other floor timbers is clearly indicated in the engravings.
In these cars a great deal of attention has been paid to
ISO AMERICAN ENGINEER AND RAILROAD JOURNAL.
80,000-Lb. "Shovel Car "-Buffalo, Rochester & Pittsburgh Railway.
Plan of Floor bystem.
3S-6
85,000-Lb. "nock Car"-Buffalo, Rochester 8e Pittsburgh Railway.
Half Side Elevation and Half End Elevation,
85,000-Lb. "Dock Car"-Buffalo, Rochester 8c Pittsburgh Railway.
Half Plan of Floor System.
May, IDUU.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 131
mallenblo castinKs with a view of obtaining the complete
bpnedtK from liglit weiglit which they offer. The elastic limit
of malleable iron was taken at 30.000 pounds per square inch,
and the ultimate strength at 40.000 pounds, the calculations
being made with a view of keeping the fiber stresses down
to 4,000 pounds per square inch. The malleable castings for
these cars of 80.000 and 8.5,000 pounds capacity weigh less than
the gray-iron castings formerly used in 40.000-pounds capacity
cars, and a saving in weight of about 43 per cent, is effected
by using malleables.
FOUR-CYI.INDER COMPOUNDS.
Prof. (!oss, after an extended European trip last year, when
he made a careful sUidy of practice and tendencies in railroad
work, in commenting on the compound locomotive, said that
the four-cylinder type was the only one making progress
either in England or on the Continent. It Is noticeable that
there is a tendency in the United States to believe that the
possibilities in power and capacity of present methods are
very nearly exhausted and inasmuch as four-cylinder com-
Webb's Four-;v'i"dt r Compound for the Paris ( xposition— London & Northwestern !Ryt
4,000th Engine Built at the Crewe Works.
Fig. 1.
The Paris Exposition was formally opened April 14 by Presi-
dent Loubert with appropriate ceremonies and the affair was
a brilliant success. The American section is well advanced to-
ward completion. It will require at least a month to bring
the whole up to a state of completion, and the motive power
will not be ready until June. Space occupying 329,052 square
feet has been allotted to this country.
pounds of a certain well-known type have given an excellent
account of themselves here, there is reason to believe that
the advantages of English and French four-cylinder com-
pounds will be regarded with increasing interest in this coun-
try. It is believed by several well-known motive power men
that the four-cylinder, balanced compound offers a greater ulti-
mate increase in power than any other type. The reluctance
Fio-. 2. -Photograph of Main Driving Wheels and Cranl< Axle.
Fig, 3. -Photograph of Rear Driving Wheels and Axle.
132 AMERICAN ENGINEER AND RAILROAD JOURNAL.
to Increase the complication and
the number of working parts
may defer a thorough trial of
the type here for a time, but
when a carefully designed en-
gine of this kind is built and
tried, this objection will prob-
ably be found less serious than
it now appears. We believe in
utilizing present designs to the
limits of their possibilities and
in keeping in mind the fact
that further progress must be
provided for.
Because of Mr. P. W. Webb's
work in four-cylinder com-
pounds and the success he has
obtained with the principle on
the London & Northwestern
we asked him to permit us to
illustrate the vital feature in
their construction, the crank
«xle, and he kindly furnished
the accompanying photogi'aphs
and drawing. Fig. 1 is from a
<>hotograph of a new four-cylin-
der compound express passen-
^r engine, "La France," which
«as been sent to the Paris Ex-
position, and is the 4,000th en-
gine built at the Crewe Works,
nearly the whole number of
which Mr. Webb has seen con-
structed. This engine is identi-
cal with others of the four-
cylinder type designed by Mr.
Webb. In reading the article
on page 1 of our January issue
of this year the impression
may have been received that the
central frame originated on
the Lancashire & Yorkshire.
This is not the case, however.
Mr. Webb's drawing, from
which Fig. 4 was made, bears the date of November 30, 18S6
Since that time this idea has been used in every London &
Northwestern engine to which it was applicable. A great deal
of trouble was taken in working it out to render the central
axle box easy of adjustment with the other two boxes and
without unnecessary refinement. The central frame is a deep
cast-steel girder reaching from the guide yoke to a cross brace
at the rear of the main axle. It furnishes a third bearing for
thf axle, which is in equilibrium between the springs. It
is not expected to aid in carrying weight but to serve to aid
in receiving the thrusts from the pistons. The wheel seats of
this axle are SVa by 61/2 in., the main driving journals are 7
by 9 in., the crank axle journals are 7% by 5V^ in. and the
absence of eccentrics, due to the use of the Joy valve gear
saves the space ordinarily occupied by these parts for other
purposes. Fig. 4 shows the application of the central frame
to .six coupled freight engines with 18 in. cylinders and 60
in. wheels. The outer springs in this design are of % in.
square steel with left-hand coiling, while the inner springs
are coiled the other way and are made of 7/16 in. square steel.
These springs are 9% in. long before compressing.
Photographs of the main and rear driving wheels and axles
are shown in Figs. 2 and 3. These show the driving journals,
which are large for English practice and for which this con-
struction provides. The method of balancing both pairs of
driving wheels is shown in the photographs. Mr. Webb finds
no difficulty in casting these 7 ft. 1 in. wheels, and does not
find it necessary to cut the rims as is generally done in this
^ Stads ;
Fig. 4.— Webb's Central Frame fc Four-Cylinder Compounds.
country to prevent the spokes from contracting away from
the rim. It will be observed that the axle is built up. This
permits of using qualities of steel for each part that are best
adapted for its purpose. The crank arms are of nickel steel,
while chrome steel is used for the bearings, and crank pins.
With special tools for making them, these tools cost but lit-
tle more than if forged solid and cut out in the usual way.
These engines have two 15 in. high-pressure cylinders out-
side of the frames and two 20% in. low pressure cylinders, all
having 24 in. stroke. One pair of cylinders on each side, in-
cluding one high and one low pressure cylinder is operated by
a single valve gear, the motion for the low pressure valves
being transmitted by a rocking lever from the front end of the
high pressure valve stem.
The House Naval Committee has reported an appropriation
of over $61,000,000 for expenditure upon the navy this year.
Last year the appropriation was $64,354,000, and these large
sums indicate a new and liberal policy. In its report the
committee directs attention to our naval advancements as fol-
lows: "We have a navy to-day which includes a considerable
number of vesjsels of every class, and ship for ship it will
equal that of any navy in the world. Seventeen years ago
we had practically no facilities for building ships, and what
we had were discredited. We were obliged to buy our arma-
ment and armor, and even in one case our plans, from foreign
countries. To-day we are not only building ships in Ameri-
can shipyards, of American material, by American labor, on
American plans, for ourselves, but also for some of the lead-
ing nations of the world. Such has been the advance which
has been made in naval progress in our own country."
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 133
The Pullman Co. is introducing a patented cement flooring
for cars, called "Monolith," which is controlled Ijy them and is
used on their own cars and also on passenger cars belonging to
railroads. The material consists of cement, plaster and saw-
dust mi.xed with a liquid, the nature of which is Itept a secret.
It is spreail uniformly to a thickness of about '^ in. and is
reported to be hard, light and waterproof when dry; surface
being smooth and easy to clean. It is being tried experiment-
ally on the Union Pacific on a number of cars.
PREVENTION OF WEAR OF nRIVING WHEEL FLANGES.
An interesting fact in connection with the new overland
train which the Burlington is about to put into service be-
tween St. Louis and Puget Sound, by way of Billings, Mont.,
is that for nearly the entire distance of 2,500 miles it will run
through country acquired by the United States at the time of
the Louisiana purchase in 1804. When Napoleon Bonaparte, on
behalf of France, sold the territory to us for about 2i/4 cents
an acre, he little dreamed, in his endeavor to annoy England,
what a magnificent empire he was practically giving away.
Iron is said to have been melted in five seconds in a recent
experiment carried out by Mr. Louis Dreyfus at Thomas A.
Edison's laboratory, at Orange, N. J. Mr. Dryfus represented
the Goldschmidt Chemical-Thermo Industrie of Essen, Ger-
many. He covered an iron wrench in a crucible with a chemi-
cal of secret composition and added a small quantity of pow-
dered aluminum. The wrench, which was 6 in. long and % in.
thick, was melted in five seconds after the chemical was set
on fire, the temperature being estimated at 3,000 degrees C.
The process is suggested as being applicable to the melting of
rails and pipes.
Tlie Master Car Builders' and Master Mechanics' Associa-
tion's headquarters for the conventions to be held during the
week of June 18 will be at the Grand Union Hotel, Saratoga.
Liberal space for exhibits has been arranged for by the stand-
ing committee and allotments may be made by addressing Mr.
Hugh M. Wilson, 1660 Monadnock Building, Chicago. Appli-
cants for space should state whether they desire it upon the
verandas or in the open court. The heavy machinery must be
placed in the court. Steam will be piped to a central point in
the exhibit space, and exhibitors requiring steam will be at
liberty to connect their pipiing to it and will furnish their own
piping and fittings. Electric current may be had from the
city wires upon application to the proprietors of the Grand
Union Hotel.
"Railway Bearings; A Study in Structure," was the subject
of a paper read before the Franklin Institute at the April
meeting, by Mr. Robert Job, Chemist, Philadelphia & Reading
Railway, Reading, Pa., the author of the article upon the same
subject in our issue of February, 1900, page 38. Results were
given of an investigation of bearing metals to determine sources
of excessive friction, and also to find out by experimentation
the foundry practice by which such defects were produced, as
well as the methods and manipulation necessary to ensure the
most efficient results, in order to establish in the foundries of
the Philadelphia & Reading Railway a thoroughly serviceable
standard practice, as free as possible from observed defects.
In order to gain information, a large number of bearings which
had run hot and had been removed from cars of other roads
while passing over the Philadelphia & Reading Railway, were
examined physically, analytically and microscopically, and the
detects observed were shown upon a number of lantern slides
from photographs and photo-micrographs prepared in the course
of the investigation. The principal defects found were: 1st,
segregation of the metals; 2d, crystalline structure; and 3d,
oxidation products and occluded gas in the metals. The causes
by which each defect was produced were given in detail, and
also the methods by which each might be avoided, giving also
the standard practice which has been worked out by mean;
of this investigation, and is in successful operation upon the
Philadelphia & Reading Railway. Results of practical service
tests of different metals were also shown, and a comparison
between the physical tests and the practical efficiency found
In service.
The wearing of driving wheel flanges lia.-^ always been trouble-
some and the fact that several roads have found it necessary
to give special attention to it recently indicates that It is not
entirely a question of the past. Roads differ in the extent of
this trouble. Nearly all roads are very often obliged to turn
oft tires on account of flange wear and whenever this is neces-
sary a lot of steel from the treads of the tires must be cut out
In order to secure a full flange again. It is safe enough to
say that a sure method for preventing flange wear will be
welcomed by every superintendent of motive power.
The Atlantic Type fast passenger engines Class El of the
Pennsylvania have a new feature which has a bearing upon this
subject. We noted on page 23 of our January issue, in describing
this engine, that the center pin of the leading truck was placed
dVz in. back of the center of the wheel base of the truck, which
was done in order to relieve the front truck wheel flanges of
a portion of the impact which they ordinarily receive. This
increases the leverage of the forward wheels in guiding and
it probably also would have a marked effect upon the leading
driving wheel flanges if the engines were provided with them.
The advantages of the form of locomotive truck hanger re-
cently adopted on the C. B. & Q. R. R. is well understood.
There is nothing new about it, but the prevailing practice of
using inclined links indicates that the three-point hanger is
not appreciated.
On this road the question of truck bangers for mogul engines
was raised by worn flanges and by several derailments, not
of the trucks, but of the forward driving wheels. These oc-
curred on rough track and led to a careful series of experi-
tnents upon the motion of the engines relative to the trucks
in taking curves. The derailments appeared to be due to the
peculiar action of the inclined link hangers and the insuffi-
ciency of the truck in guiding the locomotive. The swing
links were 21 inches between centers at their upper ends and
23 inches at the lower ends, and about 8 inches long between
centers. A rough sketch of the position of the links when the
engine takes a curve, shows the disdvantages of this plan and
its deficiency in guiding power. A side movement of one inch
brings one of the links to a vertical position, while the angu-
larity of the other is increased. The guidance of the engine
then comes upon one link and the center casting frame is
tilted.
An arrangement which will act as a parallel motion and
serve as a powerful guide to the front end is required. This is
best secured by three point hangers, the principle of which
was favorably reported upon by the Master Mechanics' Asso-
ciation in 1896.
The heart-shaped hanger shown in the accompanying en-
graving, Fig. 1, resulted from the investigation on the Burling-
ton. Its form is clearly indicated, and special attention is direct-
ed to the distance between the centers of the upper pins. This
was made 3 inches at first and was increased in order to in-
crease the power of the truck to guide the engine and relieve
the driving-wheel flanges. This distance on the consolidation
engines of the Pennsylvania, Class H5 and H6 is 3% In., as
shown on page 184 of our issue of June, 1899.
Now that 6 by 12-inch truck journals are coming into use it
will not always be easy to find room for such hangers, but their
unquestioned value warrants efforts to use them and for four
wheel as well as two-wheel trucks.
The sharpening of flanges on the leading driving wheels of
a locomotive indicates that the truck does too little guiding,
and the sharpening of the flanges of the truck wheels indi-
cates that they do too much guiding. Opinions differ as to
how to adjust this effect and the discussion of the relative
values of different methods of arranging hangers, as presented
on page 321 of the Proceedings of the Master Mechanics' As-
sociation for 1896 is appropriate here. Figs. 3 to 10 are
reproduced from that record as showing the methods of ar-
ranging swinging links which are in common use. In Fig.
134
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. 3,
Fig 4
Fig. l.-Three "oint Trucl< Hangers. -C, B. & O- R. R.
3 the links are perpendicular, in Fig. 4 the upper ends are
further apart than the lower ends, while the reverse arrange-
ment is shown in Fig. 5. The three point hanger is shown in
Fig. 6, this being similar in principle to the C, B. & Q. hangers
of Fig. 1. The action of the various hangers appears in Figs.
7 to 10. in which the center lines of the links only are repre-
sented and the outside of the curve is supposed to be at the
right side of the engraving. When an engine with swinging
links strikes a curve the bolster B B' tends to move toward the
outside rail, and this swings the lower ends of the links toward
the right. Without going into the details these diagrams
,4^
6 o
o
. 1. 1 ':
A
o
o
< J3i '
1
1
->
o
0
^1
■v.
o
n
^
^i
^
V
Le.
Fig. 2.-Truck Hangers.— C, B. 8c Q. f . R.
clearly indicate the importance of keeping the links parallel.
The three point hanger does this and its advantage in the
tendency to return to its normal position is shown by the length
of the line cb and c'b' in Fig. 10 as compared with the cor-
responding lines of the other diagrams. If from the centers
B B' in Fig. 7 perpendicular Bb and B'b' are erected, whose
length will equal the weight resting on the lower ends of the
hangers, the horizontal lines c b and c> b^ drawn from their
upper end to the center lines of the hangers will represent
the lateral pressure exerted by the weight resting on the
bangers. In Figs. 8 and 9 the lateral forces exerted by the
links actually oppose each other. This is a strong argument
in favor of the three point hanger.
On the Lake Shore & Michigan Southern, which has a com-
paratively straight track with maximum curves of 6 deg. on
the main line, a very simple method was .applied to the new
consolidation engines built by the Brooks Locomotive Works
(see February, 1900. page 37), from a suggestion by Mr. John
Player, Mechanical Engineer of the works. The pony truck is
expected to do its share of the guiding, and the driving wheels,
Standard Tire Section
BackWhccI Pass.
Front Wheel Pass.
Dotted line shows tlangc rt-UucL-d to '^ia additional
lateral play.
Fig. J2
Section of Worn Tire
Dotted line shows how kitoral play is decreased -
on worn tire. The opposite result to cut flianges
Fig. 13
Line Sections-D., L. & W. R. R.
Fig. 16.— Wheel Arrangement of Locomotive of Fig. 3,
14, and 15
which are all flanged, are made to help. The tires of the first
and last pairs of drivers are closed in toward each other to a
distance of 53% in. between the backs of the flanges, this being
Vs in. less than the standard distance between the tires. The
second and third p^irs of tires are set out to 53^ in. between
May, 1800.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 136
Front Tire
UitL-nil pliiy % '
Front Tire
Lateral play on track at Ia«t tumlriK y^'
" " " " I>t^'r diagram 'Vii*
" " decrease Hinve laiA turning /,'
Main Tire
Lateral play '/la'
Main Tire
Originally a blind tire .
Lateml play on tnu-k at la^-t turning i/,'
' perdiiigrani ij^*
'■ decrea.sc sin. -I' last turning i/^'
Back Tire
Lateral play J^*
Back Tire
Lateral play on track at last turning ^'
" " '* " Twr diagram j^"
No change in lateral play.
TIRE SECTIONS FROM 10-WHEEL LOCOMOTIVE-D. L. & W. R, R.
Fig. 14.
When this engine was received from the builders the main tire
was " blind." After two tire turnings the flauge " A " was formed.
the backs of the flanges, which is % in. more than the stand-
ard distance. With this arrangement the second and third
pairs of flanges will do some of the guiding. The effect ap-
pears to be to give the same result as far as the wheels are
concerned as is obtained by the wear of the flanges in service.
Mr. Marshall expects good results from this arrangement.
Those who have not been aware of the practice of the Dela-
ware, Lackawanna & Western R. R. will be interested to
know that for 30 years this road has had no trouble with worn
flanges and has used flanged tires on all wheels during this
time. Readers may at first be incredulous when we say that
on this road the driving wheel flanges grow thicker at the
throat as the tires wear, but those who take the trouble to
inspect the tires in use and on the scrap piles of this road
will be convinced, as was our representative, that this is true.
While the plan has been repeatedly mentioned before the
Master Mechanics' Association, it, as far as we know, has never
been described. We do not say that equally good, if not ex-
actly the ?ame results can not be obtained in other ways, but
that the method used on this road is successful in stopping
flange wear appears to be certain.
Mr. W. C. Conwell, who has been foreman of the Scranton
machine shops of this road for 45 years, made a study of this
subject long ago in connection with the reduction of the gage
of tracks from six feet to the present standard. When this
was done much trouble wss experienced because of very rapid
wear of flanges and Mr. Conwell made a very thorough ana-
Fig. 15.
After 16 months, 8 days' service, during which the engine
ran 71,930 miles, these sections of the tires were taken.
lysis of the causes. He soon saw that the plain tire did not
contribute to the guiding of the engine and that in conse-
quence it threw heavy responsibilities upon the flanges of the
other wheels. He then made up his mind that the problem
could be solved by putting the tires, when new, into the con-
dition as to lateral play into which they were brought by
wearing. By "lateral play" we do not mean the longitudinal
play of the driving journals in the boxes, but the play of the
wheels with reference to the gauge of the track. The total
lateral play at the driving boxes on this road is 3, 16 in. which
Is 1/16 in. less than is usually provided.
Through the courtesy of Mr. J. W. Fitz Gibbon, until re-
cently Superintendent of Motive Power of the Lackawanna, we
are permitted to describe this interesting practice, which con-
sists of making the distance between the inside faces of all
tires a standard of 53% in., the lateral play of the wheels upon
the rails being different for the various axles, this play being
provided for by the thickness of the flanges. The distance be-
tween tires was made to suit the guard rails, and the questions
concerning the inside and outside of the tires were considered
separately.
The simplicity of the plan appears in the diagrams. Fig. 11
shows the original tire section for the rear wheel of a -i-wheel
connected passenger engine in which the lateral play is % in.
on each side, or a total of hi in. The dotted line in Fig. 12
shows the form of the flange of the front wheel to secure the
amount of lateral play required. This principle applies to all
136
AMERICAN ENGINEER AND RAILROAD JOURNAL.
fJ^1U4=
'riij^r_hoj,'frmie^i'.j' A_ *_ _1 . _ !* - ^-^ W
te---7^j"
--;^5- ^ --//-9" --.--s-i ;>^-7-- >/1L
A Locomotive Study,— A Suggestion in Wide Fireboxes
classes of engines and for those wheels which are given a
lateral play of % in. the tire section differs very little from
the Master Mechanics' Association standard. The other
flanges are pared down on the lathe to make them thinner.
The usual method of wearing is indicated in Fig. 13. On a
number of engines which have been in service from 15 to 20
months the flanges were found to be thickened at the base,
Fig. 13, which reduced the amount of lateral play and was
exactly the opposite to cut flanges. In some of the cases of old
tires, examined by the writer, the flanges were reduced very
slightly in thickness below the original size, but there was
not a single case of "cut flange." In the large majority of
cases the flanges remain at the original thickness or are in-
creased at the base as shown in Fig. 13. Engines with this
tire treatment have made 150,000 miles between tire turnings.
As shown in the table, the wheels of 4-wheel trucks are made
with the smallest amount of play, % in. on each wheel, with
a view of making the truck do a lot of guiding. In the case
of pony trucks 3,16 In. play is given on each side. The pur-
pose of the difference in play among the driving wheels Is by
allowing considerable play to make the leading drivers do
some of the guiding and by giving less play to the second,
third and fourth pairs to make each pair do its share. The
fear wheels of the four and six coupled engines are made with
the least amount of play in order to "center" the rear end
of the engine on the track, and in the S-coupled engines the
front and rear wheels are given the same amount of play in
order, as Mr. Fitz Gibbon puts it, to "make the engines fit
the curves."
The rule for the allowance of the flange play is as follows:
Mogul type Front wheels, Ts in; main wheels, % in.; back
wheels, '/bin.
Eight-wheel type .. front wheels, %, in back wheels ^in.
Consolidation.. Front and back wheels, % in.; second and third, % in.
ESngine truck wheels (4-wheel truck) V4 in.
Engine truck wheels (pony truck) % in.
Total lateral play at driving box hubs 3/16 In.
It has been argued that the same result may be obtained by
giving the play or side motion in the axles by making these
allowances in the play between the driving wheels and the
driving boxes, instead of having it between the flanges and the
rail. Whether this is true or not, it is evident that the effect
of the D., L. & W. method makes the wheels fit the rails
easily on curves, and it is apparently entirely satisfactory.
The locomotive trucks on the main line of this road are all
of the swing motion type. Mr. David Brown, Master Me-
chanic at Scranton, informs us that the flanges of the driving
boxes are tapered on the inside from the top and bottom to
permit the boxes to tip with the axles as they take the eleva-
tion of the outer rail on curves. The central portions for a
length of 3 inches are parallel, while the top and bottom of
the opening is % in. wider than the central portion.
Some of the engines on this road make 11,000 miles per
month in regular service which indicates that they are not
petted. The plan is now on record and we shall be glad if the
description calls out the comment of readers.
Mr. G. W. West, Superintendent of Motive Power of the
New York, Ontario & Western, has used for some years an
adaptation of the D. L. & W. plan. He places the tires of the
forward and rear wheels a little closer together than the mid-
dle ones of ten-wheel and consolidation engines. The middle
wheels are kept at the normal distance.
A LOCOMOTIVE STUDY.
By Edward Grafstrom.
Mechanical Engineer Illinois Central Railroad.
While it does not represent a new type of locomotive, the
accompanying engraving may be of interest as showing a novel
adaptation of the wide firebox to a fast passenger engine of
the American type. This has not been attempted hereto-
fore, at least not in this country, except to the extent of the
Belpaire firebox, reaching over the frames, though not over
the drivers.
The Atlantic type of engine came into existence to meet the
conditions essential to the modern high-duty express engine,
which are summed up in the expression, sustained speed. Not
the burst of speed which a little IS by 24-inch engine occa-
sionally makes over a level stretch,- nor the rushing along of
an "extra" with three or four cars, on a special schedule; but
the speed that tells, the steady pull day after day, regardless of
weather conditions or of extra cars, at a scheduled 50-mile gait,
that can be forced 50 per cent, when there is lost time to make
up. For such work steam is needed, and lots of it, but every
pound of water evaporated requires a certain quantity of coal,
and every pound of coal burnt needs a certain amount of grate
area, and thus the problem has resolved itself into two con-
trolling elements: grate area, and muscle wherewith to supply
the same with coal.
It is not the purpose here to expostulate on the merits of the
Wootten .firebox or its modifications. Sufiice it to say that It
has been resorted to when the Belpaire or radial stay type
reached the limit of length at which a fireman's coal shoveling-
ability ceases. The Atlantic type of engine is, as already stated,
the outcome of this demand for grate area in combination
with large drivers, and from an engineering point of view,
purely, it answers the purpose well enough. "The principal
objection to it is that the engineman has to be entirely sepa-
rated from his fireman. Several instances are on record point-
ing to the great risk of entrusting the lives of a number of
passengers to the care of one mortal man, and he beyond
the reach and observation of others perhaps for half an hour
or more at a time.
In October, 1898, an Atlantic type engine on an Erie night
express ran ten miles with a corpse at the throttle, before the
fireman became aware of the situation. Three years ago a simi-
lar instance happened on the Philadelphia & Reading, and it is
still in fresh memory of many New Yorkers how a pilot was
found dead at the wheel of a ferry boat, since which it has
been compulsory to carry a second man, usually a deck hand,
in the pilot house of the ferry boats. If the writer is correctly
informed, legislation has also been evoked in some western
States, practically making engines with cabs in front of the
firebox prohibitory, unless an extra man rides in the cab with
the engineman. Admitting that such cases are rare, there still
remains an element of security in knowing that two men can
compare notes when indistinct signals and train orders are
of doubtful meaning.
The idea embodied in the design shown in this connection
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 137
is of foreign origin, but is equally applicable to the lO-wheel
and the American type of engines in use in this country. With-
out describing the design in detail, attention is called to the
combustion chamber between the flue sheet and the bridge
wall, which may be cleaned out through the drop door at the
bottom. This door, it is thought, will also permit of the caulk-
ing of flues and similar work without tearing down the brick
arch or waiting for it to cool. The rear end of the cab has
been left open, as the heat radiating from such wide fireboxes
is, as a rule, considerable, regardless of how completely the
boiler inside the cab is lagged. The raised floor in the coal
space of the tender has already been found necessary on sev-
eral recent 10-wheeI engines, and is not objectionable.
In conclusion it sho\ild be said that the design is merely a
study in a somewhat new line, open for criticism and possibly
further developments, and it is offered as a suggestion and not
as a finished product.
STATIONARY SHOP BOILERS.
A contrast of stationary boiler practice, showing the advance
of twenty years, is to be seen in two adjacent boiler rooms
of a certain railroad shop. One. just completed, is equipped with
modern water-tube boilers, with automatic stokers, and ma-
chinery for handling coal and ashes, and the other, which is
soon to go, has a lot of old locomotive boilers. The first rep-
resents the thought and care of the mechanical engineer, and
the other is a type of practice for which no favorable argu-
ment can be advanced. This plan, however, does not require
requisition or correspondence, and this probably explains its
existence. There is an awakening to the possibilities for im-
provement which is shown by the recent installation of a num-
ber of thoroughly up-to-date boiler plants in railroad shops,
and by the appointment of a committee to consider the "Best
Type of Stationary Boiler for Shop Purposes," for report at
the approaching convention of the Master Mechanics' Asso-
ciation.
We do not wish to be understood to advocate the investment
necessary for coal and ash-handling machinery, mechanical
draft, or automatic stokers, in all cases. These are advan-
tageous only under certain conditions, and these are deter-
mined chiefly by the size of the plant. But what we do advo-
cate is a thorough treatment of the subject of steam produc-
tion in the plans for new shops and the rebuilding and exten-
sion of old ones.
In the circular of inquiry issued by this committee the first
question is as follows: "From your experience, do you prefer
locomotive type boilers with internal fireboxes, return tubular
boilers bricked in, or water-tube boilers?" The selection of
the type of boiler is most important, and the three most re-
cent examples of improved shop practice testify to the ad-
vantages of the water-tube type. In the matter of repairs.
especially, it is to be hoped that the replies from members will
show the relative costs of various types. In this connection
it is interesting to know that water-tube boilers have been in
constant use in large batteries for more than ten years without
costing anything for repairs.
Water-tube boilers are usually capable of being forced far
beyond their rated capacity, but with this exception it is pos-
sible to select a water-tube boiler which is really inferior to a
return-tube boiler of the common form. The rapidity of steam-
ing and of getting up steam pressure, together with the pos-
sibilities of greatly increasing pressure while keeping within
the limitations of weight, have brought the water-tube boiler
into the naval practice of several governments. The rapidity
of getting up steam pressure has been strikingly expressed by
some one, who has said that if English naval vessels had tank
Ijoilers and French vessels had the water-tube type, and fleets
of both nations lay at anchor on their respective shores of
the English channel, with the boilers all cold, the French fleet
could reach the shores of England liefore the English ships
could move from their anchorages.
The matter of weight Is not Important In stationary work,
but the rapidity of steaming, and the ready response to sud-
den fluctuations in the demand for steam, have brought this
boiler into electrical distribution practice, until we now see
this type selected for the enormous aggregations In the power
plants now under construction for the most extensive electric
railroad systems in the world. The concentration of steam and
electric power generating plants into one power house is now
the rule in the construction of large shops, and this involves
the use of power all over the plant for work that was for-
merly done by independent steam plants or by hand. This
will naturally be accompanied by considerable fluctuations of
load, which will require corresponding flexibility in the pro-
duction of steam, so that the water-tube boiler meets the same
requirement in the shop as in the electric railway power
house.
The evaporation of water per pound of coal, of course, de-
pends upon the coal, but in a well-designed water-tube boiler
the ratio may be expected to be from 5 to 10 per cent, greater
than in the return-tube boiler, with the same quality of coal
in each. With Pocahontas coal, over 11 pounds of water per
pound of dry coal, from and at 212 degrees, have been evapo-
rated in a water-tube boiler. In forcing, these boilers have
given satisfactory economy when burning as much as 35 pounds
of coal per square foot of grate per hour.
It is not enough to speak of water-tube boilers as a type
because of the great differences in the representatives of the
type and in the selection. Burtin, in his "Marine Boilers"
(page 233), divides them into three distinct groups, (a) those
with limited circulation, (b) those with free circulation, and
(c) those with accelerated circulation, the question of circu-
lation being considered by him as one of fundamental import-
ance. It is a vital factor in a steam boiler that the water should
circulate, and this is one of the ways in which the cylindrical
and locomotive types are defective. It has not been given its
place in boiler design, and the water-tube boiler has been an
educator in this direction.
Other considerations in the selection of boilers may be men-
tioned as follows: (1) The division of the water space Into rel-
atively small sections, with a view of confining a possible
rupture to a small portion through which the pressure may
find relief without danger of explosion. (2) Accessibility of
all parts for cleaning and repairs. (3) Removal of the joints
from the direct influence of the fire and provision for collecting
mud in a drum that is removed from the fire. Of these proba-
bly the most important are those concerning the division of the
water space and the accessibility for repairs. There appears
to be an advantage in straight over curved tubes, and of course
stayed surfaces should be avoided. Straight tubes are easiei
to clean than curved ones, as well as being easier to replace,
and it is clear that a few tubes may be carried in stock for
replacement in boilers in which all the tubes are straight and
of the same length, whereas a much larger number must be
available if they are of different lengths and curved differ-
ently. Furthermore, it is important to be able to get at tubes
from both ends for cleaning.
Superheating is, perhaps, too great a refinement to expect
for the present in shop practice, but when it has been reached
another strong point of the water-tube boiler will be seen.
"The radical defect of prohibition is that it does not pro-
hibit, of protection that it does not protect, of the radial stay
that it is not radial, and of the cinder retaining extended
smokebox that it does not retain the cinders." This was said
by Mr. J. Snowden Bell in discussing the subject of locomotive
front ends before the Western Railway Club. It is not so
much a pessimistic expression as a warning to the effect that
a name is not alone sufficient to make a device successful, and
that we should not be satisfied when a thing is named.
Gas made in "Mond" producers capable of evaporating seven
tons of water per ton of coal used was referred to by R. E.
Crompton before the Institution of Electional Engineers (Eng-
land) recently. This gas is equally applicable for use under
boilers and in gas engines.
138
AMERICAN ENGINEER AND RAILROAD JOURNAL.
A SIMPLE AND SUCCESSFUL SCALE PREVENTION
METHOD.
Erie Railroad.
Locomotive men have sought for years to find a satisfactory
way to avoid the serious difficulties connected with the use
of bad waters. Mr. A. E. Mitchell, Superintendent of Motive
Power of the Erie Railroad, has tried a great many so-called
remedies, including a long list of "patent medicines," and as
a result of continued unsatisfactory experience he was natu-
rally skeptical when a new plan was suggested. His charac-
teristic thoroughness as an investigator, and confidence that
oil could be used, led him to the study and development of the
possibilities of the Talmage system, which we describe, and
which is pronounced to be an unqualified success when properly
operated.
Mr. J. G. Talmage, President of the Talmage Manufacturing
steam, and raising the fire test to a point above the highest
temperature of the water and steam immediately overcame
the trouble. The system consists in feeding this oil into the
boiler by means of a specially designed automatic feeder from
which the oil is fed under control of the engineer. This feeder
is generally placed on the left-hand side of the boiler head,
within easy reach of the fireman. The system is completed by
a number of blow-off valves used in connection with a system
of perforated pipes. The arrangement of the system as ap-
plied to a standard wide firebox engine on the Erie is shown
in the accompanying engraving.
The action of the oil is purely mechanical. It does not pre-
vent the formation or precipitation of the incrusting solids,
but when these are formed they seem to be at once enveloped
in a film of the oil, which prevents them from sticking to the
heating surfaces and throws them down in the form of mud,
which may be blown out. The action of the oil is to surround
The Talmage System of Caring for Locomotive Boilers.
Applied to Standard Wide Firebox Engine, Erie R. R.
Company of Cleveland, who had a long experience in the use
of mineral oils in stationary boilers, was consulted by Mr.
Mitchell in 1896 with reference to the application of oils in
locomotive boilers. This led to some experiments which were
not successful, but they indicated the desirability of using
specially high test oils. This led to the preparation of what
is known as "Rubra" oil, which is now regularly manufactured
for this special purpose' by the Talmage Manufacturing Co. It
is a specially distille4 hydro-carbon oil, entirely free from tarry
and resinous matter. Its high fire test renders it safe in high-
pressure boilers, and it does not decompose or form deleterious
carbonaceous residues. The previous difficulty appeared to re-
sult from the distillation of the low fire test oil over with the
the particles of the precipitated matter and prevent their
crystals from cementing together or sticking to the heating
surfaces. Before the application of the system the heating sur-
faces are coated with the oil. In this way the heating sur-
faces, including the crown sheets and tubes, are kept al-
most perfectly clean when the system is applied to a new
engine. The oil prevents the corrosion and the pitting
action of certain .waters. The high fire test prevents
the oil from vaporizing and distilling over with the steam,
but the effect of the oil in the water is very marked
upon the gauge cocks and blow-off cocks and the packings of
the throttle stem, valve stems and piston rod, and also upon
the wear of the cylinders and piston packing. These seem to
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 139
be lubricated, and they are kept free from the precipitate. This
Is the testimony of the boiler makers and the engineers. Most
rarefvil examinations including chemical analyses of the scale
from all parts of the boiler, show that the oil has no harmful
effect whatever on the plates, and there is no corrosion of tubes
or sheets. The heating surfaces in many of tlie waters ap-
pear to be black, and upon analysis it was found that this was
due to iron from the water. Exi)eriments to show the ten-
dency to cause foaming developed the fact that even with the
excessive feed of three gallons of oil in thirty minutes there
was no foaming. Mr. Mitchell, fearing that some source of
danger might be overlooked, even went to the extent of an
examination of the oil with reference to the possibility of
explosion in case a lighted lamp should be carried into the
boiler. This is guarded against by the high hre test. The oil
Is therefore spoken of as perfectly harmless.
The Talmage system has become a part of the regular prac-
tice oif the Brie Railroad, and is being introduced on other
roads. It has just been applied to fifty new engines on the
Erie, which are of the consolidation type with Wootten
fireboxes. Its effect upon the operation of the mechani-
cal department is to place the bad water districts upon
very nearly the same basis with regard to boiler washing as
those having the best water. It costs about |2.25 to wash
out a boiler. This, however, does not compare in importance
with the fact that each engine must be held from six to eight
hours every time the boiler is washed. The saving of one
boiler washing permits an engine to make a trip over a di-
vision of 100 miles, and with 47 engines on one of the divisions
this advantage amounts to the continuous use of five en-
gines. On one division the boilers required washing out every
500 miles before the oil was applied, and they are now kept
in much better condition than before by washing out once
in 3,000 miles, and, in some cases, 5,000 miles. In October of
last year the system was in use on 49 locomotives, of which 25
were on the Cincinnati Division and 24 on the Lima Division,
The cost of application of the system to each engine was not
more than $125 in any case, but the cost depends, of course,
upon the construction of the boilers. Upon the application
of the oil the mileage began at once to increase, the boiler work
to decrease and the life of flues to increase. On the Lima Di-
vision the engines make an increased mileage averaging 504
miles per engine per month, due to the fact that the boilers
are washed out but once in thirty days. The largest mileage
between washings in these bad water districts, so far recorded,
is 6,000 miles. On the Cincinnati Division the increased mileage
between washings has been over ten fold, giving an ad-
vantage of 432 miles per engine per month. This resulted in
the additional saving in the boiler washing force of two men
at Gallon and two men at Huntington, the saving at these two
points amounting to $192 per month in wages. The average
increased life of flues upon engines, of which close record has
been kept, has been between 30 and 40 per cent., depending
largely upon the service. Engine No. 770 has run for
18 months with one set of flues. The life of flues was
formerly 8 months. In the 18 months mileage has been
77,498, and the flues were then taken out for safe end-
ing. The former mileage of flues was between 41,000
and 48,000. Engine No. 780, after making 61,527 miles,
required the renewal of only 100 flues, and at the time
of the report the rest of the flues had made 78,788 miles and
were still in good condition. The increased mileage per engine
per month on the Lima Division averaged 504 miles, and on
the Cincinnati Division 432 miles. On these divisions the
average mileage between washings is 3,500.
The deterioration of the special apparatus of this system is
practically negligible. While the average cost per hundred
miles on these divisions has been about 30 cents, the increase
in the life of flues has been 30 per cent, and of flreboxes 20
per cent., with the engine mileage increased as stated.
In January, 1900, Mr. Mitchell called a meeting of the shop-
men, enginemen and motive power officers concerned, and dis-
cussed the system thoroughly. The result was Its adoption.
After an experience of several years, during which the
system was in the care of the Talmage Manufacturing Com-
pany, circulars of instruction were issued, and the entire opera-
tion taken into the hands of the railroad. Because of the
importance of the subject and of its development under the
personal care of Mr. Mitchell, the circular drawn up by Mr.
Talmage, with the assistance of Mr. Mitchell, is reproduced,
and it will be seen that a great deal of care Is required in the
use of the blow-off cocks and in the feeding of the oil. We are
indebted to Mr. Mitchell and Mr. Talmage for the information
and drawings. The results obtained are in no way sensa-
tional, although they are exceedingly important. They testify
of the value of following such a subject carefully for a number
of years, and the experience of this road is now made available
for others. The instructions follow:
To properly carry out the principle of this system, the en-
ginemen should feed the oil regularly and continuously Into the
boiler when the engine i« in service. Specific directions will
be furnished to meet the various conditions, as the quantity
of oil to be used varies according to the condition of the water
and the amount evaporated.
The surface blow-off draws from the entire surface of the
water, and will carry off all impurities from that portion of
the boiler. It is designed to be used on the road as well as
at terminals. Certain waters contain ingredients which, it al-
lowed to accumulate in the boiler, will cause the water to
foam. This action is effectually overcome by the use of the
surface blow-off. In operating the surface blow-off, the en-
ginemen should be governed by the amount and condition of the
water in the boiler, care being taken to avoid the excessive
loss of water during this operation.
When the hostlers and engine preparers place the engine
on the dump track for blowing, the boiler should have three
gauges of water and full pressure of steam. The surface blow-
off should be operated first, to reduce the water in the boiler
to 2V^ gauges. Then each of the other blow-off valves should
be operated a uniform length of time, care being taken not to
reduce the water in the boiler below one gauge.
Injectors should not be used while blowing off. The blower
should not be used until the blowing off of boiler has been
completed, and then used to bring steam up to pressure re-
quired.
When the boiler washers hlow the steam off there should
be at least one gauge of water in the boiler, to avoid the heat
from drying the flues and sheets.
The crown sheet should be washed immediately after the
water has been drawn off from that portion of the boiler, and
while the water is being drawn from the lower portion of
the boiler.
When the washing is done with cold water the boiler should
be properly cooled before drawing the water off.
This system is the result of a patient and painstaking
development of principles which have been applied before but
always unsuccessfully. They represent a number of years of
concentrated effort and study of the conditions of locomotive
boiler operation. We understand that this system is protected
thoroughly by patents.
LONG DISTANCE RECORD BREAKING RUN.
Atchison, Topeka & Santa Fe Hy.
We have received from Mr. J. M. Barr, Third Vice-President
of the Atchison road, an official report of the recent long dis-
tance record breaking run of a special train conveying Mr. A.
R. Peacock and party from Los Angeles to Chicago, a distance
of 2,236 miles in 58 hours. Mr. Peacock, who is a director of
the Carnegie Steel Co.. desired to reach Pittsburgh in time for
a directors' meeting. The train left Los Angeles at 10 a. m.
on Tuesday. March 27. and the contract provided for his ar-
rival in Chicago on Friday morning in time to take the regu-
lar Pennsylvania train for Pittsburgh. He arrived in Chicago
at 10 p. m. Thursday night, making the run at a speed of 38.55
miles per hour, including stops, and 41.71 miles per hour, ex-
cluding stops. The total delays amounted to 4 hours 24 min-
utes. The train consisted of the special car "Convoy," weigh-
ing 105,300 lbs., and a combination car weighing 43,600 lbs.,
making a total of 148,900 lbs. Ten engines were required for
the trip, and it was not until the train reached Albuquerque
that any thought of fast running was entertained, and even
then there was no attempt at record breaking, and the special
train had to get along as it could between the regular traffic
trains as no attempt was made to clear the way for It. The
140 AMERICAN ENGINEER AND RAILROAD JOURNAL.
terminals, distances and speeds are given in the following
CHICAGO & NORTHWESTERN SHOPS AT CHICAGO.
table:
Terminals.
Los Angeles to Barstow..
Barstow to Needles
Needles to Seligman
Sellgman to Winslow
Winslow to Albuquerque.
Albuquerque to La Junta.
La Junta to Dodge
Dodge to Emporia
Emporia to Argentine —
Argentine to Chicago
Los Angeles to Chicago..
Average speed Average speed
Including
deductin
Distance.
stops.
stops.
Miles.
Miles.
Miles.
141
36.00
37.60
169
37.55
38.55
149
36.19
143
27.67
286
43.22
347
31.73
34.67
202
55.85
57.12
227
52.35
55.80
109
35.41
39.51
463
45.79
49.98
2.236
38.55
41.71
Extensive Improvements.
III.
Power House and Power Distribution.
The general plan of the improvements was given in the
March issue, page 92, a description of the buildings in April,
Improvements, Chicago Shops, C. & N> W, Rv.
Fig. 1.— Boiler Room Arrangement.
Concrete flm-^'
Improvements, Chicago Shops, C. & N. W. Ry.
Fig, 3,— Plan of Engine Room, Showing Piping.
This is the fastest run for this distance of which we have
record, and it does not by any means indicate the limit for
this road. The train made the distance in 12 hours less than
the contract called for, and heat the time of the "California
Limited" by about eight hours. No instructions were given to
make exceptionally fast time, and it was not intended in any
sense to be a record breaking train. It is interesting to note
that in the 347 miles between Albuquerque and La Junta the
train had to climb to a height of 7,492 feet.
page 109, of this journal, and we now present information
concerning the power house and power distribution.
Boiler Plant.
The boilers are placed in the north half of the power house.
There are six Babcock & Wilcox water tube boilers of 2-50 h. p.
each, arranged with two In each setting, and spare space is pro-
vided for two more boilers. The plant now has 1,500 h. p. with
room for 2,000. These boilers have vertical headers whereby a
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 141
material saving in space is effected. They are equipped with
Roney stokers, furni.shod by Westlnghouse, Church, Kerr &
Co., and "smolfcless" furnaces, which are guaranteed to burn
bituminous coal and give full rated capacity with a draft of
% inch air pressure. The ari'angement of the boiler room is
shown in Fig. 1. On the north side of the building is the
tracli for receiving the coal cars. The coal is unloaded into
a hopper below the track from which it is raised by an eleva-
tor and deposited into the elevated coal hoppers by means of
a horizontal conveyor, the end of which is seen in Fig. 2. The
ashes are removed from cars on a depressed track running
' along the boiler fronts. The coal elevation and conveyor are
oiierated by a 15 h. p. electric motor. There is a 12-in. spout
leading from each coal pocket to the corresponding automatic
stoker so that all shoveling qf coal is avoided after it leaves
the car. The boilers carry a pressure of 150 lbs. The arrange-
ment of the piping is seen in Fig. 1. The coal storage capacity
is sufficient for 180 tons.
The chimney, which was designed by Mr. G. R. Henderson,
is of light colored brick 180 ft. high, including the cast-iron cap.
It is lined with firebrick to a height of 75 ft. The core is 8 ft.
G in. in diameter. The foundation is of concrete laid upon 64
^%^
2,— Sections in Boiler Room Showing Boiler Foundations
and Coal Elevator.
piles. The stack was made large enough to provide for 2,000
h. p., although it will serve at present for but 1,500.
As stated in the preceding article on this subject, from infor-
mation furnished by the Chicago & Northwestern road, the in-
stallation of mechanical draft was taken up in connection with
this plant. After carefully considering the design of me-
chanical draft apparatus with regard to the arrangement of
the plant and the necessary height- and size of stacks it was
decided that three stacks would be required, one for each pair
of boilers and that the height should be sufficient to avoid the
possibility of sending smoke into the shops, drafting rooms
and laboratories, and that the diameters of the stacks should
be sufficient for natural draft even when the boilers are forced.
This was considered necessary because of the reluctance of
the officers of the road to run the risk of a shut-down of one
or more boilers by a possible failure of the mechanical draft
devices. The depreciation of the smoke fans and steel stacks
was placed at about 10 per cent, and all things considered, it
was believed that the cost of mechanical draft, if installed
under these conditions, would be too close to that of a perm-
anent chimney, which may be expected to last until outgrown
without any extensive repairs, to offer any advantages, and at
the same time the constant running expense of the fans count-
ed against the mechanical draft. It was estimated that the
cost of running the fans would be $340 per year, which capi-
talized at 6 per cent., would represent $5,600.
Engine Room.
The engine room has two 250 h. p. compound non-condens-
ing engines, driving a pair of 75-kw. generators to which
they are direct connected, and a 65 h. p. simple engine direct
connected to a pair of 20-kw. generators. The engines were
furnished by the Hall Engine Co. They are vertical and ar-
ranged with one generator on each side of each engine. This
room also contains the RIedler air compressor, feed pumps, lire
and service pumi)s, and a Cookson feed-water heater, which Is
112 in. high and Gl in. in diameter, the rating being 1,500 h. p.
The pumps are at the right hand end of the room, as seen In
Fig. 3. The large engines have 12 and 22 by 14 in. cylinders
and run at a speed of 275 revolutions per minute. The small
engine has a 9% by 10 in. cylinder and runs at 360 revolutions.
The larger engines are guarantotnl to work within 21 lbs. of
steam per indicated horse power hour at 150 lbs. boiler pres-
sure, and the small engine to fall below 22'/4 lbs., the variation'
in speed to be not more than 2 per cent.
The machinery room is excavated to a depth of nearly 10
ft. and has a concrete floor. The machinery is mounted on
foundations located as in Fig. 3, with the air compressor at
the left. The plans of this room are exceedingly complete and
careful provision has been made for extensions. Space enough
remains for the addition of machinery to more than double
the present capacity, the open floor space in Fig. 3 being pro-
vided for this purpose. The plans cover the steam and ex-
haust piping for the complete installation so that all possible
contingencies have been considered. The exhaust main passes
through the center of the building under the floor. It begins
with 14 in. pipe and enlarges to 20 in. at the feed water
heater. A by-pass is provided at the heater and the steam
may be exhausted to the open air or through the steam heat-
ing system for the shops. Three 12-in. steam pipes enter the
engine room from the boiler room header. These lead to the
engines, air compressor and pumps, and they have blank tees
for extension to the additional machinery whenever it may be
required. The plant may be extended without interfering in
the least with the operation of the shops. The piping has
swing joints, expansion and contraction being taken up by the
threads. Each engine has a separator.
The hydraulic pump In the power house supplies water at a
pressure of 1,500 lbs. per square inch, which will be used
chiefly for the boiler shop riveters, punches and shears. The
accumulator for this pump is located in the boiler shop near
the riveter and ingenious mechanism has been devised to start
and stop the pump in accordance with the demands made upon
the accumulator. This is accomplished by means of a separate
pipe conveying pressure from the accumulator to the pump,
operating a governing valve at the pump. The distance from
the accumulator to the pump Is about 500 ft. Soapy water is
used in the hydraulic system. The water discharges into an
elevated tank, which insures its flow back to the pump for the
prevention of pounding and the production of a vacuum in the
piping. These pipes are carried overhead, and where they pass
between the buildings they will be put Into the same casing as
the steam pipes.
The water system is served by two underwriters' fire pumps
of 1,000 gallons per minute, furnished by Fairbanks, Morse &
Co. One of these has a Fisher governor and is intended to
maintain a constant pressure of 100 lbs. per square inch. The
other pump will be reserved exclusively for fire purposes and
will be kept slowly moving at all times. It will be ready to
respond instantly upon the opening of the valve. In addition
to these there is another pump for washing out locomotive
boilers. It is controlled by a Fisher governor and keeps a
constant pressure in the washout mains in the round house
which will be available day and night.
The air compressor, which is of the Riedler type, was built
by Messrs. Fraser & Chalmers of Chicago. It has air cylin-
ders 16 and 27 by 36 in. and steam cylinders 16 and 28 by 36 in.
Its capacity is 1,500 cubic feet of free air per minute com-
pressed to 90 lbs. per square inch, and the speed is 65 revolu-
tions per minute, the steam pressure being 150 lbs.
The air cylinders are equipped with Fraser & Chalmers'
142 AMERICAN ENGINEER AND RAILROAD JOURNAL.
V.
J..
.• ,,/'/,
Izrs:
■ :■/■ , y,y^^/.-/,/^,,m..mumy////y„.- ,y,y^, /, - y^/--m/^A
Fig. 4.— Riedler Air Compressor, Built by Praser & Chalmers, Chicago.
Steam Cards. Air Cards.
Fie 5.— Indicator Cards from Riedler Air Compressor.
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 143
improved form of Riedler positively controlled air valves, the
valves being made of forged steel and so arranged as to be
easily adjusted when the compressor is in operation. Uetween
the high and low pressure air cylinders is placed an inter-
cooler having 375 sq. ft. of tube cooling surface. The engines
are of Fraser & Chalmers' standard Corliss type with steam
jacketed cylinders. The speed of the compressor is regulated
by a combined steam and air governor, this being so designed
that the speed of the compressor is varied to meet the demands
for air, the steam governor coming into action only in case
the engine speed should increase beyond the maximum de-
sired. To allow the compressor to run at slow speed when
but little air is being used, an extra heavy flywheel is pro-
vided on the crank shaft. The steam consumption of this com-
pressor, when running at its normal speed, compound, non-
condensing, with the steam pressure at the throttle of 150
lbs. per sq. in., and delivering air under a pressure of 100 lbs.
per sq. in., will not exceed 58 lbs. of dry steam per 1,000 cu. ft.
of free air compressed. Actual air cards taken from a similar
type of Riedler air compressors are reproduced in Fig. 5. These
cards may be compared with those generally obtained from
ordinary makes of air compressors, to show the effect of the
Riedler positive valve mechanism. The lost work with the
latter mechnism, as shown by the cards, is reduced to the very
minimum.
The cooling water for the compressor is returned to the feed-
water heater for use in feeding the boilers.
The generators, of which there are six, were all furnished by
the General Electric Co., and they are all standard machines.
The four larger ones are 6-pole, 75-kw. machines, furnishing
600 amperes at 125 volts. The others, driven by the small
engines are 25 kw., furnishing 160 amperes at 125 volts. The
generators are connected with a marble switchboard of 8 pan-
els. The light switches are on triple bus bars and the power
switches on double bars with 220 volts difference in potential.
The lights and motors are on separate circuits, but the switch-
board is arranged so that one pair of generators may operate
motors or lights or any number of the generators may be
operated in parallel through bars and equalizer ties on the
switchboard.
The whole area of the engine room may be reached by a
hand-power overhead traveling crane of 7 tons capacity, with
a span of 49 ft. 3 in., and a travel of 22 ft. 9 in. of the hook.
Power Distribution.
The power required to drive the shops was estimated from
indicator diagrams taken from the former steam engines, with
proper allowances for the increase in the machinery.
The machine shop, which was formerly driven by a steam
engine of about 100 h. p., has four 35 h. p. motors located at
different points. Each motor drives an independent section of
the main shafting and operates the tools in its vicinity. The
shafting in this shop has been in use for a number of years
and the tools were grouped in accordance with convenience
and economical operation of the shop. It was not considered
advisable to disturb the arrangement.
The machine shop annex (see plan. Fig. 8, page 111), has
four 20 h. p. motors which were formerly used as generators.
These run at 110 volts and each drives a section of shafting
150 ft. long. Two of the motors are placed on the first and two
on the second floor. There are 8 motors for running the ma-
chine shop, including the annex, and a 10-h. p. motor operates
a walking crane in the main machine shop, which runs the
entire length of the building. The motors are placed on foun-
dations in the floor and connect directly to the shafting by
belts. The machine shop, as originally constructed, did not
provide for overhead crane service over the locomotives, ex-
cept for the lighter parts, and in the original construction of
the shops the machinery was belted in such a way as to be out
of the way of the light hand cranes over the engines. Eventu-
ally this shop will probably be rebuilt and cranes of large capa-
city win then be installed, but this is not contemplated in the
present plans.
The boiler shop has a 20 h. p. motor for the smaller machin-
ery and a set of 14 ft. bending rolls is driven by a 25 h. p. in-
dividual reversing motor which operates the rolls and the feed.
There are two electric cranes in this shop. The larger one of
50 tons has three motors of JO, IV2 and 5 h. p., while the small
one of 5 tons capacity has three of 9V4. 5>/4 and l'/4 h. p. The
transfer table, which serves the machine and boiler shop, has
been operated by a 10 h. p. motor. When this table is length-
ened and remodeled it will be operated by a 20 h. p. motor.
The tank shop has one 25 h. p. motor for running the ma-
chinery, including a wheel lathe, drill press and wheel boring
machine. The completed tender work is provided for in this
shop. In addition to these there are two 5 h. p. individual
motors for a punch and shear. This shop has a 30-ton crane.
Additional power is provided at the two round houses where
the turn tables are operated by 10 h. p. motors acting with
direct adhesion; at the paint mill, where grinding machinery
is operated by a 95 h. p. motor and at the blacksmith shop
where a 35 h. p. motor drives fans, bulldozers and bolt ma-
chinery.
All of the motors, except those in the machine shop ann«x,
which were formerly used as generators, operate under 220
volt direct currents and the lighting circuits carry 110 volts,
including those for the 100-hour enclosed arc lamps. The cur-
rent is taken to the motors through heavy weatheri«toof cables
carried overhead. The lights are all on three wire circuits.
The power circuits are arranged as follows: One three-wire
circuit for the 110- volt motors in the machine shop annex; one
two-wire circuit for the blacksmith, carpenter and tank shops;
one two-wire circuit for the machine shop, one for the coal con-
veyor in the boiler house; one for the paint shop motor; one
for the cranes in the boiler and tank shops; one for the two
car shop transfer tables; one for the round house turntables
and one for the locomotive transfer table.
This work involved a large number of difficulties. It is not
offered as a model establishment, but as an excellent example
of the application of electrical distribution in extending an old
plant. One fact which stands out boldly in an examination of
this problem is the necessity for providing for Improvements
and extensions in the original construction of shops. Another
is the great importance of crane service and providing for
convenient handling of work and material.
Mr. Robert Quayle, Superintendent of Motive Power of the
road, has been exceptionally fortunate in having the assistance,
first of Mr. W. H. Marshall, now Superintendent of Motive
Power of the Lake Shore, and afterward that of Mr. G. R.
Henderson, in the planning and execution of this work, and that
of Mr. F. M. Whyte, now Mechanical Engineer of the New
York Central, and his successor, Mr. E. B. Thompson.
Mr. Sidney H. Wheelhouse, formerly Sales Agent for the
Chicago Pneumatic Tool Co., has been appointed Second Vice-
President of the Standard Railway Equipment Co., in charge
of the pneumatic tools sales department, for the west, with
offices at 412-414 Lincoln Trust Building, St. Lauis, effective
May 1st, 1900.
A remarkable trip of an ice breaking steamer on Lake Baikal,
Siberia, is recorded by "Engineering News" as having been
made February 10. The distance of 80 miles through ice 31
inches thick was made in 12 hours.
The Lehigh Valley Railroad has ordered three locomotives
from the Baldwin Locomotive Works for its "Black Diamond
Express." These will be somewhat larger than the engines
which are now handling this train. They will have 20 by 26-
inch cylinders, 80-inch drivers, 200 pounds boiler pressure, 108
by 90-inch fireboxes, 326 2-inch tubes, 15 feet 6 inches long.
4,500 gallons tank capacity, and they will weigh 157,000 pounds
each, of which 90,000 pounds will be on the drivers. The wheel
base' is increased by the large drivers, but otherwise the loco-
motiveg will be the same as tbe present engines.
144
AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Bstablisbed 1832)
p. AMERICAN —
ENcmEEH
RAILROAD ^JOURNAL
the price being a possibility places this work upon a manufac-
turing basis than which there is no more important element
tending in the direction of businesslike management of shop
matters.
PUBLISHED MONTHLY
BT
R. M. VAN ARSDALE,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. M. BASFORD, Kdltor.
E. E. SILK, Associate Editor
MAY, 1900.
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Conlrlbntions. — Articles relating to railway rolling stock con-
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Jocbnal is mailed regularly to ei^ery subscriber each
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St. Uunstan's Bouse. Fetter Lane. £. C.
Sir William Preece recently defined mathematics as the
shorthand of thought and the purest form of logic; experiment
as the handmaid of observation; and measurement as the
instigator of accuracy and precision. He is thus quoted in
"Engineering" and in these few words has framed a pure ideal
of technical education.
The usual attachment of tender tanks to the frames by
means of bolts at each of the four corners was never secure or
satisfactory, and it is much less so with the great increase in
capacity whereby from 6,000 to 7,000 gallons of water and 10
to 12 tons of coal are carried. Something is needed to prevent
the tank from sliding forward and crushing into the cab as a
result of collisions. With the newer forms of tanks there is
no difficulty in placing a substantial member of the frame in
such a position as to hold the tank securely against such move-
ments.
Methods of handling scrap material from car and locomo-
tive shops have been greatly improved during the past few
years, and a great deal has been done to increase the value of
reclaimed material. On many large roads there is room for
further improvement, one suggestion being in the direction of
managing the scrap on a wholesale or manufacturing basis. In
large plants, including both car and locomotive shops,' the
scrap is generally cut up and handled in several places. There
seems to be a decided advantage in taking all the scrap ma-
terial to one place which is provided with tools necessary for
cutting it up and with facilities for storing the good material
in usable form, the object being to concentrate this material
to such an extent as to permit of issuing it in carload or half-
car load lots, and placing prices upon it. The mere fact of
Experiments recently made with a locomotive with a wide
firebox have shown very nicely that the grate area which is
suitable for one quality of coal may be entirely wrong for a
different quality. An engine with a grate area of 70 square
feet when used in fast passenger service was taxed so nearly
up to the limit of its boiler capacity that the entire grate area
was needed even with the best of coal, which was anthracite.
When running in less exacting service the grate was blocked off
at the front end so as to shorten it one and one-half feet, with
excellent results with the same coal as before. When an in-
ferior grade of coal was tried on the slower and lighter trains
the whole grate was needed again. This shows, conclusively,
the advantage of building grates which are larger than are
required for the best coal and comfortable conditions in order
to provide for more exacting trains and less effective fuel.
Adjustability of grate area seems to be desirable for the same
reason that recommends adjustable cut-off, to meet varying re-
quirements of work to be done.
That tne comparison of operating statistics of different roads
working under widely different conditions is very misleading
and unfair is generally understood by motive power officers.
It is not so well understood by other officials, however, for
presidents and general managers not infrequently cause their
motive power superintendents a great deal of trouble in trying
to show why they do not make as good records as their neigh-
bors and others. Comparisons would be of the greatest value
if they could be made with intelligence and fairness, but
methods now in use are not satisfactory. The train-mile is
not fair because it gives no idea of the work done. The ton-
mile basis is better, but unless the grades and speeds are
known even this cannot be used to compare different roads.
Not only the speeds and grades, but also the character of the
locomotives, the location of water stations, character of the
water and general climatic conditions affect the results. Fur-
thermore, the methods of different roads in computing train
mileage are by no means the same. It may or may not include
the mileage of double headers, light engines, switching, push-
ing and work train engines. It may or may not include the
weight of the engine in the tonnage. In spite of these diffi-
culties the fact remains that comparisons will be made. It is
therefore important that all roads should agree upon uniform
methods of reporting statistics. The Western Railway Club
did wisely to send a copy of the proceedings of its recent
meeting, in which this question was the subject of discussion,
to the Association of Railway Accounting Officers and the
American Railway Association committee on statistical infor-
mation. This is a much more serious question than it at first
appears. We know of a case where the head of an impor-
tant department and several of his assistants were changed
chiefly iDecause locomotive repairs were not reduced from four
to three cents per mile, as required by the new management.
This arbitrary figure was fixed because it had been attained
on the road from which the new management had come. It
was developed afterward that the higher cost of repairs on this
road was accompanied by correspondingly greater ton mile-
age. Whatever else is accomplished, the train or engine mile
basis for statistics in comparing the work of different roads
will be discarded when its misleading character is understood.
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 146
GOOD FIRING IS THE BEST SMOKE PREVENTER.
Satisfactory methods of burniiiK soft coal without smoke
liavo been sought for for over a huuilred years. We say satis-
factory because it has been repeatedly demonstrated that
sniol<eless consumiition can be accomplished, but when special
devices are employed there is likely to be some mechanical
defect which is troublesome, if not fatal.
A valuable contribution to the literature of the subject is
the recent report of a committee of the Western Railway Club,
Mr. G. R. Henderson, Chairman, which was appointed to con-
sider what is being done toward improvement in this respect
on locomotives in Chicago, and to indicate, from a careful study
of- various methods, the probable best direction for future de-
velopment. The various mechanical devices investigated by
the committee were sometimes heartily endorsed, sometimes
equally strongly condemned by those who have used them.
It is clear that these are not considered promising in the ulti-
mate solution of the problem. Wider fireboxes are looked
upon with hopefulness, but "only certain types of engines per-
mit of this arrangement, and its use is limited."
The composition of coal has much to do with this question.
Those high in fixed carbon and low in volatiles, like the Poca-
hontas of Southwestern Virginia, produce very little smoke.
This coal contains from 75 to 80 per cent, of volatile matter,
but Illinois coals, with about half as much fixed carbon and
twice as much volatile matter, represent the real problem. It
is not made easier by the fact that many roads are obliged
to use a large number of coals which require different treat-
ment in accordance with their composition. One road run-
ning into Chicago draws its supply from more than 100 mines,
and at times it is necessary to get along with very inferior
fuel. This indicates the necessity for flexibility in any system
in order to adapt it to various conditions.
This committee gives special prominence to the skill of the
fireman and to co-operation between the engineer and fire-
man. The best results in smokeless firing are obtained on a
road which uses no devices whateVfer except the brick arch.
While air compression above the fire is held by some to be
effective, it is generally considered as a smoke diluter rather
than a consumer. There is strong support for the practice
of drawing the air needed for combustion through the fire
instead of introducing some of the air over it and making use
of the brick arch for mixing the gases and forming a combus-
tion chamber.
There is, apparently, nothing so effective in smoke prevention
as skillful firing, and the general opinion seems to be that a
good fireman can accomplish more without special devices of
any kind than an indifferent fireman with them. It is neces-
sary for the engineer and fireman to understand each other.
The fireman should be informed in advance of every change
which the engineer is to make, so that the fire may be kept
in readiness for the changes. There is a good field for expert
or "traveling firemen" in the education of the men. The prac-
tice of firing five or six scoopfuls at a time and resting be-
tween, should give place to light and frequent firing, the door
being left open a little on the latch to admit air enough to
l)urn the fresh distillates, and then closed, unless a damper
is provided in the door. If a stop is to be made when green
coal is on the fire, the blower should be applied before the
steam is shut off, and as soon as the throttle is closed the door
should be opened slightly on the latch and the blast of the
l)lower reduced sufficiently to prevent black smoke and to
keep the pops from blowing.
This report states in effect that there is no panacea for
smoke: that the necessary treatment varies with the quality
and composition of the coal; that the matter is largely in the
hands of the fireman and engineer, and that the firing should
be done in such a way as to avoid chilling the surface of the
fire by excessive increments of fuel, the method of adding
fuel being to scatter it in thin layers and admit sufficient air
to consume the hydrocarbons which are distilled off in large
volume as soon as the fresh coal drops upon the hot fire.
The superimposed turrets of the new battleship "Koarsarge"
have been put through firing tests which are reported to have
been satisfactorily met. The advantages of the ronstruction
are a heavy concentration of fire, good protection for the am-
munition hoists for the 8-inch guns of the upper turrets, and a
great saving in weight. There Is al.so no interference In the
gun fire. The trial tests showed that the mechanism worked
well, but nothing but a trial in actual battle can show the
effect of gun fire upon the turrets. A single successful shot
may disable two 12-inch and two 8-lnch guns.
The annual report of the Commissioner of Patents shows
a surplus of $113,073 for the operations of the year 1899. The
total balance to the credit of the Patent Office at the beginning
of this year was $5,086,649. It is well known that the present
quarters are too small and that a fireproof building for the
records is greatly needed. The fact that the office is self-sup-
porting is a good reason for supplying these deficiencies, en-
tirely aside from the great value of the records. The total
number of applications for 1899 was 41,443 and present indi-
cations point to a breaking of the record for the current year.
'lue commissioners appointed by Congress to revise the laws
relative to patents have submitted a preliminary report and
will soon present a complete report. At that time Congress
should be urged to act for the improvement of the Patent
Office and the revision of the statutes relating to trade marks.
The idea of lectures delivered by the best non-resident engi-
neers and men of authority that the country affords, to engi-
neering students, is one of which many of our technical schools
and colleges are availing themselves. The following schedule
for the year 1899-1900 has been sent us by the University of
Illinois, six lectures of which have already been delivered: Mr.
Walter B. Snow of the B. F. Sturtevant Company, Boston,
Mass., on "Mechanical Ventilation and Heating." Mr. H. G.
Prout, editor of the "Railroad Gazette," on "Engineers and the
Railroads." Mr. A. V. Abbott, Chief Engineer of the Chicago
Telephone Company, on "Electrical Highways." Mr. F. W.
Willcox of the General Electric Company, Harrison, N. J., on
"The Evolution and Economic Use of Incandescent Lamps."
Mr. F. H. Newell, Hydrographer, United States Geological Sur-
vey, Washington, D. C, on "Hydrographic Work of the Unite<l
States Geological Survey," and on "Reservoir Surveys Along
the Gila River, Arizona." Mr. W. A. Layman of the Wagner
Electric Manufacturing Company, St. Louis, Mo., on "Trans-
formers in Modern Electric Power Transmission." Prof. R.
B. Owens, McGill University, Montreal, Canada, on "Most Re-
cent Developments in the Applications of Electricity."
The Massachusetts Institute of Technology has at present
two holders of traveling fellowships studying architecture in
Europe. Mr. H. W. Gardner, an instructor in the department
of architecture, is to pass a year mainly in Italy and Greece.
In Italy he is giving much study to its landscape architecture,
in preparation for the part he is to take on his return in the
courses of Landscape Architecture already so well started at
the Institute. Mr. G. P. Stevens, holder of the other fellow-
ship, after traveling and working with Mr. Gardner, is now
in Pascal's atelier in Paris, preparing to enter the Ecole des
Beaux Arts at the next examination. Mr. Stevens' skill in
draftsmanship at once brought him into notice, and he
writes of his good fortune in being chosen by the strongest
man in the atelier, and one of the strongest men in Paris, to
help him in a Beaux Arts competition for which only five
men w-ere invited. The competition is to use the grounds now
occupied by the Exposition buildings after the fair is over, for
a huge system of public baths.
The United States will stand at the head of the coal produc-
ing countries of the world at the end of the current year if
the estimated output of this year is realized. In the past 30
years Great Britain has not doubled her output, while that
of the United States has increased almost seven fold in this
time.
146
AMERICAN ENGINEER AND RAILROAD JOURNAL.
PERFORMANCE OF THE CLEVELAND LOCOMOTIVE.
Intercolonial Railway.
A system of dual exhaust applied by Mr. L. J. Todd in Eng-
land was illustrated and described in our issue of September,
1897, page 311, because of its interest as a suggestion for over-
coming some of the cylinder condensation in locomotives due to
the use of the same passage for the entrance and exit of steam
used in the cylinders. An experiment in the same direction
I
^r77j-
-1
Rings psr ted
• n center sn {JoTWiv
Piston Valve-Cleveland Cylinder,
has been tried on the Intercolo-
nial Railway of Canada with the
Cleveland arrangement of cylin-
ders which have been in use on
that road for the past nine
months and a record of which we
now present, showing' the per-
formance of the engine when
compared with other engines on
the same road running in simi-
lar service. The record is not
stated in ton miles, but we are
assured that the service is com-
parable.
The Cleveland engine. No. 288,
has cylinders 21 in. diam. x 28 in.
stroke and 56 in. driving wheels,
and is one of a lot of twenty con-
solidation engines built by the
Baldwin Locomotive Works for
the I. C. R.; the other nineteen
engines being fitted with Vau-
clain compound cylinders, 15V^
and 26 by 28 in. and the same
size driving wheels. The propor-
tions of cylinder power of the
Cleveland and Vauclain engines
were computed by the builders to
be equal. The steam pressure in
50th types and the weight on he drivers is the same in all cases,
viz., 147,000 lbs., but the Cleveland engine has 21,900 lbs. on the
truck which is 4,600 lbs. more than the compounds.
Comparative statement of the performance and consumption
of coal, of the compound consolidation. Cleveland consolida-
tior and 10-wheel freight locomotives, for the months of Oc-
tober and November, 1899:
October, 1899. ig Coi.jpounds.
Tram miles 51 243
Engine miles 59'oio
Car miles 1,432!470
Tons coal consumed 2,665
Average cars per train 27.95
Av'ge lbs. coal eng.-mlle... 101.16
Av'ge lbs. coal car-mile 3 62
November, 1899.
Train miles 56,128
Engine miles 64167
Car miles 1,490,'370
Tons coal consumed 3.119
Average cars per train 26.55
Av'ge lbs. coal eng.-mile... IOS.88
Av'ge lbs. coal car-mile 4.10
A tabulated statement sent us by Mr. Cleveland, given
above, shows the totals and averages of the performance of 19
Vauclain, 12 10-wheel freight engines with 18 x 24 cylinders
and .57 in. drivers, and engine No. 228, consolidation fitted with
the Cleveland cylinder, for the months of October and Novem-
be-, 1399, during which time the several engines were hauling
practically the same class of freight, under conditions not spe-
cially favorable to the Cleveland. It will be noted that the coal
consumption for the Vauclain and Cleveland engines is prac-
tically the same, both being considerably below the ordinary
simple engine and all of the engines were in good condition. A
statement given in the accompanying table shows the results
of a test made for speed with a full load, going up grades vary-
ing from 0.89 per cent, to 1 per cent. From the sectional views
of the cylinder piston and valve there will be no difliculty in
understanding the main points of deviation from the ordinary
simrlc locomotive cylinder. It will be noticed that there are
two annular ports running round the barrel of cylinder, 6^4 in.
apart, dividing at the central vertical line.
The piston passes these ports alternately, releasing the steam
after it has done its work, and exhausting between the two
discs of the piston through an exhaust independent of the sup-
plementary or ordinary valve exhaust. The admission, or or-
dinary valve, is of the piston type, taking the live steam from
-,---.- --^ci
can:; "zrj
?v^i^
^zm.
\t^
X---V/--
^^^^^^^^^^^
r^zz-
z^.
t4
The Cleveland Cylinder and Piston Valve Chamber.
12, 10-Wheel
Cleveland.
Freight
Locomotive.
Locomotives.
2,202
22,406
2,662
29.405
64,833
424,269
121
1.138
29.44
18.94
101.82
86.69
3.46
4.58
2.069
• 26.742
2,257
33.249
55,131
488.592
111
1.440
2-5.65
18.28
110.16
97.01
4.13
5.31
the intermediate space between the two valve discs. The valve
serves for an entirely independent adjustment of admission of
steam irrespective of the main exhaust, and regulates the com-
pression of what steam may be left on the return stroke.
The release of steam through each piston exhaust and valve
exhaust is separate and independent until it gets to the upper
part of the exhaust pipe; the piston exhausts combine, in the
central chamber, and are supposed to act as a draw or
induction on the valve exhaust, the valve exhaust issuing
fi'om the annular space. The space between the two discs
forming the cylinder piston is filled with steam at a tem-
perature nearly equal to that of the initial exhaust, and this is
believed to keep the walls of the cylinder in a more favorable
condition than is the case in the ordinary cylinder.
The Cleveland cylinders apparently enable the engine to
work very smoothly and they avoid the excessive cush-
ioning found in high-speed locomotives. That this is so has
been proven in engine No. 228, which has been running an ex-
press train, the "Maritime Express," on scheduled time for
the last two months, making 156 miles on a double trip daily,
and has at times made up in time as much as 25 minutes on
May, 1!)00.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 147
Piston of the Cleveland Cylinder,
the single run of 78 miles, and tlii« witli everything working
perfectly cool. This performance for a consolidation engine
with 56-inch drivers is exacting, and spealts well for the free
running ctualities of the engine. The schedule for the 78 miles
is 2 hours 18 minutes.
It is claimed for this system of single-expansion engine that
there is a direct saving in quantity of steam used at a given
pressure to do a given amount of work. This, of course, means
less coal consumption and other advantages, owing principally
to the rapid exhaust keeping the temperature above that of
ordinary single-expansion engines, thus allowing a greater
range of expansion, and at the same time this rapid exhaust
very materially reduces the back pressure. This, of course, is
a direct gain. The clearance is much less than in the or-
dinary cylinder, and talcing into consideration that the greater
the expansion the greater the loss by clearance, one can easily
understand how this cylinder can compete with the compound
system. Also as the great bulk of the exhaust steam passes
Test for Running Time, Made November 2, 1899.— Weight o( Train, Cars
only 1,234 Tons; Number of Cars, 38. Baldwin Compound,
15^ in.
26 in.
X 28 in. Cleveland Simple, 21 in. X 28.
Name of Place.
Started from Monc
ton
1st mile post
2d •• "
3d •' '•
4th " "
5th '• "
6th •• "
7th •' "
Stopped Berry's
Mill
Started from
Ilcrry's Mill
1st mile post
2d •' "
^ mile to top hill. . .
Engflne No. 215.
11:52!
12:08!
12:12W
12:15jJ
15 :18M
12:23
12:27H
12:30
12:31^
12:3i
12:38
12M
12:50
Total running time.
as
13
i
3
m
2H
J
34^
16
50^
Engine No. 228.
1.1'.
00 ,cs
0) o
■^ .
.5 o
= ^-
II
Si
1.2
13:33K>
13:39
0^
13:42^
31*
13:45
2U
13:48
3
13:52M
im
ii4^
13:57
13:59M
i'iH
•25%
14:00!^
14:30
14:33
3
14:38^^
•5W
14:41J4
m^*
IIH
Total 1
■un-\
s
^
ning time /
a a
o c .
CO so
37 minutes.
Note.— Waste of water due to using injectors not taken into account.
through independent passages, the live steam entering through
short passages has a good chance to do its initial work without
being cooled on its way.
The cylinder is designed to have a perfect drainage, and on
referring to the section of the cylinder it will be found that
there are no pockets for the accumulation of water. This is
a point of importance lost sight of in most cylinder designs.
In this record it must be considered that the Cleveland en-
gine is compared with the average of 19 compounds. There
seems to be good reason for believing this engine is superior
to an ordinary simple engine and it deserves further trial.
PNEUMATIC TOOLS BEFORE THE INSTITUTION OF ME-
CHANICAL, ENGINEERS, ENGLAND.
The meeting of the Institution of Mechanical Engineers just
past was devfted to the discussion of Pneumatic Tools and
Power Hammers. The speeches were made by the following
gentlemen:
Mr. Simpson, of Pimlico; Mr. Ivatt, Locomotive Superinten-
dent of the Great Northern Ry at Doncaster; Mr. John Field-
ing, of Gloucester; Mr. B. Martell, of Lloyd's Registry of Ship-
ping; Mr. Marriner, Mr. Alfred Hanson, of Messrs, Shone &
Ault, and Mr. J. W. Duntley, President of the New Taite-
Hovvard Pneumatic Tool Company of London, and also Presi-
dent of the Chicago Pneumatic Tool Company of Chicago.
Mr. Duntley, in his remarks, said that he had been making
pneumatic tools for five years past. Perhaps It would give the
best idea of popularity in the United States if he stated their'
output. During the first year they were In business they made
100 machines, all told. Last year they averaged 800 per month.
At the present time they were building new works, and ex-
Iiected to double their production. By aid of these tools,
Messrs. Cramp, of Philadelphia, had been able to overcome the
results of a strike of 7,000 men, and In one ship they had just
built all the rivets were closed by pneumatic machinery; as
a consequence, Messrs. Cramp had given a duplicate order for
the pneumatic machines. A proof of the superiority of pneu-
matic riveting was given in the fact that the rivets themselves
were % inch longer than for hand riveting, and this additional
metal had to be closed Into the holes, thus showing that the
latter were better filled by the use of the pneumatic riveter
than by the hand hammer. Another proof was given in the
cutting up of work. With ordinary hand riveting. If the heads
of the rivets were cut off, the shank would fall out from the
holes in the plates, but when the rivets had been closed by
the pneumatic machine they had to be driven out.
The speaker himself was not a skilled operator, but In a con-
test in Germany he had beaten the hydraulic riveter; ninety-
seven per cent, of the railroads In the United States were using
these tools, and the speaker gave a large number of instances
in which air machines were used for superseding h^ind work.
In the United States Government shipyards they lised the
pneumatic hammer for scaling ships, and it was fou-.sd to be
a great improvement on the old method. Another use for
pneumatic machinery was in breaking up iron or steel vessels.
They had what was called a "biter" or "nibbler," which chewed
off the heads of the rivets in place of cutting them by chisel
and hammer. New uses were constantly being found for com-
pressed air; in chipping stone work there had been found to
be a saving of $9.00 a day, a rimer did the work of 22 men,
and lately he had seen a freight car painted by compressed air
in seven minutes. In this country we were in a position to
appreciate what had already been done in America in the
introduction of compressed air machinery. It was not always
easy to get a new thing introduced, and it might be interesting
to state that he had worked two years with Cramp's before
he could persuade them to give him an order.
Mr. Churchward, of Swindon, said he would like to ask Mr.
Duntley a question as to the stay-bolt biter. They had had
one at Swindon for some time, but could not get it to work;
the claw would not take hold for some reason. Mr. Duntley,
in his reply, said that the action of this machine depended
on the shape of the claws, and this, again, depended on the
nature of the work to be done. The claw must be so arranged
as to bite in. Mr. Duntley further stated that he was about
to proceed to Russia to arrange for a large Installation of
pneumatic machinery in that country, and on his return he
would be pleased to go down to Swindon and put the machine
right. Mr. Churchward further remarked that he did not wish
it to be understood that he made any complaint, as the pneu-
matic machines did their work well, and whatever repairs
might be needed were well paid for in the total result.
It is officially announced that on Saturday, April 28, 1900,
the office of Purchasing Agent of the Lehigh Valley will be
moved to the Taylor Building. 39 Cortlandt Street, New York,
also the office of Chief Engineer will be moved to the Have-
meyer Building, 26 Cortlandt Street, New York.
Mr. Charles E. Rettew. Master Mechanic of the Pennsylvania
division of the Delaware & Hudson, has resigned, after 15
years' service.
148
AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE WESTINGHOUSE FRICTION DRAFT GEAR.
.The Construction and Operation in Detail.
The yery rapid development of cars of large capacity and the
great increase in power of locomotives have left the ordinary
forms of draft gear far behind and heavy trains are frequently
hauled with the draft gears on a large number of the cars
stretched out so that the springs are solid, the spring capacity
being entirely exhausted. The train then resembles a chain
with practically no elasticity except that of the structures of
the cars themselves.
The strains that the couplerg, draft rigging and car framing
are subjected to when this condition prevails cannot be meas-
ured, and are only limited by the elasticity and yielding
character of the structure of the car and its draft attach-
ments. While cars were light and all built of wood (a very
yielding material) the strains imposed were tolerable, and by
good design, care in the selection of materials and good con-
struction, durable cars were obtained. The advent of the
heavy steel car has radically changed the amount of elasticity
obtainable and, consequently, enormously increased the strains
upon draft rigging, without considering the further increase
Description.
A view of the complete draft gear is shown in Fig. 1 and the
relations of the parts to the underframe of the car were shown
on pages 88 and 89, last month. The frictional device is placed
within the yoke and between the followers, in the usual man-
ner. To accommodate the increased diameter the yoke is
widened, and when attached to the standard M. C. B. coupler,
filling pieces are used, as shown in Fig. 15. Several of the
roads have adopted a coupler with the back end built up as
shown in Fig. 1, which makes a much simpler arrange-
ment.. The inner follower plate, A, receives the pull-
ing stresses from the yoke end, the outer follower
transmits them to the draw-bar stops and to the car
framing. In the common form of draft gear the spring resist-
ance is interposed between the follower plates; that is, the
pulling and buffing stresses tend to reduce the distance be-
tween the follower plates and these are resisted by the springs
which tend to hold them apart. This friction draft gear, in
which springs play an important part, acts precisely on the
same principle but the resistance of the springs is supplemented
by vastly greater (about six times as great) frictional re-
sistances which tend, both in pulling and in buffing, to pre-
vent the follower plates from approaching each other. The
due to larger and heavier locomotives. It is difficult to get
room for sufficient spring capacity to overcome this difficulty,
nor is it desirable to do so, for any increase in spring capacity
alone is unavoidably accompanied by a corresponding increase
in recoil, the effect of which is more severe upon the draft
rigging than the direct stresses with the lighter springs would
be. If the result upon the draft rigging, when a train with
ordinary draft springs is forcibly bunched, as in passing
through a sag, is considered, it will be seen that the amount
of force put into such springs, in the compression produced by
the cars running together or "bunching," is practically all
given out again in recoil as the train is stretched; furthermore,
the amount of such recoil is added to the strain imposed upon
the draft rigging by the locomotive. It is well known that
under exactly such and similar conditions are trains most
often parted when fitted with the ordinary draft-spring ca-
pacity and locomotive power. How disastrous will be the re-
sults of largely increasing the ordinary draft-spring capacity
in addition to the employment of more powerful locomotives,
can only be conjectured, but that it will necessarily be great
cannot be doubted. The purpose of the Westinghouse draft
gear is to furnish a moderate spring capacity and a gradu-
ally applied and automatically released resistance, capable of
absorbing all of the stresses and shocks likely to be imposed
upon it, in either pulling or buffing, and to apply this resist-
ance without a damaging recoil, the recoil being only that
due to a free spring capacity much less than that now in gen-
ei-al use, while the resistance to pulling and buffing stresses
of this form of draft gear is over six times as great as that
ordinarily used. To make the operation of the device clear
requires an exhaustive description, but the device itself and
the great importance of Improved draft gear justify it.
way in which the frictional resistances are called into action,
by the motions of pulling and buffing, and the manner of their
release will command the admiration of those who follow this
description.
Bearing against the follower plate. A, is a spring, C, the
other end of which bears against a wedge, D, made in the form
of a frustrum of an octagonal pyramid with hard brass facets,
as shown in Fig. 1.
Surrounding the wedge are four pairs of malleable-iron seg-
mental carriers, B, having inclined bearing surfaces, N, of
the same angle as the wedge, as shown in Figs. 2, 3, 4, 5 and 6.
These segmental carriers, E, have a central longitudinal rib
cast upon them to strengthen and guide them. These ribs fit
the grooves, P, in Fig. 9, loosely.
The other grooves of the frictional cylinder. Fig. 9, are filled
by the hardened wedge bars, G, Fig. 7. The shape of these
wedge bars is seen in Figs. 7 and 8. They rest upon the seg-
mental carriers, E, as shown in the sectional views of Figs.
11 and 14, with the small inwardly projecting portions, marked
H, in the lower view of Fig. 7, resting in cavities in the car-
riers, E. It is clear that if the carriers, E, are moved longi-
tudinally to the right or left, the wedge bars, G, must move
wuh them. The function of the preliminary spring, C, Fig. 1,
is to force the wedge against the inclined surfaces, N, of the
segmental carriers, and also to absorb the ordinary pressures
on the draw bar due to the movement of the train. When the
apparatus is placed in the yoke this spring is under a slight
compression, which insures the parts being held tightly in po-
sition, thus preventing foreign substances from lodging be-
tween the bearing surfaces. The auxiliary preliminary spring,
0, Fig. 1, gives additional pressure on the wedge. The main
release spring, K, is used for returning the segmental car-
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 149
f^
tc
:p[
,/\
^ t7 ';^
Fig. i, '"■ "■'
(=1
Fig. 3
N
Fig. 5
Fig. 6
r
> ff
Fig. 7
riers and wedge bars to their normal position after the force
to close them has been removed, and it also gives additional
capacity to the device. The function of the auxiliary release
spring, L, is to provide a sure release of the wedge from the
segmental carriers, and it also increases the capacity of the
device. The function of the release pin, M, is to relieve the
pressure of the auxiliary release spring, L, against the wedge,
when the device is being closed.
Operation.
When, either in draft or in buffing, the stress upon the draw
bar moves the follower plates, A and Z, Fig. 1, toward each
S \
1 \
1
1
Fig.Tr~ —
/
____ \
i ■'''
. . .
Fig. 72 ~J
/
_ .
Fig. t3~~ 1
Fig. 10
Fig. 14
i
exerted upon the wedge by the prelim-
inary springs (about 20,000 pounds)
remains constant, as their action Is
limited by the follower, A, bearing on
the segmental carriers; the increased
trictional resistance being due to the
taper of the cylinder.
Upon the removal of the pulling
stress at the coupler, the springs, C
and O, are restored gradually to their
normal size. The preliminary release
spring, L, then pushes the wedge back
and away from the segmental carriers,
which it can do on account of the
carefully studied angle of the facets,
and in this condition the main release
spring, K, bears upon the projections, N, of the segmental
carriers and tends to press them to the left, which, when ac-
complished, will withdraw all of the wedge bars from their
locked positions in the grooves at the small end of the cylinder.
This constitutes a complete release of the friction device.
The carriers, E, are arranged in pairs with interlocking outer
ends, as shown in Figs. 2 and 3, in order to prevent them from
being put together in wrong order. Each carrier carries two
of the loose wedge bars and the slots in the carriers in which
the lugs of the wedge bars rest are of different lengths. In
a set of two bars the first lug fits the slot, the second has 1/16
inch play, the third % inch play and the fourth 3/lG inch play,
as indicated in Figs. 2 and 3. This is also clearly shown in
the four sectional sketches. Figs. 11 to 14. If this is understood
it will be clear that under the influence of the spring, K, the
other, the preliminary spring, C, is compressed, and if the
pressure so applied is less than would be required to force
the follower plate. A, against the release pin, M, the segmen-
tal carriers and wedge bars remain at rest, which insures
against wear upon the frictional surfaces during the ordinary
movement of the train. When the stress is sufiJcient to force
the follower. A, against the ends of the segmental carriers,
it will have forced the release pin, M, which projects slightly
above the segmental carriers, toward the closed end of the
cylinder, thereby relieving the pressure of the auxiliary re-
lease spring against the small end of the wedge. In this posi-
tion the force necessary to compress the springs, C and O,
is exerted against the large end of the wedge, and by the in-
clined surfaces it is transmitted through the segmental car-
riers to the wedge bars. A further increase of force against the
follower plate. A, brings the segmental carriers and wedge
bars into action, and in so doing the force exerted by the
wedge upon the wedge bars pi-oduces friction between the
wedge bars and the V-shaped grooves of the cylinder (which
is tapered toward the closed end). The traverse of the wedge
bars is completed when the follower. A, comes in contact with
the cylinder, the release springs, K and L, having been com-
pressed to about 80 per cent, of their capacity. During the
movement of the wedge bars in the cylinder grooves the force
top wedge bar. Fig. 11, will be released first and the others in
succession as the space in the slots is taken up. Four bars
are represented by Fig. 11, and when these are released the
spring, K, releases four more represented by Fig. 12 and so on.
Since there are eight carriers in all or four sets of two each, it
is necessary for the spring. K, to release the wedge bars four at
a time until all are free.
The operation of buffing is exactly similar to that of pulling,
in that the follower plates are moved toward each other, but
of course the load comes first upon the outer follower in this
case. The application of the spring and friction resistances
and the manner of fractional release are the same for pulling
and buffing.
A large number of these draft gears are in use and the de-
vice has for a long time been past the experimental stage. It
is successful under the severest conditions of service as stated
in our description of the application to the tender of the very
heavy locomotives of the Union R. R. in March. Not the
least of its advantages are the effec, of the absorption of
shocks in collisions and the immunity from break-in-two ac-
cidents. Experience shows it to be almost impossible to break
a train apart when fitted with this device unless the couplers
are defective.
IBO
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Atlantic Type Passenger Locomotive— French State Railways.
BriLT BY THE BjLDWIN LOOOMOTIVK WORKS.
ATLANTIC TYPE PASSENGER LOCOMOTIVE.
French State Railways.
Built by the Baldwin Locomotive Works.
By the courtesy of the Baldwin Locomotive Works the ac-
companying photograph of one of a lot of 10 Atlantic type loco-
motives recently built for the French State Railways is shown.
These engines are for express passenger service. They are
not large or powerful when compared with recent passenger
locomotive development in this country, but they are inter-
esting because of the acceptance of the piston valve and the
Atlantic type in France. The firebox is narrow and the grate
area but 35 square feet. The heating surface of 2,095 square
feet seems small to us, but it is rather unusual in French prac-
tice. The boiler is long, because of the 15-foot tubes. The
firebox is of copper and the working pressure is 213 pounds.
The boiler tapers toward the rear. This was done to save
weight and to save room in the cab, but its effect is scarcely
noticeable in the engraving. Among the other noticeable feat-
ures are the Baldwin piston valves, driving and trailing wheel
brake shoes at the rear of the wheels, and oil cups on the
sides of the boiler above each axle, with tubes leading to the
journals. The tender has two four-wheel trucks, a water
scoop and a running board extending its full length. The lead-
ing dimensions of the engines are as follows:
General Dimensions.
Gauge * " S% in.
Diameter cylinders ^'^ ;"•
Stroke *^'
Valve ............!....!.."!...". Balanced piston
Boiler.
Diameter ii mc ll^'
Thickness of sheets 5(q ii='
Working pressure ;, •;: ,
Fuel .... S°f t <'°^'
Firebox.
Material Copper
Length 120 n.
Width ^■^ '"•
Depth Front, IWi in.; back, 67V«; m.
Thickness of sheets Sides, % in.; back, % in.; crown, % in.; .
tube, % m. and % in.
Tubes.
Number k'ft.^
Diameter 'iV f t ' i in
Length 15 ft. 1 in.
Heating Surface.
Firebox ■•"«■« fq. ft.
T,ihp<5 1.925.44 sq. ft.
Total ..'.'.■.■.■.■•.•'■•••• ^•'^^■^'^ ®^- "•
Grate area 35 sq. ft.
Driving Wheels.
Diameter outside S^i^ j"-
Diameter of center V ,; in !,,
Journals S s. w in.
Engine Truck Wheels.
Diameter ■■■f ]"■
Journ.ils 6x10 m.
Trailing Wheels.
Diameter y^f^ !"•
Journals !> x 10 in.
Wheel Base.
Driving 7 ft. 3 In.
Rigid 14 ft. 6 In.
Total engine 26 ft. 8 in.
Total engine and tender 55 ft. 2 in.
Weight.
On drivers 71,905 lbs.
On truck 32,700 lbs.
On trailing wheels ^ 34,450 lbs.
Total engine : 139,055 lbs.
Total engine and tender 219,000 lbs.
Tender.
Diameter of wheels 36 in.
Journals 414 x 8 in.
Tank capacity 3,600 gals.
NEW OFFICE BUILDING OF THE WESTINGHOUSE ELEC-
TRIC & MANUFACTURING CO.
The Westinghouse Electric & Manufacturing Co. has found
it necessary to repeatedly add to its facilities for manufactur-
ing, and with the present demand for large generators, even
up to 5,000 and even 8,000 h. p., in capacity the plant at East
Pittsburgh became so outgrown as to require the recent addi-
tion of 11% acres in floor space. The space formerly occupied
by the oflices became indispensable to the manufacturing de-
partments. A large building has just been completed for the
offices which are now provided for outside of the manufactur-
ing building at East Pittsburgh. It is 250 by 50 feet and 7
stories in height. It is fireproof and pleasing architecturally.
Its appointments are noteworthy in completeness and char-
acter. Fireproof vaults occupy 1,200 square feet of space on
each floor, and they furnish safe storage for plans and valu-
able records. The employment and store departments occupy
the first floor. The rooms for the managing officers and the
reception room, on the second floor, are specially conv€nient
and attractive; they are well furnished and are in good taste
throughout. The third floor is occupied by the Westinghouse
Companies Publishing Department, the accounting offices and
those of the auditing, paymaster's, treasuer's, legal and cost
departments. The mechanical engineering department has the
entire fourth floor, and the fifth is occupied by the electrical
engineers. Two handsome dining rooms are located on the
sixth floor, and this floor also provides for the telephone ex-
change for the works. A third dining room here is provided
for the lady stenographers. The heating is by direct steam
and the lighting and ventilation have been given unusual
attention. The temperatures throughout the building are regu-
lated by automatic themostatic valves. The elevators are
operated on the electro-hydraulic system from power furnished
by two Westinghouse "Type C" motors, operating pumps
which force water from the low pressure to the high pressure
tank. These are regulated automatically. The offices and all
of the departments of the works are connected by a pneumatic
tube system with a central exchange station. This comprises
12 sending and receiving tubes, furnishing service to all floors
of the office building and connecting to important points In
the works. The longest line is 3,500 feet and the circuit Is
made through it at a speed of about 60 miles per hour. The
system operates by a vacuum of about 24 ounces, which is suffi-
cient for handling carriers weighing 8 lbs. The tubes are 2V^
inches diameter and of brass. This system is employed for the
distribution of mail and the transmission usually performed
by messengers. The entire installation has been planned and
executed with a view of ultimate economy in the operation of
this vast establishment.
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 18l
EDITORIAL CORRESPONDENCE.
Illinois Central.
Mr. Renshaw is entirely satisfied that the heavy locomotives
recently built for this road, one by the Brooks and the other
by the Rogers people, are doing vk-hat was expected of them,
although they have not as yet been tested for coal and water
consumption. The purpose of these engines was not, as first
reported, to handle trains over Cairo bridge only, but to per-
mit of hauling the same trains over the 95 miles between
Carbondale and Fulton, Ky., that are hauled by the lighter
engines over the rest of the road between Chicago and New
Orleans. This short section contains the heaviest grades and
is the only part of the road requiring very heavy locomotives.
Engine No. 640 is handling trains of from 1,800 to 2,000 tons
over 40-foot grades between Centralia and Cairo, with a steam
pressure of 210 pounds. Last October this engine hauled a
train of 83 cars, weighing 3,400 tons, from Kankakee to Chi-
cago, 56 miles, at a rate of 12 miles per hour over grades of
26 feet per mile. These engines are used on the road and not,
like the Union Railway engines at Pittsburgh, for very short
runs. The road service necessitates a large amount of fuel
and water, and Mr. Renshaw is considering the design of a
tender to carry 9,000 gallons of water and 18 tons of coal.
With the present tenders, which were described in connection
with these locomotives, Mr. Renshaw has found it necessary to
furnish a coal passer to assist the fireman. This additional
expense seems likely to be a necessary accompaniment of such
heavy engines in regular road service, but the advantage of the
heavier trains is believed to render this expense negligible.
Artificial refrigeration is undergoing experiment on this road.
The details of the system will be reserved until it has de-
veloped further. The apparatus occupies the space formerly
taken up by one of the end ice boxes, saving the space of the
other box for the freight. About 1,000 Tinear feet of small
copper pipe furnishes the cooling surface, and through this
pipe a chemical is evaporated. The chemical requires but 35
pounds per square inch to take the liquid form. It is passed
into the coil as a liquid and evaporates, and while doing so
absorbs heat after the manner of all systems of this general
character. Power is taken by a belt from the axle to compress
the refrigerating agent back to the liquid form and to circu-
late the air in the car. It is stated that the temperature may
be kept down to about 5 degrees F. by this system. A good
mechanical refrigerating system which is not too complicated
appears to have a wide field for fruit and meat transportation.
There is no delay for icing cars, and this, on a through run on
this road, amounts to seven hours. The cost of the apparatus
is to be compared with that of providing ice, and its weight,
including that of the water for cooling the refrigerating me-
dium, is less than that of the ice. The cost of the ice is saved,
probably entire, because the interest on the investment will
be returned in the form of fuel saving on account of the diminu-
tion of delays. The idea seems promising.
CONVENTION OF AIR BRAKE MEN.
The Air Brake Association held its seventh annual conven-
tion in Jacksonville, Fla., opening April 3. The first subject
for discussion was: "Recommended Practice for Successful
Handling of Passenger and Long Freight Trains." The com-
mittee report contained the following conclusions:
1. The air brake work required for a stop increases much
more rapidly than the speed.
2. On a level grade the entire brake retardation is available
for stopping.
3. On a descending grade a certain portion of the brake
retardation is required to prevent a gain in speed.
4. On a descending grade the work required of each brake
to prevent a gain in speed increases with the weight of the
load per brake.
5. The brake retardation available for stopping on a grade
is that in excess of what is necessary to prevent a gain In
speed.
6. The brake retardation possible from a certain shoe pres-
sure decreases as the speed increases.
7. The longer the distance (and consequently time) required
for a stop, the further will it be prolonged by brake cylinder
leakage.
The committee went carefully over the considerations of
safety in letting trains down long steep grades, recommending
frequent applications and great care, in entering the grades, to
reduce speed to a point of safety. The use of hand brakes to
hold trains making long stops on steep grades was recom-
mended in order to guard against the starting of the train on
account of leakage. Instructions for handling trains on heavy
grades were given at length, and summed up by the committee.
In the discussion a leaning in the direction of a desire for
pressures higher than 70 pounds appeared. In ore trains, es-
pecially, a higher pressure was needed for loaded cars, and
70 pounds was only enough for empty cars. One speaker fav-
ored an increase of 25 per cent. An increase in the size of
reservoirs was recommended. The effect of doubling the ca-
pacity of the main reservoir was to greatly improve the re-
leasing of the brakes of 50 and 60-car trains, with 40,000 cubic
inches capacity, and it was possible to release the brakes at the
rear of such trains before the slack would run out. The fact that
some roads were using the air brake on 65 cars in one train
called out favorable comment, in view of the limitation of the
number of air braked cars in trains to 20 on certain roads.
The excellent method of handling the air brakes on the Nash-
ville, Chattanooga & St. Louis Railway were noted, and com-
mended, as a result of the attention given to the care and
operation of the brakes by the management of the road, and the
painstaking records of the parting of trains.
In discussing the piping of cars, the effects of the very crooked
train pipes on hopper cars was referred to. Recent cars of
this type often had four elbows, and each of these was equiva-
lent to 15 ft. of straight pipe in resisting the action of the
brakes.
In a report upon the lubrication of brake apparatus it w^as
shown to be as important to avoid excessive as it was neces-
sary to give sufficient lubrication. The committee on this
subject suggested a rule for the use of the air-pump lubrica-
tor. A feed of ten drops of Galena valve oil per minute for
the first five minutes, after starting the pump, and one drop
per minute during the remainder of the run was recom-
mended as good practice. The quantity depended, however,
upon the condition of the pump.
Next to the handling of long trains, and trains of all kinds
on mountain grades, the most important subject was regulation
of the travel of brake cylinder pistons. The brake slack ad-
juster was considered necessary as a measure for overcoming
the sliding of wheels. Without automatic slack adjusters even
low pressure could not he depended upon to prevent sliding
of wheels, but with the McKee slack adjuster one speaker
had been able to increase the braking power to 90 per cent,
without having a single case of wheels sliding In two months.
A novel electric locomotive crane, capable of lifting and
transporting articles of the weight of heavy frogs and steel rails
has been designed and built by the J. G. Brill Co., of Philadel-
phia, and will be illustrated and described in a future issue. The
power is taken from a trolley similar to that of a street car,
and the motors for hoisting and locomotion are under the car.
The idea is a new one, and the advantages suggested by it are
many and important. Such a crane would be very valuable
in railroad shops and yards because of its convenience and
flexibility. Electric power is now available in nearly all plants,
and by stringing a system of trolley wires the entire storehouse
and storage yards would be served by this crane. The tracks
may be extended into the machine shops and the crane used
for handling wheels, axles and heavy castings. A large rail-
road repair shop could probably keep several of them busy
and the cost would soon be saved in the reduction of laboring
gangs. The J. G. Brill Co. have one in their works and find it
most satisfactory.
162
AMERICAN ENGINEER AND RAILROAD JOURNAL.
TRACTIVE POWER OP TWO-CYLINDER COMPOUNDS.
By C. J. Mellin.
Chief Engineer Richmond Locomotive and Machine Worl£s.
The theory of the tractive power of compound locomotives
appears to be of more general interest among railroad men
than ever before, and, upon requests from a number of people,
the vfriter submits herewith a development of it.
The conditions in starting a compound locomotive differ
somewhat from those of the normal working of the engine, and,
consequently, the tractive power is based on the latter condi-
tion, but it may be of interest to follow up what takes place
in the cylinder from the moment the throttle is opened until
the engine assumes its normal state of compound working.
On opening the throttle the steam enters the high-pressure
cylinder direct, as in the case of a simple engine, and to the
low-pressure cylinder, also from the throttle, through a pas-
sage generally governed by an automatic stop and reducing
valve, so proportioned that the pressure (p) admitted to the
low-pressure cylinder steam chest bears the same relation to
the pressure (P) in the high-pressure steam chest as the high-
pressure piston area (a) bears to the low-pressure piston area
(A) or p:P = a:A, which give the same power on both sides
of a two-cylinder compound engine.
The receiver in the meantime being closed from the low-
pressure cylinder by the intercepting valve, there is only at-
mospheric resistance to both pistons during the first stroke.
After the second or third exhaust from the high-pressure cyl-
inder this steam has accumulated in the receiver to the required
initial pressure in the low-pressure cylinder, and the engine,
if provided with an automatic intercepting valve, goes over
into compound working without any manipulation on the part
of the engineman; that is, the pressure in the receiver opens
the intercepting valve, which valve, by its motion, closes the
stop and reducing valve, whereby the admittance of live steam
to the low-pressure cylinder is shut off and the high-pressure
exhaust steam is admitted to the low-pressure cylinder. The
engine is then working compound, and it is in this condition
tnat its tractive power is to be calculated.
The resultant work of a compound engine is based on the
low-pressure cylinder, and the general average pressure of
the steam that is let into and expanded throughout the engine.
The high-pressure cylinder enters the formula as a measure-
ment of the initial steam volume, and it subdivides the work
of the engine with the low-pressure cylinder, the former work-
ing in the upper stage and the latter in the lower stage of
the range of pressure from the initial to the terminal. This
subdivision also divides the range of temperatures in the
same manner as that of the pressure, making the variation
only one-half of Its entire range in each cylinder, and makes
it possible to utilize a maximum amount of the expanding
power of the steam with the least variation of temperature
or loss by condensation in the cylinders.
The initial volume of the steam used during one stroke of
the engine is the volume of the high-pressure cylinder up
to the point of cut-off plus the volume of the cylinder clear-
ance. There has, however, been compression from a previous
stroke that has made up part of the clearance, which will be
subtracted from this volume to get the amount of steam sup-
plied by the boiler to fill this space. Then we get the initial
volume from which the work of the engine is obtained.
We now designate this volume, with reference to the high-
pressure cylinder, calling the high-pressure cylinder volume =
a, cut-off = c, the cylinder clearance := b and the compression
= f, when the volume used is = ac + a(b — f), a being the
unit and c, b and f expressed in percentage of a. The final
volume is that displaced by the low-pressure piston up to
the point of release plus its cylinder clearance less the com-
pression.
In designating this in same manner ns that of the high-
le—
/?+a(b-f)
--i
f^
I
1
1
1
1
\
s
.
d ^
\
D
^r ^.J
>^
^
1
\ f!/-m. line
f1.L
Tractive Power of Two-Cylinder Compounds.
pressure cylinder by using capitals for corresponding quanti-
ties, calling the volume displaced by the piston to the point of
release, E, we get the final volume A E + A(B — P), or calling
the space from the points of release to the end of the stroke G,
we can signify the final volume by A — (G A)-|- A{B — P).
Again, by substituting the clearance, less the compression,
A(B — F), in the low-pressure cylinder with the volume from
the point of exhaust to the end of the stroke, G A, and the
clearance, less compression, of the high-pressure cylinder
a(b — f), which aggregate about the same amount, we elim-
inate several terms from the formula that in most cases will
have to be assumed anyway, and we get a simpler expression
of the whole problem, which then will be A + a(b — f), and
the number of expansions
A + a(b— f)
N = (1)
ac -f a(b— f)
as illustrated in the sketch.
This being the foundation of the problem, we can proceed
on known methods for its solution, where it will be noticed
that the areas of the cylinders are substituted for volumes in
the calculation, which may be done when the stroke of the pis-
tons are the same.
Since the number of expansions are known, we get the theo-
retical average pressure
P -I- hyp. log N
P> = 15 (2)
N
where P is the absolute initial pressure or boiler pressure plus
the atmospheric pressure. The hyperbolic log, N, is found in
any hand-book that treats on the subject of steam.
Pi = the theoretical average pressure. The actual average
pressure, P=., is about 80 per cent, of Pi, due to wire drawing
of the steam in ports and passages, and we have the tractive
power
d,' P. S
T = (3)
2 D
in which di =: diameter of the low-pressure cylinder, S = stroke
of piston, and D = diameter of drivers.
This formula is derived from the fundamental formula
0.7854 d= Ps 2 S
T =
3.1416 D
which, after cancelling gives the above.
Now let us apply these formulas to an engine with 21-inch
and 33-inch by 26-inch cylinders, 56 inches in diameter of
drivers and 200 pounds boiler pressure (P = 215 pounds.lC =
85 per cent.; b = 8 per cent, and f = 2 per cent, of a. A being
850 square inches, and a being 340 square inches, we have from
formula (1):
A -f a (b — f)
N =
850 4- 340 (0.08 — 0.02)
ac -f- a (b — f)
2.81 expansions.
The hyperbolic logarithm for 2.81
formula (2) :
(340 X 0.85) -f- 340 (0.08 — 0.02)
= 1.0332, hence we get from
215 (1 ~ 1.0332)
-15 = 140.5
P (1 -I- hyp. log. N)
Pi = 15
N 2.81
pounds, and the actual average pressure P= = 140.5 X 0.80
112.4 pounds.
By inserting the value of P: in the third formula, we get
d= P.. S 33 X 33 X 112.4 X 26
T = = = 28,411 lbs..
2 d
tractive power.
2 X 56
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 15 6
A NEW PLAN CONCERNING THE PURDUE LOCOMOTIVE
TESTING PLANT.
Tlip lofoiiiotivo laboratory or Purdue University was estab-
lished for the purpose of instructing stvidents, and during the
eight years of its existence it has never failed to serve this
purpose well. The opportunity which the plant offers for work
of research has, however, never been lost from view, and in
recent years small sums of money have from time to time
been made available for such worlt. This has served to de-
velop some facts for several committees of the Master Me-
chanics' Association and to advance several important lines of
work projected by Prof. W. F. M. Goss, whose name is so
closely associated with this admirable institution. Various
commercial tests for which money has been received have
helped to swell the volume of the business done. Thus far,
however, the business has not been sufficient to completely oc-
cupy the plant. The instructional work, the research which
can be paid for by the Purdue Trustees, and the commercial
work, all combined, have not, in the past, been sufficient
to warrant the maintenance of a permanent force of attendants
about the plant, with the result that the work which has been
accomplished has been done at a disadvantage and real progress
has been slow. Moreover, tlie limitations arising from this
course have prevented the acceptance of many opportunities foi
commercial work which, under more favorable conditions, could
have been accomplished with profit.
It is the desire of the Trustees of Purdue that the locomotive
testing laboratory shall be made to serve as large a sphere ol
usefulness as practicable. While unable themselves to pro-
vide funds for its continuous operation, they are ready to ex-
tend every encouragement to others who may assist to such an
end. To sustain a permanent organization at the plant, and
to provide supplies of fuel, oil, etc., needed for its continuance
will require the expenditure of from $6,000 to |8,000 a year.
It would seem not unlikely that the business demands of the
whole country would equal this amount, at least for a single
year. It is proposed, therefore, to ask those who are likely
to be interested in the subject to subscribe for work to be don
at times which may be agreeable between September 1, 1900, and
September 1. 1901. Thus, Messrs. X. & Co. may signify their
willingness to invest in the laboratory to the extent of ?1,000;
Messrs. Y. & Co. to the extent of J2,000, while individuals
may come in for amounts as low as $100. In the event that
a sufficient amount is subscribed to warrant an organization
on the basis indicated, they may at any time within the 12
months indicated arrange to have work done and reported upon
by the regular laboratory authorities with the expectation
of paying a fair amount for each test or each investigation,
which amount will be credited against the amount they sub-
scribed.
The purpose of the charge and the basis upon which it will
be fixed will be such as to cover labor and material accounts
only. Nothing will be charged for the use of the plant, or for
deterioration, or for repairs except such as may result from
the progress of the individual work in hand. The laboratory au-
thorities will hold themselves in readiness to quote in advance
fixed prices for all work that may be proposed. An estimate
of what may be accomplished for a given amount may be madt
from the following statement. To run the plant the daily la
bor costs will be about as follows:
One fireman $2.50
One coal pa-sser 1.50
One oiler and attendant 2.50
One man for mounting mechanism 1.50
Two permanent observers at $2.50 5.00
One foreman 3.00
Total 16.00
Olflfflce expense in summarizing data and f<)rmulating
report, chargeable to one day's running 6.50
Allowance to cover loss for periods of enforced idleness.. 2.00
Total expense per day (engine not running) $24.00
This expense would be expected to continue whether the
engine was actually under steam or not. The observers and
foreman at such times assisting in the oflSce work, while the
leas expensive labor would be making needed preparations for
the next run. To the above estimate covering fixed charges,
there is to be added, for days when the engine would be under
steam, an additional item of $1.5 to cover cost of fuel, oil and
other supplies, making the total cost per day (engine run-
ning) $:j9.
It will be seen on the basis of the above estimate that one
desiring a tQSt of a valve, or a valve mechanism, or of an
exhaust nozzle, or any small thing which could be determined
in a single day's running, could secure all the information de-
sired for .something less than $100. This statement, while
merely an indication of the basis upon which It is proposed tc
make charges for work done, is offered for the guidance of
proposed subscriljers.
The character of the work which may be undertaken may
be anything for which the plant is adapted. It may in''!'jde
a determination of the value of different fuels used under con-
ditions of locomotive service; tests of improvements in the
parts of locomotives, as, for example, valve gears and othei
portions of the mechanism, stacks, draft appliances, lubrica-
tors, etc., or it may include tests of complete locomotives. Thus,
any locomotive within the capacity of the plant could be re-
ceived at the laboratory, mounted, subjected to a series of
careful tests, and delivered from the laboratory ready for ship-
ment.
It is recognized that the fact that proposed patrons are asked
to signify their intention some months before work can be un-
dertaken, has a distinct disadvantage in the working out of
the proposed scheme, but inasmuch as the University cannot
venture money in a business operation, the condition leading
to the objection is a necessary one. though in part, at least,
compensated for by the tender on the part of the University
of the free use of an expensive plant and the consequent low
price at which it is proposed to do work.
THE AMERICAN SOCIETY OF MECHANICAL ENGI-
NEERS.
Semi-Annual Meeting.
The forty-first meeting of the American Society of Mechani-
cal Engineers will be held in the Grand Hotel, Cincinnati, May
15 to IS. The address of welcome will be delivered by the
Hon. Gustav Tafel, Mayor of Cincinnati, at 8.30 p. m.. May
15, and the respoijse will be by Mr. Charles H. Morgan. Presi-
dent of the society. The program of subjects is as follows:
Rockwood, Geo. I.. "Qn the Value of a Horse Power"; Yar-
yan, H. T., "Hot Water Heating from a Central Station";
Aldrich, W. S., "Systems of Efficiency of Electric Transmission
in Factories and Mills"; Guest, J. J.. "Design of Speed Cones":
Thurston, Robt. H., "Multiple Cylinder Engines": Magruder.
Wm. T., "The Gas Engine Hot-Tube as an Ignition Timing
Device": Goldsmith, N. O., 'TVater Softening Plant of the
Lorain Steel Co."; Higgins, M. P.. "Education of Machinists.
Foremen and Mechanical Engineers": Herschmann. Arthur,
"The Automobile Wagon for Heavy Duty"; Cooley, M. E.. "A
Test of a Fifteen Million High Duty Pumping Engine at Grand
Rapids, Mich."; Goss, W^. F. M., "Tests of the Snow Pumping
Engine at the Riverside Station of the Indianapolis Water
Company": Ball. B. C, "Cylinder Proportions for Compound
and Triple Expansion Engines." Topical discussions: "WTiat
Does It Cost to Run Trains at High Speed?" "Protection of
Pen-stocks from Corrosion."
The shops of the Evansville & Terre Haute Railroad at Ev-
ansville. Ind., are being greatly improved under the adminis-
tration of Mr. A. C. Hone, the Superintendent of Motive Power
and Rolling Stock. Mr. Hone is a young man and a techaica
school graduate. He has put new life into the motive powe-
department and has made important improvements. The build
ings have been painted, new stationary engines and boilers
put in. and the entire equipment has been brought up to a state
of modernism in condition and appearance. Five or six en
gines are in the shops at all times tor overhauling, as well as
about the same number of coaches, ba?gage and other cars.
166
AMERICAN ENGINEER AND RAILROAD JOURNAL.
The Bettendorf IBeam Bolsters.
CTiorv ON LINE A A
I
SECriOM ON LINE B E
I
SECTION ON UNE C C.
The Bettendorf l-Beam Bolsters.
THE BETTENDORF I-BEAM BOLSTER.
New Method of Manufacture.
These bolsters have been in use for several years and their
record is good. The designer had chiefly in mind the advant-
age of the I-beam section in the distribution of metal in the
bolsters in order to secure the maximum of strength with a
minimum of weight, together with the advisability of using
the smallest number of parts and the selection of material
which would permit of making repairs without great expense
or difficulty. In the structure the importance of sufficient
stiffness to keep the side hearings clear of each other under
the loads and the wear and tear of service was considered of
first importance, because of the well-known troubles and
wastefulness resulting from bolsters being "down on their side
bearings."
These engravings show a pair of bolsters complete and a
view of one of the I-beams of a body holster illustrating the
new method of manufacture. The I-beams are of open hearth
steel and the former practice of cutting out a portion of the
web at each end and dovetailing the edges together has been
abandoned as unnecessary. The present practice is to press
foius into the web, deep at the outer ends and running out into
the flat web near the center, and to do this in a powerful
hydraulic press without heating the I-beam. The sectional
views show the form of these folds and the complete view
shows their neat appeai-ance in the finished bolster. An inci-
dental advantage of this process Is the severe physical test
which the material undergoes in this cold pressing process.
Defective or poor qualities of steel will at once be revealed
before the construction is completed.
A variety of designs have been brought out tor adapting
these bolsters to cars of various kinds, for example, those
with low side sills, cars with the American Continuous Draft
Gear and those with draft timber passing through the bolsters.
These bolsters are also^asily adapted to any form of truck
construction. A very atwactive design has been made for body
and truck bolsters for 80,000-lb. capacity cars. In these large
capacity body bolsters a plate is carried across the top and a
short distance around the ends. In the truck bolsters the
plate is carried across the lower face and around the ends.
This construction provides increased capacity and adds to the
resistance to longitudinal, lateral and vertical shocks.
The Cloud Steel Truck Co., manufacturers of the Bettendorf
bolsters, also make the Cloud pedestal and diamond frame
trucks. The bolsters are now in use on more than 40 rail-
roads. They are spoken of as "examples of good engineering
in car construction."
The following railroad officers have received appointment to
the Paris Exposition: Mr. A. E. Mitchell, Superintendent of
Motive Power of the Erie; Mr. Wm. Renshaw, Superintendent
of Motive Power of the Illinois Central; and Mr. W. T. Reed,
Superintendent of Motive Power and Machinery of the Seaboard
Air Line, have recently accepted appointments as American
jurors in Class 32, Group 6, Railway Appliances. Dr. C. B.
Dudley, Chemist of the Pennsylvania Railroad, has been ap-
pointed delegate to the Congress on Chemistry. Mr. J. F. Wal-
lace, of the Illinois Central, and President of the American
Society of Civil Engineers, has been appointed delegate to
the Congress on Tests of Materials in June. Mr. L. F. Loree,
General Manager of the Pennsylvania Lines West of Pitts-
burg, has accepted the appointment as delegate to the Rail-
way Congress in September. Mr. J. J. Ramsey, Vice-President
and General Manager of the Wabash, has been appointed dele-
gate representing the United States Government at the Con-
gress, and also delegate to represent the American Railway
Association.
May, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 167
THE
"K. A. K." UNDERGROUND ELECTRIC
APPLIED TO CABLE RAILWAYS.
CONDUIT
Wc have received from Mr. O. S. Kelly, of Springfield, Ohio,
information concerning the "K. A. K." system as applied to
cable railway conduits, also drawings from which the ac-
companying engravings were made.
A glance at the section of the conduit shows how the elec-
tric feeders, insulators and conductors are arranged, to avoid
interference with the regular operation of the cable system.
In Figs. 1 and 3 the important details of the system are
shown. The rails are supported on channel iron ties, which
are secured to the yoke, which Is of cast iron. The steel
pieces, C, are placed directly upon the top of the yoke with
one side turned at right angles to form the drip into the con-
duit. The insulators, D, support malleable pieces, B, on which
lips are provided to close around the conduit feeder tubing,
G, which is of iron pipe lined with treated wood shown in
section at O. The feeder cables, H, pass through these con-
duits. The tubes are air tight to avoid difficulties with atmos-
pheric and other moisture.
The conductor rails, I, are bolted to the malleable castings,
E, as shown in Fig. 3. The conductors are bonded at the ends
by heavy flexible copper strips. Provision is made for con-
traction and expansion in the joints, and also for slight move-
ments of the insulators. The trolley contacts are made by
the two springs, K, K, of flat steel or spring brass. They
carry cast iron shoes, J, on their lower ends for making con-
tact with the conductor rails and as they are simple and in-
expensive, renewals may be cheaply made. The springs, K,
are carried in opposite directions at their lower ends; they
pass through and are supported in insulating material shown
at L, in Pig. 3, which is protected by the steel covering, M,
FIG, 1
this being fitted loosely in the base, N, which is permanently
secured to the car truck. The springs, K, are fastened at the
top by means of the insulating fiber strips, R, and pass loosely
through the insulations, L, of the casing, M. The connection
to the motors are made by means of the binding posts shown
in Fig. 1.
The trolley is raised from the slot by means of the handle
on the top of the insulating strip of Pig. 1. This raises the
springs, K, and draws the shoes away from the conductor rails
and brings them together at the bottom of the casing as seen
in Fig. 2. The casing, M, and the shoes are then drawn from
the slot. In this system manholes are provided from 300 to
500 feet apart. In these the fuse connections are placed and
provisions are made for draining the slot into the sewer. The
FIG. 3
fuse connections are made with heavy copper wire on insulated
screw handles which may be readily detached or replaced
without danger. The conductor rails end at the manholes and
at these points they are connected to the feeders through the
fuses. This construction renders it easy to locate defective
insulation, and also prevents disabling the whole line or large
part of the line because a grounding of one of the conductors
disables one section only. With the return feeder system elec-
trolysis and its serious consequences are entirely prevented.
It is obvious that this system may be used in connection with
overhead trolleys, the overhead and underground trolleys be-
ing connected with the same controlling devices.
THE PROTECTION OF STRUCTURAL METALS FROM COR-
ROSION.
Prof. A. H. Sabin of New York recently delivered an address
before the Engineers' Club of Philadelphia upon "The General
Chemical Aspects of the Corrosion of Structural Metals, and
the Principles Involved in their Protection," and illustrated
his remarks by the exhibition of 235 steel and aluminum plates
which were exposed for about two years to the action of fresh
and salt water. There were originally prepared about 300
plates, each 12 inches wide by IS inches long, and thick enough
not to buckle, and these were divided into three sets, one be-
ing placed in the fresh water in Lake Cochituate, near Bos-
ton; another in the sea water at the New York Navy Yard,
and the third in the sea water at the Norfolk Navy Yard. The
plates, after being made perfectly clean under a wire brush,
were coated with oil paints, varnishes or enamel paints, with
a variety of pigments, so that a great number of different
coatings were tested. The results seemed to show In general
that in pigment paints the character of the pigment makes lit-
tle difference in the permanency of the coating. Oil paint
seemed to wear much worse than varnish paints, while of the
latter, those containing a larger proportion of oil are the best.
Baking is not generally beneficial, except in the case of enam-
els. Fresh water, of course, proved to be much less severe
than salt water upon the coatings. Prof. Sabin also briefly de-
scribed the commercial process of making paints and var-
nishes!
188
AMERICAN ENGINEER AND RAILROAD J OURNAU
A SAFE THIRD RAIL ELE3CTRIC SYSTEM.
The Metropolitan Electric Third Rail & Traction Co., of Bos-
ton, Mr. George W. Hills, manager, appreciating the tendency
toward the use of a third rail for conducting power to
moving trains, has developed a system for rendering the
conducting rail harmless to those who may accidentally
come into contact with it. The electric elevated roads in Chi-
cago, the Brooklyn Bridge and the electric installation on the
New York, New Haven & Hartford R. R. all use the third rail
system, and it will be used also in the application of electric
traction upon the Manhattan R. R. of New York and on the
new elevated lines in Boston. This is a satisfactory indication
that the third rail is to be used for the heavier electric railway
work, and this led to the study of methods for rendering the
rail safe by Mr. George F. Gale, the inventor of the system
developed by the company referred to.
The third rail is divided up into short sections insulated from
each other, and these are brought into electrical contact and
made "live" rails by connecting switches, operated automati-
cally by the presence of the train in the sections in such a
.•yay as to put current from the feeders into the conducting
rail only for that part of the rail actually in use by the train.
The switches open again immediately after the passage of the
train, leaving the rail "dead" behind the cars. In this way
there is no danger of injury to persons who may touch the
I ail. Mr. Hills' address is 70 Milk St., Boston, Mass., and
further information may be had from him.
PERSONALS.
Mr. R. H. Soule will open an office in New York May 1, as
Consulting Mechanical Engineer.
Mr. John M. Egan, Vice-President of the Central of Georgia,
has been elected President, to succeed the late H. M. Comer.
Mr. F. A. Cruger has been appointed Purchasing Agent for
the Northern Steamship Company, with headquarters at Buf-
falo.
Mr. Chas. J. Canfleld has been elected President, General
Manager and Purchasing Agent of the Manistee & Grand Rap-
ids, vice ,Iohn Canfleld, deceased.
J. E. Gould, General Foreman of the Columbia Shops of
the Ohio Central, has been appointed Master Mechanic of the
Cincinnati Southern at Chattanooga.
Mr. David Brown has been reappointed to his old position as
Master Mechanic of the Delaware, Lackawanna & Western, at
Scran ton. Pa., which he resigned last December.
Mr. William White, Master Mechanic of the Illinois Cen-
tral at Memphis, Ter:n., has accepted an appointment to a like
position on the Lake Erie & Western to succsed the late P.
Reilly.
Mr. Charles Steele of New York, a member of the firm of J.
P. Morgan & Company, has been elected by the Directors of
the Lehigh Valley and also by the Directors of Erie to fill the
place of the late C. H. Coster.
Mr. W. B. Gaskins has been appointed Superintendent of
Motive Power and Machinery of the Pecos Valley & North-
eastern, with headquarters at Roswell. N. M., in place of Mr.
C. M. Stansburg, who has resigned.
Mr. Colin M. Ingersoll, Jr., heretofore Assistant to the Presi-
dent of the New York, New Haven & Hartford, has been ap-
pointed Chief Engineer of that road, vice Mr. F. S. Curtis, re-
cently elected Fourth Vice-President of the company.
Mr, George A. Harden has been appointed Eastern agent
of the Standard Pneumatic Tool Co., with offices at 619 Wash-
ington Life Building, 141 Broadway, New York. He was for-
merly Superintendent of the worlts of the company.
Mr. Geo. M. Brown, Chief Engineer of the Saginaw district
of the Pere Marquette, and who was Chief Engineer of the
Flint & Pere Marquette for 30 years, has tendered his re-
signation to devote his entire time to lumbering interests.
Mr. Arthur Dufty, who has been connected with the Motive
Power Department of the Central Railroad of New Jersey for
some months past, has been promoted to the position of Fore-
man of Machine Shops at Elizabethport, N. J.
Mr. E. P. Bryan, Vice-President and General Manager of
the Terminal Railroad Association of St. Louis, has resigned
to accept the position of General, Manager of the New York
Rapid Transit Subway Company, which is to build the under-
ground railroad in New York.
Mr. Joseph Lythgoe. Superintendent and General Manager
of the Rhode Island Locomotive Works of the International
Power Company, and Mr. John Howarth, Assistant Superin-
tendent of the same company, have resigned. Mr. John R.
McKay will succeed Mr. Howarth.
Mr. George H. Kimball, who was formerly Superintendent
and Chief Engineer of the Columbus, Sandusky & Hocking,
has been appointed Chief Engineer of the Pere Marquette, suc-
ceeding George M. Brown, resigned. Mr. Kimball's headquar-
ters will be at Grand Rapids, Mich.
Mr. J. 0. Pattee, who left the posuion of Superintendent of
Motive Power of the Great Northern January 1, 1900, has been
appointed Superintendent of Locomotive and Car Department
of the Missouri Pacific and St. Louis, Iron Mountain & South-
ern system, vice Mr. ^ank Rearden, resigned to engage in
other business.
Mr. Frank Rearden, who has been Superintendent of the
Locomotive and Car Department of the Missouri Pacific since
November, 1890, has resigned that position. Previous to De-
cember, 1SS8, he was Master Mechanic of the Missouri, Kansas
& Texas, at Denison, Tex., and was then Master Mechanic of
the St. Louis, Iron Mountain & Southern at Little Rock until
he received the appointment of Superintendent of Locomotive
and Car Department of the Missouri Pacific.
Mr. J. F. Deems, Master Mechanic of the Chicago, Bur-
lington & Quincy, at West Burlington. Iowa, has received just
recognition for his services to the company by a promotion to
the position of Assistant Superintendent of Motive Power of
that road. Mr. Deems began his railroad career as apprentice
in the shops of the Baltimore & Ohio. He left that road in
1S89 to enter the service of the Chicago, Burlington & Quincy.
He will continue to make his headquarters at West Burling-
ton, Iowa.
Mr. Dwight C. Morgan has been appointed Engineer Main-
tenance of Way of the Chicago & Alton, with headquarters at
Kansas City, Mo. Mr. Morgan began railroad work in 1890 as
Assistant Engineer in locating and building the Northern Pa-
cific in Montana and Idaho. Besides holding responsible posi-
tions on the Southern Pacific and Illinois Central, he served
for three years as Engineer of the Illinois Board of Railroad
Commissioners. He entered the service of the Chicago & Alton
in 1899 as Assistant Engineer.
May, llKKi.
AMERICAN ENGINEER AND RAILROAD JOURNAL 130
Mr. A. Th. Ornhjelm, Mechanical Engineer of tlie State Rail-
ways of Finland, recently favored us with a pleasant call. He
has been in this country in connection with locomotives re-
cently completed for those lines by the Baldwin Locomotive
Works, and has also made a study of American railroad meth-
ods. He considers our locomotives particularly interesting be-
cause of their enormous power, but finds the finish and care
in fitting rather disaiipciinting. In Finland much is made of
grinding-in and accurate fitting of parts. In car construction
he received many important suggestions from our practice
which appeared to be directly applicable to the conditions In
Finland, where, heretofore, English methods in car design had
been almost exclusively followed. The Norfolk & Western
steel frame coal oar of 80,000 pounds capacity, illustrated on
liage 100 of our April issue, appealed to him particularly as an
example of merit in our practice which was suggestive and ap-
plicable in modified form for the use of the lines he repre-
sented. In visiting the car building plants of this country
he was permitted by the courtesy of Mr. S. P. Bush and Mr.
.1. J. Hcnnessej to examine the car shop methods of the Chi-
cago, Milwaukee & St. Paul at West Milwaukee. He was im-
pressed with the system employed there, and considered it not
inferior to those seen in the largest of the car building estab-
lishments of this country which he visited. Among other in-
teresting matters concerning practice in Finland, where civil
service rules govern appointments and promotions, he men-
tioned the fact that it was customary for young men to serve
for a time as volunteers without pay before taking examina-
tions for appointment to official positions. He himself had
served two years in this way without compensation. Mr.
Ornhjelm is a subscriber to the "American Engineer." His
entire conversation indicated that foreign engineers are seek-
ing more than ever before to inform themselves upon railroad
progress in this country.
BOOKS AND PAMPHLETS.
The Boston Belting Co., 256 Devonshire St., Boston, have
issued a little pamphlet entitled "Do You Know?" of 20 pages,
containing a list of the mechanical rubber goods which they
manufacture. It suggests the importance of this industry,
which reaches into all lines of transportation and manufac-
ture.
Proceedings of the South African Association of Engineers.
Vol. v., 1S98-1899.
This volume contains a discussion on Tests of a King-Riedler
Air Compressor, Notes on Electric Lighting Supply, Isolated
Winding Plant at Ferreira Mine, Three-Phase Electrical Trans-
mission of Power, Notes on the Manufacture of Calcium Car-
liide, and the proceedings of the seventh annual meeting.
Copies may be obtained from Eden Fisher & Co., 6 Clements
Lane, Lombard St., London, E. C.
The Wm. Powell Company, 2525 Spring Grove Avenue, Cincin-
nati, Ohio, have issued a new catalogue and price-list "No. 7,"
giving information concerning their specialties used by engine
builders, mills, furnaces, transportation companies and pipe
fitters. It contains illustrations and information concerning a
very large variety of valves, lubricators, oil feeders and grease
cups. The importance of making valves with a view of re-
grinding is emphasized. Among the lubricators we note the
patent "Star" duplex condenser and double "up-feed" locomo-
tive lubricator which was illustrated on page 125 of our April
issue. The pamphlet has 253 pages and is convenient for the
pocket. It has a number of colored pages scattered through
the book, with useful information concerning the use of steam,
horse power of boilers and engines and the use of belting.
This catalogue should be kept at hand by all who use steam
specialties because of its scope and convenience.
"Colorado via the Burlington Route" is the title of a new
pamphlet on Colorado just issued by Mr. P. S. Eustis, Genei-al
Passenger Agent of the Chicago, Burlington & Quincy. The
past year has brought out an unusual number of noteworthy
railroad advertising publications, but this one surpasses them
all in attractiveness. The whole work is in excellent taste and
the production is a book so handsome that it will find its place
among the nice things one likes to preserve. It has another
and greater value as a guide to the wonderful attraollona for
which the tourist loves (_;olorado. The illustralionH are well
executed half-tones from the copyrighted jihotographH of the
Detroit Photographic (,'ompany; the text is by James Steele,
and these are combined with good printing and tasteful ar-
rangement. Copies may be had by sendljig a request accom-
panied by six cents In stamps to Mr. P. S. Eustis, General
Passenger Agent, 209 Adams Street, Chicago.
The Ball Bearing Co., Watson St., Boston, manufacturers of
ball and roller bearings for all kinds of machine construction,
shafting and vehicles, have issued a "Twentieth Century Cata-
logue" describing the forms of these bearings which are regu-
larly manufactured and carried In stock. It is beyond the
possibilities of a catalogue to show all of the forms they are
prepared to make. With special machinery and a trained
organization they are ready to take up any desired special
work of this character. Among the Illustrations we notice one
of thrust collar roller bearings for heavy pressures which ap-
pears to be very desirable for cranes and turn-tables where
heavy loads must be provided for in small spaces. The cata-
logue presents a surprising variety of bearings, and In con-
nection with each size and style the working loads are given.
The pamphlet is well printed and bound In durable flexible
covers. The present activity of the company indicates that
Mr. W. S. Rogers, the General Manager, has used his railroad
experience very effectively in the two years of his connection
with this concern. The work is now far behind the orders,
and machinery soon *~ >" installed will double the capacity
of the plant. A rec iidition of 10,000 square feet of floor
area has been made to the factory. A large field for ball bear-
ings is represented by an engraving of an automobile on the
back cover of the catalogue.
Boston & Maine Publications. — In Its mission of promoting
and bringing New England into prominence as a vacation and
tourist resort, the Boston & Maine Railroad endeavors to place
before the public descriptive matter that is interesting, in-
structive and authentic.
The illustrations used in the various publications are from
pictures taken expressly for the Boston & Maine Railroad by
one of the most noted landscape photographers in the country
and are veritable works of art.
Last year three portfolios were added to the list of illus-
trated publications which bear the following titles: "New Eng-
land Lakes," "New England Rivers" and "Mountains of New
England." These portfolios contain half-tone reproductions
4 by 6 inches in size. For the present season two additional
portfolios have been prepared, namely: "Sea Shore of New
England," and "Picturesque New England" (Historical-Mis-
cellaneous).
In the Sea Shore Portfolio, among the thirty odd views of the
rugged New England shore Is a distant outline of Grover's
Cliff, at Beachmont. In the vicinity of Marblehead are pict-
ures of the surf and of the ancient wharves and of scenes in
the harbor; then there is a picture of the "Singing Beach"
at Manchester on the North Shore. Gloucester affords a va-
riety of scenic display which depicts harbor and shore scenes.
Further down the shore are vistas of picturesque surroundings
at Ipswich Bluff, in the vicinity of Newburyport and at Salis-
bury. Of Hampton Beach and the Isles of Shoals there are
several views, as well as York Beach. Likewise of Kennebunk
and Old Orchard there are several delightfully pleasing repre-
sentations of familiar places.
The Picturesque New England Portfolio is indeed one of the
most interesting of the series, as it treats of a variety of
subjects with which all are acquainted. Pictures are shown
of the birthplaces of Whittier, Hawthorne, Rebecca Nourse,
Horace Greeley, and President Pierce, while the Revolutionary
reminders include illustrations of the Munroe Tavern; the
Monument and Minute Man Statue at Concord, Mass.; the
Governor Craddock House at Medford; and General Gage's
Headquarters. The Colonial period is suggested in a collection
embracing illustrations of the Frary House, the Governor
Wentworth Mansion and the Hannah Duston Monument. The
rural districts are attractively displayed in numerous views
of inland scenes in the vicinity of Hadley, Lancaster and Gro-
ton, Mass., and Charlestown, N. H.
Either one or all of these five portfolios can be obtained
by sending six cents in stamps for each book to the General
Pass. Dept., B. & M. R. R., Boston, Mass.
160
AMERICAN ENGINEER AND RAILROAD JOURNAL
Les Moteurs a Kxplosion Btude a L' Usage des Constructeurs
and Conducteurs d'Automobiles. Par George Moreau. Pub-
lished by Llbrarie Polytechnique, Ch. Beranger, Editor, 15
Rue des Saintes-Peres, Paris, 1900.
This book Is an elaborate mathematical study of small ex-
plosive motors, having particular reference to those for motor
carriages. It is intended for mechanical engineers who are
engaged in designing and constructing such motors. It con-
tains a theoretical study of small internal combustion engines,
a critical examination of their cycles, consideration of the
power transmission from the pistons of the motors to the
axles, the internal friction of these motors and machinery of
motor carriages, a discussion of the operating parts of motors,
including governors and transmission devices. A general chap-
ter treats of the thermal values of gas and oil for motors and
the quantities of air required for combustion. Another chap-
ter deals with the power of motors, their heat losses, tests, road
trials and races. The treatment of tests with conclusions upon
which to base designs and the information for guidance in the
design of these motors which the title of the book leads the
reader to expect are not quite satisfying, but as a theoretical
study with the deduction of formulas it is very successful.
EaUIPMENT AND MANUFACTURING NOTES.
McCord & Co. have moved their Chicago offices to 1475 Old
Colony Building.
The Chicago Pneumatic Tool Co. have moved their New York
offices from 122 Liberty Street, to No. 95 of the same street.
There are S,000 regular employes on the rolls of the Baldwin
Locomotive Works, and the present activity represents an
output of 1,200 locomotives per year, or 4 for every working
day.
Mr. Samuel B. Hynes has been elected Secretary of the
Safety Car Heating and Lighting Co., with office in Chicago.
He succeeds Mr. C. H. Howard, who has resigned to accept
a position with another company.
The Detroit Graphite Mfg. Co., Detroit, Mich., have issued
a cai'd directing attention to the time and corrosion resisting
properties of their "Superior Graphite Paint," particularly
for the protection of exposed metal and wood surfaces.
The Chicago Pneumatic Tool Co. have been Informed by
Naval Constructor Belianskie of the Russian Navy that the
new Boyer pneumatic drill has been very successful and sat-
isfactory in submarine work upon the sunken battleship
"Apraxin" of that navy. In an illustrated lecture by this offi-
cer before the Marine Society of St. Petersburg, upon this
drill, this officer demonstrated that it will bore through granite
and other hard substances under water as well as in the air.
In the article on "Rapid Transit in New York," which Will-
iam Barclay Parsons, chief engineer of the Rapid Transit
Commission, contributes to the May Scribner's, he says that,
after the railway is built and the street surface restored, ex-
cept at portions at the northern termini, where there are
viaduct constructions, there will be scarcely any evidences of
its existence. The only outward sign will be the glass-covered
stairway approaches leading down from the sidewalks to the
stations. Mr. Parsons makes the point that it should be
called a subway, not a tunnel.
Mr. A. C. Hone, Superintendent of Motive Power of the
Evansville & Terre Haute R. R., has extended the compressed
air system at the Evansville shops for the purpose of spraying
freight cars. Recent tests on this road of Lucol paint have
proven very satisfactory. One coat of this paint is held to
be equal to two coats of linseed oil paint, and as it dries out
in 8 to 10 hours, cars are painted and stenciled in one day,
thus saving the labor of the second coat of linseed oil paint
and the detention of the car till the next day to put it on.
The Vandalia R. R. at Terre Haute are also testing this paint.
About three years ago the Standard Steel Platform for pas-
senger cars, designed by H. H. Sessions, was placed upon the
market by the Standard Coupler Company. It is now in use
on eighty railroads, besides being the adopted standard of the
Pullman Company. The President of the Standard Coupler
Co., Geo. A. Post, makes the interesting statement that, dur-
ing the first three months of 1900, shipments of steel platforms
have been made for application to equipment of railroads that,
in the aggregate, operate in every state and territory of the
United States, except Delaware, and as well in Canada and
Mexico.
The Ashcroft Manufacturing Co., 85 Liberty St., New York,
have issued a new catalogue which they have endeavored to
make complete in every detail in illustrating and describing
their well-known products. The Ashcroft pressure gauges,
Edson pressure recording and alarm gauge, the Ashcroft revo-
lution counter, the Keyser automatic water gauge, the Mos-
crop speed recorder and the Tabor steam engin e indicator are
included, and it is evident from this catalogue that this firm
aims to keep abreast of the times in meeting new demands
for devices in these and similar lines. The book is bound in
buckram and is well printed and clearly illustrated. It has
an index.
Railway Motor Engineering is a new course of instruction
offered by the International Correspondence Schools, Scranton,
Pa. The course was prepared and is being kept up to date
by Eugene C. Parham, Superintendent of the Nassau Division
of the Brooklyn Rapid Transit. It is intended for operators
and those who wish to become operators of electrical ma-
chinery and contains practical instruction on the operation
and maintenance of electric cars and motors. As instruction
is can-ied on by mail, it affords means for acquiring valuable
information without obliging students to lose time from work.
The International Correspondence Schools were established in
1S91 and have nearly 100 courses and over 165,000 students and
graduates.
An impressive demonstration of the effect of "Cllng-Surface"
in a recent emergency in an electric railway power house is
described by the Editor of the Sibley College Journal of En-
gineering, Cornell University. He, with others, was making
electrical tests under the direction of Professor Carpenter of
Cornell at the power house of the Buffalo (New York) Street
Railway. While the tests were progressing it was snowing,
according to the account, at the rate of six inches an hour.
An ice jam had formed in the Niagara River, and the power
from Niagara Falls was shut off, compelling the railway com-
pany to do its storm work with power from their own engines
alone. These were forced to the utmost. The belts strained
and groaned, and ran with a great deal of slack in their non-
driving sides. All the belts held except one. That one was
dry and hard, with a shiny, glassy surface, while the others
which did not slip had been treated with Cling-Surface.
The Chicago Pneumatic Tool Co., manufacturers of the
Boyer and other pneumatic tools, have issued a unique pam-
phlet of 158 pages containing reproductions of testimonial let-
ters from firms who are using these tools. Such an array of
favorable testimonials has never before been brought to our
attention. The appreciation of these tools, expressed in these
letters, is convincing evidence of the high position they have
taken because of their labor-saving possibilities. In some
cases several letters from the same firm testify to continued
use and satisfaction. The letters refer to different appliances
and the high standing and prominence of the firms gives weight
to their favorable opinions of which any manufacturers sup-
plying them should be proud. This pamphlet contains nothing
but these letters. It is a convincing argument in favor of
the tools. They have brought about a revolution in methods
of building and repairing boilers, ships, locomotives and work
of similar character. Many of the letters mention this fact.
An exhibition was recently made at the Art Museum, in
Springfield, Mass., of the results of woi-k done by local stu-
dents in the International Correspondence Schools of Scran-
ton, Pa. This exhibition was of special interest as showing
how far comparatively uneducated people may progress by
improving spare moments in the study of lines of work In which
they desire to perfect themselves. The Correspondence Schools
interested in this exhibition have a remarkable following in
that city, over 600 persons being enrolled there. The work
covers almost every line in which working people are inter-
ested. An ambitious young man who has been forced to slight
his common-school education turns to the courses offered by
these schools, and. selecting the one in which he is most inter-
ested, begins the study. The plan of the courses pre-supposes
only the ability to read and write. The first work is elemen-
tary and the progress is gradual and possible only by becom-
ing perfect in what has preceded. The student goes through
the course and at such a time as he completes the work re-
ceives a diploma, and the management of the schools Is also
interested in securing for the graduate better employment in
keeping with his proficiency. The exhibition was made In
Springfield at the suggestion of the City Library Association.
June, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 161
i_ AMERICAN--^
Engineer
RAILROAD '"journal
JUNE. 1900.
OOlSTTEilvrTS.
ILUISTRATKD ARTH LES ;
I'ano
AtlHiitic Type Fast Passenprer
Locomotive, Pennsylvania K.
!{.. Class Kl 161
New Dvnamnnietor Car.Cliicago
&Norlliwe^tern hy 17.3
Mean Ktfeerive Presaurc and
Horse Power, by F. J. Cole 17ti
Locomotive Tenders, by William
Forsyth ISl
(^ost or HunninK Fast Trains, by
G. R. Henderson 186
Central Water Leg Applied to
Wootten Fire Doxes, by W.
Melntosh 190
U^paiis to Steel Freight Cars,
by C A, Seley 191
Comparative Performance of
Heavy and Medium Weight
Locomotives, by F. F. Gaines.. 196
Turner's New Short "Front End" 200
Duplex (lompound Locomotive
for Seven Per Cent. Grades 2ij2
Ten-Wheel Locomotive for Swe-
den, Ystad Eslof Ky 2f3
Miscellaneous Akticles :
Exhaust Arrangements. -
Master Mechanics' Tests 171
Page
MiSCKl.LANKOUS ARTICLES:
Consideration of Weight of
Parts in Locomotive Design,
by W. II. Marshall 174
Morteiison's Nut Lock . 179
l.ocomotiv.s in 1900, by M. N.
Forney ... , „ . ' "
Freight Car Draft Gears, by Ed-
ward Giafatroni 185
F.ro Hox Design 186
The Arrangement of Boiler
Shops, by F. M . Why to 188
A Carefully Designed Locomo-
tive
■Ventilation of Passenger Cars,
by C. B. Dudley and F. W.
Pease
Tie Need for Further Tosts on
Locomotive Exhaust Arrang
ments, by H. H. Vaughan..
The Wide Fire Box as a St in-
dard, by J. Snowden Bell
Twin Screw Steainship,"Grosser
Kurfurst " 202
Improvements in Locomotive
Tenders 202
Tractive Power of Two-Cylinder
Compounds. — Corrections 204
Electric Car Lighting '201
Pneumatic Tool Litigation . . 204
189
191
197
198
ATLANTIC TYPE FAST PASSENGER LOCOMOTIVE.
PENNSYLVANIA RAILROAD.
Class E 1.
(With an Inset.)
The highest development in passenger locomotives on the
Pennsylvania and probably the best example of painstaking
design is the Class E 1. Atlantic type, of which three were
built last year at the Juniata shops, Altoona, and put into the
Atlantic City service last sutnmer. These engines won the
admiration of one of our best-known locomotive builders, who
recently referred to them as "the best workmanship ever put
into locomotives in this country." They are more noteworthy,
however, as representing a design the object of which was
to secure the highest possible speeds in very fast passenger
service of a special character and to develop the maximum
capacity of the single-expansion engine in this work. It is
not believed that the ultimate has been reached and, while
the type in its present form may not become a generally adopt-
ed standard, its success seems likely to exert a marked influ-
ence on future design on this road and to have a tendency
to bring about a change of opinion with reference to boiler
construction and the design of details on other roads.
The necessity for burning a large amount of fuel, whether
' anthracite or bituminous, was recognized, and to do this with
reasonably low rates of combustion, large grates were used.
The grate area is nearly 70 square feet, which appears to be
ample for the conditions to be met, and experiments are now
being made by blocking off portions of the grates to show
whether or not this may be reduced in future construction
in order to secure a cab arrangement which will bring the
engineer and fireman together. The large grates have already
shown the advantage of flexibility in the selection of coal and
the importance of large grate areas in obtaining great power
for relatively long periods. We believe that locomotives have
never been designed with greater care than these. This was
due to the Pennsylvania way of working and to the special
attention which was required by the radically new features
in their practice in this case. The details of construction,
the size and form of the steam passages and the study of the
valve motion are specially interesting features, all of which.
added to the boiler power, contribute to the satisfactory per-
formance.
The engines were Intended specially for the Atlantic City
service from Camden to Atlantic City, and with trains of about
300 tons the engineers state that they have not yet reached
speeds at which the boilers failed or showed signs of failing
in steaming capacity. March 29, last, engine No. 820. the one
we illustrate, hauled 7 cars from We.st Haddonfield to the
Atlantic City drawbridge, .5114 miles, in 47 minutes, an average
speed of O.'j.T mile.s per hour. The distance from Hammonton
to the drawbridge, 27.4 miles, was covered at the rate of 74.7
miles per hour. The same run was made last July with
engine No. 698 with a train of 8 cars and the dynamometer
car, the combined weight of which was 308 tons, at the same
average speed. The average drawbar pull was 4,130 pounds
and the drawbar horse-power was 822, as measured from the
dynamometer. The maximum speed with this train was
79.9 miles per hour. These records were made in regular
service and not with a view of showing the limits of speed;
these have not been reached and are not required by the
present schedules. It may therefore be said that the capacity
for high speed is not yet known. The schedule for last year
called for an average speed of 63.6 miles per hour from Cam-
den to Atlantic City. 58.3 miles, and there was not the slight-
est difficulty in making it.
On page 22 of our January number of the current volume
we printed a general description of these engines and now
present the most interesting of the details. The principal
dimeusions. are as follows:
PENNSYLVANIA R. R.
Class E 1, Atlantic Type.
Weight on truck in working order 38,125 Ii*-.
Weight on first pair of drivers 50.250 lbs.
Weight on second pair of drivers 51,300 lbs.
Weight on trailing wheels 33.775 lb:i.
"Weight on engine in working order : 173.450 lbs.
Tractive power per pound of m. e. p 136.6
Tractive power with e. m. p. eijual to 4/5 boiler pressure 20,214
Number of pairs of driving wheels 2
Diameter of driving wheels SO In.
Size of driving axle journals ;9V4 in. and 8^ In. by 13 in.
Length of driving wlieel base 7 ft. 5 in.
Total wheel base of engine 26 ft. 6^4 in.
Total wheel base of engine and tender 50 ft. 5 in.
Number of w'heels in engine truck \
Diameter of wheels in engine truck 36 In.
Size of engine truck axle journals 5^4 by lO in.
Spread of cylinders SS^^ In.
Size of cylinders 20i» In. by 26 in.
Steam ports IVi in. by 20 In.
Exhaust ports 3 in. by 20 In.
Travel of valve 7 in.
Lap of valve 1^ In.
Type of boiler Belpalre wide firebox
Minimum internal diameter of boiler 65% in.
Number of tubes 353
Outside diameter of tubes l-U m.
Length of tubes between tube sheets 156 in.
Fire area through tubes. si.iuare feet 4.5
Size of firebox, inside 102 in. by 96 in.
Fire grate area, square feet 68
External heating surface of tubes, square feet 2,102.4
Heating surface of flrebo.x. square feet 218.0
Total heating surface of boiler, square feet 2,320.4
Steam pressure per square inch, pounds 185
Number of wheels under tender 6
Diameter of wheels under tender 42 In.
Size of tender truck axle journals 5 in. by 9 In.
Boiler.
The boiler, which is 65% in. in diameter at the front end,
is straight on top and combines a wide firebox and a com-
bustion chamber with Belpaire staying. This method of stay-
ing is a favorite on this road, although it has been departed
from in later designs in order to save weight and space in
the cab. The firebox is 8 ft. long by 8 ft. 6 In. wide, which
is believed to be the widest grate ever used. There are two
fire-doors: one would not permit of firing such a wide grate.
The combustion chamber is 3 ft. 3 in. long and is flat on top
and bottom. Large water spaces are provided around the com-
bustion chamber and particularly under it, where the opening
is about 8 in. deep. The combustion chamber outside sheet
has cross stays bearing on bosses made by flanging the sheet
outward as shown in Fig. 5. There are seven of these stays
fitted with copper washers and cap nuts. The combustion
chamber is separated from the firebox by a brick bridge wall.
162
AMERICAN ENGINEER AND RAILROAD JOURNAL.
— l--a'6X- -I
€..i
i 7^6= V '■ 8^^^ -1 iAi- i- 5^ J
The tubes, 353 in number, are 1% in. in diameter, 13 ft. 1 in.
long, whicli is a ratio of 104 calibers inside, and 86 outside.
About 90 calibers was desired. The heating surfaces, weights
and thicknesses of sheets are as follows:
External heating surface of tubes.. 2,102 sq. ft.
Heating .surface, firebox and chamber 21S sq. it.
Total heating surface ; 2,320 sq. ft.
F.ire area through tubes 4.5 sq. ft.
Total weight of boiler 37,494 lbs.
Weight of tubes S,671 lbs.
Thickness of shell sheets 9/16 in.
Thickness of side sheets :. 5/16 in.
Thickness of crown sheets % in.
Thickness of outside roof sheet % in.
Thickness of outside side sheets % in.
The sheets are thin and they should therefore be expected
to favor the durability of the staybolts. "Nixon" stays are
used at the points marked with crosses in Fig. 2. The back
head has outward flanging and is stayed with rods secured
to the head by means of feet of steel plate made in box form.
These act ae gussets and their flanges stiffen the sheet. Where
the diagonal stays cross the laterals, the laterals are doubled
to avoid interference. The mud ring is 4 in. wide at the front
and sides, reduced to 31/2 in. at the back end. The crown sheet
is continuous, extending in a single plate from the back end
of the firebox to the front end of the combustion chamber,
the roof sheet being made in the same way. The roof sheet
is 12 ft. 3 in. long and the length of the crown sheet is 11 ft.
5 in. The dome is cylindrical with a curved dome saddle.
Grates and Ash Pan.— The grates are in four sections, each
with a separate shaking bar at the back head. The grates
are straight across the back end with a dip toward the center,
increasing in depth toward the front. They are supported
at the sides by castings bolted to the firebox sheets, as shown
in Fig. 8. These castings also extend across the front and
back ends and carry the longitudinal central bearing bars
June, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 163
— % MtUlln
% Studa
J«'8tudJ
which are supported at the center of the firebox by the cross
bearing bar. The grate bearing castings make tight Joints
with the firebox sheets against asbestos rope and they extend
below the grates to carry the ash pan. The ends of the grate
bars have sockets fitting over projections on the bearers in
such a way as to protect the bearings from accumulations of
ashes. The cross bearer is lipped over a boss forged on the
under side of the mud ring and acts as a lateral brace at the '
center of the firebox as seen in Fig. 11. This figure also shows '
the bonnet placed over the end of the cross bearer where it \
passes through the ash pan. The grates have about 50 per
cent, of air space and are intended for both anthracite and
bituminous coal.
The ash pan is of 14-in. tank steel put together with % by
2 by 2 in. angles and carefully fitted to be air tight. The
joints with the firebox sheets are made with asbestos rope to
prevent air from getting in at the sheets and creating "blow-
pipe" flames against the sheets. The pan was made as deep ■
as possible in order to secure large volume and the ashes
are dropped through a cast iron slide without the neces-
sity of raking them down. This slide is locked in the closed
position by pawls shown in Fig. 7. The air dampers of wide
firebox engines are usually placed at the rear ends; in this
case it is in front, and in the form of a cast iron plate which
is counterbalanced and is dropped in a guiding frame in open-
ing. Safety hangers are placed over the frames to hold the
ash pan in case of breakage of the bearing castings. In many
ways the ash pan, and particularly the air admission features,
have had an unusual amount of attention. They deserve more
than is usually given them.
Smokebox.— The "front end" has a comparatively short ex-
tension and does not follow the Master Mechanics' Association
Kg. \2
recommendations as to arrangement. The nozzle is \1% ins.
high below the tip and the stack is extended down to within
17 ins. of the top of the nozzle. It will be noticed in Fig. 12
that the center of the saddle is back of the center of the stack
and that there is but one steam pipe, which is placed in the
"wake" of the exhaust pipe. The arrangement of the parts
is clearly shown in this engraving.
Cylinders and Saddle.
The cylinders are separate from the saddle, the arrangement
and the fastening being similar to that of the freight engines
164
AMERICAN ENGINEER AND RAILROAD JOURNAL.
fe
__.^^L~_ _±i2^
o
-DJS '■
Eg.J3
illustrated last June. The saddle is illustrated in Fig. 13 and
the cylinder in Fig. 14. A steam passage extends across the
saddle. To this the single steam pipe connects, and between
the saddle and each cylinder a short connecting piece, or "three-
legged stool," Fig. 15, takes the steam into two 4%-in. open-
ings into the cylinder. There is not room for one large con-
nection, owing to the closeness of the steam chests to the sad-
dles. The exhaust passes through a hole in each frame. In Fig.
14 the method of blocking off the corner or pocket under the
outer end of the exhaust port is shown. This engraving also
shows a third cylinder cock to drain the steam passage. The
steam opening has an area of 30 square ins. and that of the
exhaust pipe is 38% square ins. The bridges have large
fillets for protection against breakage, while their width is
IVi in., which is rather less than usual. The steam passages
are ample and are not restricted beyond the end of the dry
pipe, as is often the case. The exhaust pipe is contracted so
that the choke is 6 ins. below the top of the saddle cast-
ing, as shown in Fig. 13. With a large boiler located high to
.clear the driving wheels the outside stack has to be short so as
not to exceed the clearance limits, consequently the stack had
to be extended downward in the smoke box, which in turn
shortens the exhaust pipe, and therefore, in order that the ex-
haust jet shall have a chance to straighten up. the bridge was
placed as far as possible below the nozzle. The area at the
bridge is about 18 square ins. on each side, which is about 70
per cent, of the opening of the 5%-in. tip. The exhaust pas-
sages have easy curves and are free from pockets. The sad-
dles have large chipping areas and the bolts are kept away
from the corners. The location of the center pin bearing, SVz
inches back of the center of the saddle, will be referred to in
connection with the truck.
Frames.
One of the three engines had cast steel frames, the others
being of wrought iron, except the front sections, which are
of cast steel in all cases. The form, including the deep slab
at the cylinders. Fig. 16, is similar to that of the freight
engines illustrated last year, except that the upper rail is set
down behind the driving boxes in order to make the firebox as
deep as possible, and the frames of Class E 1 provide for the
hanging of the brake apparatus without requiring castings for
the bearings. The splices and cylinder joints are made tight by
keys which are planed in pairs to insure accuracy of fitting,
and they are arranged in such a way as to be in compression
rather than in shear. The slab at the cylinders is 24% ins.
deep and that at the foot plate is 13% ins. deep. The tear-
JoNE,i900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 163
ings at the lugs are cut away on the saddle sid« for a space on
each side of the neutral axis in order to prevent rocking of the
saddle at the joints in case they should be tightest at the cen-
ter. This road has within the past two years equipped about
175 engines with this arrangement of cylinders separate from
the saddles without a single instance of loosening in service.
Vertical stiffness and rigidity of connection to the cylinders and
foot plate are noteworthy features. The equalizing system is
5hown in Fig. 17, in which the equalizer between the rear driv-
ers and the trailers is shown to be non-symmetrical. This was
lone in order to reduce the weight carried on the trailers.
Safety hangers are placed under the rear springs. To guard
igainst the loosening of the connection between the rear ends
)! the frames a foot plate, Fig. 18, in the form of a pressed steel
Fig. J4
box girder with three webs, was used. Usual construction
employing bars with joints which are difRcult to make tight
has been entirely abandoned on this road in favor of a stiffer
and more easily fitted arrangement, which adds weight but
gives the rigid connection, which is so important in powerful
engines to resist the tendency for the frames to work loose
at the rear, resulting in throwing >he stresses to the smokebox
and cylinder connections. The coupling between the engine
and tender is closed against a coiled spring, tending always to
prevent the destructive jerks of couplings having even a small
amount of lost motion. Immediately back of the rear driving
boxes vertical ribs in the frames are finished to receive the
ends of a 7-in. steel cross brace to which the front diaphragm
plates are bolted to support the firebox at the front water leg.
At the back end the boiler is supported by plate expansion
braces.
Running Gear.
Pistons and Piston Rods. — With the exception of changing
the sizes to suit the requirements, the pistons and piston rods
are similar to those shown on page 182 of our June issue
last year. The pistons are widened to 5 ins. over an angle
of 120 degrees at the bottom, to increase the bearing area on
the cylinders. This is considered as equivalent to the extended
piston rod. Experience with the freight engines has shown
the value of the precautions taken to permit of close fitting
166 AMERICAN ENGINEER AND RAILROAD JOURNAL
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AMERICAN ENGINEER AND RAILROAD JOURNAL. 167
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168 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. 23
Note: Stuoa to have i
I4' Hole Drilled
tbrough them
Fig. 24
pig(.-26
June, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 169
of the piston rod at the crosshoad end, and in order to prevent
the crossliead fit from lieing tightest at the center the bearing
is confined to the ends of the fit by cutting away the central
portion. This feature, together with the enlarged ends of the
rods, has overcome brealtage of piston rods.
CrosEhead and Guides. — The Vogt enclosed guide is used in
connection with a very light cast steel crosshead. Fig. 19, made
with the slipper and head integral. The slipper is tinned on
top and bottom and sides. I'^roni tiie top face of the slipper
to the center of the pin is but 8 ins. This design wears
well and permits of reducing the weight of the reciprocating
parts. An oil cup is cast as a part of the washer and tlic oil
is delivered to the fiat or non-bearing portion on top of tin;
wii.^t pin. No stiffening ribs are required on the guides, which
are of cast iron and 10 ins. wide, because of the location of Uie
guide yoke. The guides are shown in Fig. 20.
Axles. — Very long journals, 13% ins., enlarged wheel fits
and unusually large fillets are the principal features of the
axles. Fig. 16, page 183 of our June issue, 1890. illustrates
the cutting of the key ways, and Fig. 21, herewith, shows
the dimensions of the axles of Class E 1 engines. The main
journals are 9% by 1314 ins., and those of the front axle are
SVz by 131/4 ins.
Main and Side Rod. — The rods are of steel, milled out, the-
side rods having solid ends and a 4 by 5% in. I-section with
a %-in. web and %-in. flanges. This wheel arrangement
required main rods 11 ft. 5% ins. long, the construction
being shown in Fig. 22. .'\t the front end the brass is
cut out at the top and bottom to correspond with the fiat
portions of the crosshead pin. This was first used on class
P engines in 1894 and has been satisfactory. At this end more
metal is provided at the bottom of the rod' where the section
is weakened by the set screw hole. The crank end is open
at the back, and, instead of using a bolt through a block .it
the back of the brass and a key in front of it, a U-shaped
block is placed back of the brass with its flat portion bearing
against the brass. The projecting ends of the rod take a
semi-circular gib which, is threaded for a nut on its lower end
to hold it tight. The key passes between the gib and the
U-shaped block. The object of this arrangement was to pre-
vent a difficulty sometimes occurring with the block and bolt of
the older form caused by excessive setting up of the key, which
led to the bolt being partly offset at the joint surfaces between
the block and the rod, thus making it exceedingly difficult to
remove the bolt and absolutely ruining it for further use. .
IVIoreover, this arrangement reduces the change in length of
rod to a minimum, since both keys in the rod are behind the
brasses which they close. A keeper is held by the nut on the
gib and it serves as a nut lock and holds a set screw for the
key. This arrangement is favorable to accurate fitting, it is
strong, and may be easily taken down.
Valves and Valve Motion.
Valves. — These are of the American balanced type. Fig. 24,
with a modification of the usual arrangement of the pressure
plate. The valve is recessed on top for a bearing surface for
the balancing disc and is scraped for tight fitting. In accord-
ance with a suggestion by Mr. J. T. Wilson of the American
Balance Valve Co., the bolts are relieved from the duty of
driving the plate, this being done by the valve itself. The
pressure plate, which is practically a beam of uniform strength,
is held to the chest cover by a single large nut, bearing against
a gland, and vertical adjustment is provided by means of liners
between four bosses on the plate and corresponding lugs on
the cover against which the pressure plate is drawn by the
nut. These liners also serve to prevent rocking. The balance
plates are ISVg ins. outside diameter. Lubrication holes
through the pressure plate discharge oil at each end of the
valve. The valve yoke rests on shelves at the sides of the
steam chest and its weight does not rest upon the valve.
Valve Motion. — Except as to dimensions, the valve motion
is similar to that of Class H 5 and H G engines. The top of the
link is prolonged to give several extra notches in the quadrant
to increase the starting power. This is clearly shown in Fig.
23. When in their lowest position the links cut off at 83 per
cent, of the stroke, and when the block is opposite the upper
eccentric rod pin the cut-off is 75 per cent. This gives a better
turning moment and greater power in starting, which is very
desirable with 80-in. driving wheels. The back end of the
valve stem has a well designed phosphor-bronze guide and
the motion of the rocker pin is transmitted through a block
and crosshead, shown in the photograph. The rocker shaft
is like that of the freight engines, but is made hollow and the
ends of the hole are closed with gas pipe plugs. The rocker
shaft has two phosphor-bronze sleeves cast upon it. The eccen-
trics are of cast iron, made with the rear halves and front
halves of each pair cast in one piece. The bearing on the axle
is 9V2 ins. long and at the center a groove is cut to fit over a
collar on the axle. They are secured by keys and the bolts are in
tension only; the bolts are on opposite sides of the cast-
ing, as shown in the sectional view of Fig. 25.
Valve Setting. — The eccentric throw is 6 ins., the maxi-
mum valve travel is T'/g ins. in forward motion and 5%
ins. in back motion. The lead is 3/32 in. negative in full
forward gear and 1/32 in. negative full back gear. The bridle
pin is offset 19/32 in. The valves have 1/16 in. inside clear-
ance at the front ends and 14 in. at the back ends and IV^
in. outside lap at both ends. The cut-off readings taken
from engine No. 698 are as follows:
Cut Off.
Reverse
lever notch.
Forward motion.
Bswjkward motion.
Right side.
Left side.
Right side.
Left side.
Front.
Back.
Front
Back.
Front, j Back.
Front.
Back
1
2
3
4
in.
2ItV
21
20J^
19%
ISH
17!?
mi
mi
12%
en
m
in.
2m
21A
20.',
19H
18ia
18i'.
17
15%
14'4
12%
10%
8«
6%
in.
21%
21,'c
20^
19}3
18%
17!l
16%
ISA
13}J
12
10
m
6%
m
in.
21%
21
20J^
19%
19
ISii
mi
15H
u%
12%
10%
8ft
6%
in.
isiS
17%
16H
15,',
13iJ
IMS
918
7il
6%
3,\
2M
in.
19,',
18.-.
17
15H
UH
12%
10,',
8il
5
3H
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li'.
lA
in.
18!8
1711
16fJ
ISA
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8
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Hi
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in.
19%
18,'.
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im
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m
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5
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2,',
IH
1
5 .,
6
8
9
10
tl
12
13
11
The central position of the reverse lever is back of the center
of the quadrant, because of the extension of the top of the
link for the long cut-off at starting. This is the reason why
the 14th notch in backward motion has a different cut-off
from the same notch in the forward motion as shown in this
table. The numbering of the notches begins at the end of the
quadrant in each case. The 13th notch is the usual running
position in forward motion, giving a perfectly equalized cut-off
at 6% ins. The free and large steam passages and the 1% In.
lap were used to secure good steam admission at the short cut-
offs. Compression was reduced to a point which is just suf-
ficient to overcome the inertia of the reciprocating parts at
the end of the stroke.
Engine Truck.
Bar truck frames could not be used on account of the unusual
depth of the engine frames at the cylinders and the form shown
in Fig. 26 was adopted. A large center casting is bolted be-
tween plate side frames with ends enlarged to receive the
bolts from the journal box pedestals. The frames are 27 ins.
apart to keep them out of the way and the box pedestals are
made in the form of brackets extending out from the side
frames. The equalizers are outside of the frames and their
170 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fie-. 27
ends are brought together to form ball and socket bearings on
the boxes. The load is applied from the center plate to the
equalizer springs by means of very strong brackets bolted
to the outside faces of the side frames, the springs being
placed between the bars of the equalizers. These brackets
carry smaller brackets for the brake hangers. The ends of
the truck frames are braced by combined tension and com-
pression stays. The center casting is of iron and the brackets
for the springs and pedestals are of cast steel. The center pin
is foimed in a steel casting bolted to the top of the center cast-
ing. The weight is received through liners held In a pocket
in the center casting, which furnish an adjustment of the
height of the front end of the engine to compensate for wear.
While the load is received at the center of the wheel base
of the truck and evenly distributed to the wheels, the pivot
Fig. 28
about which it turns is 91/2 ins. back of the real center.
As explained last month, this is done to increase the leverage
of the leading truck wheels in guiding the engine and to
reduce the lateral impact and the consequent wear of the
flanges of the leading wheels. The diameter of the truck wheel
is 36 ins.
Other Details.
Brakes. — Both the driver and truck brakes are operated by
the same cylinders, one on each side of the engine. loca,ted
in front of the forward driving axle. The driver brake shoes
are back of the wheels and the truck shoes between the wheels.
The cylinder levers are carried by rollers as shown in Pig. 27.
These are connected across the engine by a horizontal equal-
izer, their lower ends connect with the truck floating lever,
which is located with reference to the center of rotation of
June, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 171
the tniok. This is believed to be the first time such a com-
liination of tnuk and driver brakes has been used. The brake
cylinilGrs rest on a stiffenin;;; frame brace and the rollers and
horizontal tracks serve to give a nearly rectilinear motion to
the piston rod. There is a cross equalizer under the cylinders
to permit of adjusting for the wear of the shoes on each side
independently. The brake shoe center pins are above the cen-
ters of the shoes. When the brakes are "oft" the spring adjust-
ment between the stud on the lever and the eye on the shoe
prevents the wear of the adjusting devices from causing rat-
tling.
Throttle.— In order to avoid the leakage of built-up dry
pipes, they were made of cast iron. The back end has a
straight joint only slightly larger than the pipe. This was
done for easy removal of the dry pipe through the tube sheet.
The stand pipe has a right angle bend at the bottom to meet
the dry pipe. This construction saves one joint and gives a
smooth passage for the steam. A strong joint is made by
means of claw hooks. Steam is taken from the top of the
dome only, where it is driest. This is accomplished by making
the throttle itself hollow and by closing the usual opening
in the lower part of the bonnet. The form of the throttle and
the direct passage for the steam into the dry pipe is shown in
Fig. 28. During the first part of the motion of the throttle
lever the leverage of the bell crank is very much greater than
during the latter part, the well-known arrangement adopted
by this road several years ago being used in a form modified
to suit the conditions in this engine. This is a most excellent
throttle design which has a distinct advantage in the shallow
valve. Its height is but 5% ins., about half the usual amount.
Combined Sand Box and Dome. — A saddle-shaped, cast-iron
sand box is combined with the steam dome in an elongated
casing. The casing has a machine joint at the cover_ over
the sand box, made to allow leaking steam to escape and yet
prevent rain from entering. This reduces the number of ob-
structions on the boiler.
Piston and Valve Rod Packing. — A serious defect in many
forms of rod packing is the failure to provide for sufficient
lateral motion. The form now used on the Pennsylvania
takes care of a total motion of 7/16 in. The packing is so
made that it may be removed over the enlarged end of the rod.
It is the most valuable improvement in metallic packing that
we have seen.
Cab Fittings. — With the small space left in the cab at the
sides of the large boiler, the cab fittings required most careful
arrangement and this part of the work was done with char-
acteristic thoroughness, and the result is surprising in the
convenience with which the engine is operated. The injectors,
which are "Sellers" No. 11%, Class N, are on the sides of
the boiler and both are operated from the right-hand side.
The throttle rod rotates and enters a stuffing box at the end
of the 3% in. pipe which supplies steam to the air pump, in-
jectors and lubricators. In an angle of the end of this pipe
the throttle motion is changed from rotating to reciprocating
and the rod operates the valve by pushing. The air pump is
on the left-hand side and is started by a rod within easy reach
of the engineer. A Chapman valve, worked by a hand wheel,
controis the steam to the cab fittings. The whole arrang.^-
ment of piping is such as to keep them almost entirely out of
sight. Cab fittings are generally considered as minor and
unimportant details, but in this case they have received as
careful consideration as any part of the engine. The result
is a remarkably convenient arrangement for a cab with a wide
firel)ox. Means of communication between the engineman hi
the cab and the fireman on the foot plate is provided for by the
ufie of a speaking tube fitted with the usual whistle mouth-
piece. This is continually used by the fireman by means of a
conventional code to check the engineman's interpretation
of signals.
Tender. — The tender is a unique feature of the engine and i?
described elsewhere in this issue by Mr. Wm. Forsyth.
Conclusion.
This is a well-designed engine, which has been remarkably
successful in fast running. It has shown the unquestionable
advantage of large grate areas in capacity and economy. It
has also shown the importance of large and direct steam pas-
sages in which there Is no restriction of area at and beyond
the point where the steam divides to pass to the cylinders.
The details are interesting and they Impress one who exam-
ines them carefully with the possibilities of improving com-
mon i)ractice by the application of principles which render
accurate fitting possible and convenient. The greatest influence
of this engine on future designs will probable lie in the direc-
tion of encouraging the construction of wider fireboxes, which
not only give great boiler power, but permit of the use of
cheap grades of fuel. If it were not for the separation of the
engineer and fireman, the class would doubtless become a gen-
erally used standard on this road, but the objections to the
separation are so great that the principal advantages of this
class will be sought in a design modified to make it possible
to bring the men together.
We do not know of a more worthy example of American
locomotive practice and one containing so many evidences
of thoughtful skill in design and thoroughly good workman-
ship in construction.
The general opinion of the tests made by the Master Me-
chanics' Association on exhaust arrangements, in 1896. is that
they represent the most complete and altogether admirable
work ever brought before that organization. It is now clear,
however, that something more is needed upon this subject.
Important suggestions with regard to the relation between
petticoat pipes, deflector plates and exhaust pipes are made
on another page of this issue by Mr. H. H. Vaughan, who is
a close observer and careful student of the locomotive. His
discussion of the arrangements of front-end appliances confirms
a wide-spread opinion that the investigation of the "front end"
has only begun. Mr. Vaughan lays stress upon the endorse-
ment of the petticoat pipe by the committee, and indicates the
advisability of submitting it to a series of tests, which should
include experiments upon low nozzles and petticoat pipes, with-
out combining them with the deflector plate. We believe that
it is possible to equalize the "draft through the tubes by an
adjustment of the exhaust and petticoat pipes and omitting the
deflector. If so, its effect as a retarder of the draft would be
eliminated. But in addition to the arguments of Mr. Vaughan
for further investigation is the fact that the length of stacks,
which is influenced by the increased size of boilers, has a bear-
ing on the question, the effect of which is seen in the exten-
sion of the stack down into the smokebox in a number of en-
gines having large boilers. This, and the well-known intermit-
tent action of the exhaust of two-cylinder compounds when
running at slow speeds, should be added to the reasons for
urging a reopening of the question, which, because of its bear-
ing upon the economical operation of locomotives, is clearly
important enough to warrant attention by the committee on
subjects to be presented to the Master Mechanics' Association
for report next year.
One hundred and eight patterns of car brasses make quite
a formidable array. It is a silent commentary upon the mean-
ing of the "M. C. B. standard." when such a lot of miscella-
neous and grotesque metal shapes must be carried in stock
on a single railroad to meet the combined requirements of home
and foreign cais. Upon investigating a reason for carrying one
of these patterns, we found that a certain prominent road is
responsible for putting out brasses and wedges bearing the
symbol "M. C. B.. ' of which the wedges are too narrow to
work in standard M. C. B. journal boxes without allowing the
brass to tilt over on its side and with side lips so deep that
the lugs bear upon the lugs of the brass and prevent the
top of the brass from touching the bottom of the body of the
wedge. The brass will not work with an M. C. B. wedge and
the wedge will not work with an M. C. B. brass. In justice
to the railroads the name of this road ought to be made public.
J 72 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. 1.— New Dynamometer Car— Chicago & Northwestern Ry.
Fig. 2. -Rear View of Recording Machine.
M v"'--:: .'■■■;-fy'»:mii^
n
u
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Fie 4.— Floor Plan of Car.
'r.
looo
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y6
Fig. 5. -Draft Cear, Connection to Pencil and Train of Driving Gearing,
June, I'.KK).
AMERICAN ENGINEER AND RAILROAD JOURNAL. 173
Fig. 3.— Front View of Recording Machine.
-Fig. 6,-Dasli Pot an Pencil Motion.
NEW DYNAMOMETER CAR.
Chicago & Northwestern Railway.
The new dynamometer car just completed by the Chicago &
Northwestern Ry. has several novel features. The car is simi-
lar in construction to the standard cabooses of the road, except
that the center sills are 10 in. channels, placed 21 in. apart and
to these the draft gear is fastened. An ordinary M. C. B.
coupler is attached to one end, while the other carries a spe-
cially designed link coupler attached to the follower by a ball
joint. The illustrations present. In Fig. 1, an exterior view of
the car; in Figs. 2 and .S. front and rear views of the recording
machine; Fig. 4 is a floor plan; Figs. .5 and G show the draft
springs, thoir connection with the machine, the machine itself,
the pencil motion, including the dash pot, al.so the paper driv-
ing mechanism. Fig. 7 gives sections through the receiving
and driving drums and the steel band connection between the
drawbar and the vertical shaft to the pencil motion, as show.i
in Fig. 8.
There are 16 springs in all, arranged in two sets with
a follower between them. The casing gives these springs an
initial compression of about 4,000 lbs. each. The free height of
the springs is 10% in. Their height under a load of 4,000 lbs.
is 9.45 in. and under <i..'J0O lbs. 8.0.5 in. The coupler being
attached to the central follower, will, with its movements, con:-
press one spring still more and reduce the compression of tho
other correspondingly. The initial load is sufficient to be sun-
that the maximum drawbar pull will never entirely unloau
either spring. The object of this arrangement is to cause the
errors of deflection of one set of springs to neutralize those of
the other. It is well known that the deflections of spiral springs
are different when ascending and descending when tested by
gradually applied and gradually removed loads. This central
follower takes care of the errors by causing one spring to be
loaded while the opposite one is unloaded, the errors then
counteract each other to an extent believed to give a degree
of reliability which will render the machine fairly satisfac-
tory and yet save the cost of an elaborate Emery dynaaiometer.
The deflections of this arrangement are re-
markably close to a straight line. The large
number of springs were used in order to
make the springs of small bars, which are
more regular than large ones in their action.
The capacity of the draft gear for recording
is 50,000 lbs. This opposition of the springs
also does away with lost motion and tends
to produce a steadier pencil motion.
The motion of the recording draft gear is
transmitted to the car through a vertical
shaft connected to the drawbar by thin steel
bands wrapped around a sheave at the lower
end of the shaft, the slack being taken up
by means of a light spring. A spring steel
blade bears against vertical rollers secured
to the pencil arm. The pencil arm swivels
around the vertical shaft, but is loose upon
it, and its vibration is controlled and
steadied by a dash pot with rotary vanes,
the arm being connected to the vanes of the dash pot by
thin steel bands. The pencil is carried by a frame and
rollers upon guides and it is connected to the arm by steel
bands. The dash pot restricts the vibrations of the pencil arm
to a small amount each side of the mean position, while the
steel blade permits of the rotation of the shaft, which is con-
nected with the drawbar, without restriction, and in servic^-
the blade is continually bending to the right and left while the
pencil occupies a mean position with comparatively little vibra-
tion. The extent of the oscillations may be regulated by a
screw in the by-pass of the dash pot.
The car has four wheel trucks and to one of the axles a uni-
versal telescopic motion mechanism is geared and five speeds
are provided for the paper, viz.. 25. 50. 100. 200 and 400 ft. of
track per lineal inch of the paper travel. The scale changing
gearing is similar to the screw-gears of a lathe. Five peus
make the following records: A datum or zero line for the
drawbar pull, the curve of the pull itself, an automatic time
record marking ten-second intervals, a push button record for
mile posts and stations and another push-button record from
the engine to locate indicator diagrams and steam pressure. A
Boyer speed recorder, gauges and clocks complete the appar-
atus. The comfort of the attendants was considered and sleep-
ing accommodations for four men provided. The car has a
table, a closet, vise and bench and is heated by a Baker heater.
The car is just finished and the preliminary tests indicate
that it is likely to be satisfactory. The plan and details, in-
cluding the opposition of the springs, were worked out by Mr.
W. II. Marshall and Mr. F. M. Whyte. under the direction ot
Mr. Quayle. The construction was completed under Mr. G. R
Hendersop
174 AMERICAN ENGINEER AND RAILROAD JOURNAL.
CONSIDERATION OP WEIGHT OF PARTS IN LOCOMOTIVE
DESIGN.
Fig, 7.— Sections Through Paper Drums.
By W. H. Marshall, Superintendent ot Motive Power, Lake
Shore & Michigan Southern Railroad.
Fis;- 8,— Motion Transmission from the Drawbar to the
Recording Mechanism.
Ten or twelve years ago hut little attention was paid to the
reduction of weight of details of- locomotives. Cast and
wrought iron entered largely into the construction of those
pa:t= and with no attempt to reduce their wei.eht the amount
available for the boiler was much too small. But large boilers
were not so well appreciated then, and the writer recalls cases
where a correct distribution of weight was accomplished by
making the footplates nearly one foot thick and when this
was not sufficient to keep down the weight on the front trucks
to the amount desired the cab brackets were .made three
inches thick and the back running boards were made of cast-
iron 1% inches thick. To day such methods of effecting a
correct distribution of weight are not considered for a moment,
but the wheels are so placed with reference to the boiler as
to give the correct distribution.
Notwithstanding that locomotives are much heavier to-day.
there is a greater necessity than ever for getting the max-
imum power within the imposed limit of weight. In pass-
enger service the high speeds and great weights of trains call
for large horse-powers, and large horse-powers mean large
boilers. Even in freight service where speeds are supposed to
be slow the increased weight of trains and the reduction of
ruling grades make the handling of freight economically
a question of steaming capacity, so that the only correct rule
for the size of the boilers of modern road engines is to get
them as large as possible. In many cases the large boiler is
vital to the success ot the design, and then the scrutiny of de-
tails of machinery must be close. Before taking up these de-
tails it might be well to give some words to the boiler itself.
There may be quite a difference in the weight of boilers of
various designs having the same steam-making capacity. The
design of minimum weight will have its greatest diameter of
shell at the back tube sbfiet. and the diameter at the back
head will be as much less than this as is consistent with the
removal of the firebox by cutting out the back head. For
this reason the reduction cannot well exceed 7 or 8 inches.
The diameter at the front tube sheet will be such that there
will be no more room in that sheet for tubes than is available
in the back sheet. In fact, the reduction at the front end can
be carried still further if necessary, as the tubes can with-
out detriment be spaced closer in the front tube sheet than
in the back one. The first course of the shell can, without
undue crowding of the front tube sheet, be made about 10
inches less than the diameter of the shell at the back tube
sheet. The radial stay boiler is of course much lighter in
weight than the crown bar type. and. all things considered, the
writer believes it preferable to any other form.
Usually the length of the boiler is fixed within close limits
by controlling features of the general design, but where there
is a choice in length it is well to remember that heating sur-
face can often be obtained for less weight by increasing the
length of flues instead of increasing the diameter of the
boiler and the number of flues. Some object to increasing
the flues beyond 14 feet in length, but the writer sees no objec-
tions to lengths of 15 or even 16 feet, providing the number
of flues is at least equal to current practice.
Some unnecessary weight is put into a boiler when the shell
is not of the same factor of safety throughout. For instance,
take the sheets of the first and third courses of a wagon top
boiler. If with the same factor of safety one figures U and
the other % inch thick, they are usually ordered i^ and %
respectively. The one sheet may just as well be ordered in
thirty-seconds and one hundred pounds or more saved. The
outside firebox sheet of radial stay boilers is often made
heavier than required. A difference of iV inch in thickness
of this sheet will mean about 500 lbs, if the box is 10 feet long.
Junk, 900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 178
As this sheet is thoroughly stayed there seems to be no good
ica.son for making it moro; than V^ inch thiclt, or i"» inch at
most, oven for pressures of 200 lbs. No one wishes to talte any
chances in boiler construction, but within the limits of as-
sumed safety there are opportunities to save weight in direc-
tions such as ini.icated above.
In taking up the details of machinery I would state at the
outset that no attempt should be made to save a single pound
t)y reducing the size of bearing surfaces or by deliberately
using higher fiber stresses than are warranted in those parts
that can be calculated. Crank pins and axles with fibre
stresses of from 21.000 to 2(!,000 lbs. will certainly give trouble
sooner or later and generally all too soon. Rod straps, bolts,
keys, etc.. that are a little too light for tf.eir work are a source
of endless e.\pense and anxiety, even if by careful inspection
failures on the road are prevented. The greatest saving in
weight is after all not obtainable in such questionable ways.
It is in details not subject to calculation that the opportunities
are found.
The use of pressed steel and cast steel of course permit
considerable reduction in weight, but as far as cast-steel is
concerned we have not gained as much as we might. Most
of the cast-steel that has gone into locomotive construction
has a tensile strength of between 60,000 and 65,000 lbs., an
elongation of 15 to IS per cent., and a reduction of area too
small to talk aliout. The castings have not been annealed and
the internal strains in the castings have not been eliminated
sufficiently to warrant the designer in reducing the sections to
what they should be for a supposedly high grade material.
And yet with the steel now commonly used the reduction of
sections has not been carried as far as practicable. In a re-
cent case that came to the writer's attention the drawings of
the driving wheels of a consolidation engine were revised and
1.600 lbs. taken out of the eight wheels. The hubs were re-
duced materially, also the spokes and rim, and the balances
set out as close to the rim as possible. They were made as
thick as due clearance of the rods would permit and their
depth thereby reduced. This carried the centre of gravity
farther from the centre and required less weight. When the
foundry people saw the pattern they entered a protest at once,
but were induced to give the pattern a trial, with the result
that they made the wheels with less foundry loss than usual
for that class of work. In such changes as these one has the
satisfaction of knowing that he is not only saving weight to
be used where it counts tor mucli, but he is adding to the
beauty of the engine and is also making the machinery more
accessible, an advantage of no small importance when every-
thing is as crowded as in the modern large engine.
The use of cast-steel foot plates, rock shafts, rock shaft-
boxes, driving boxes, equalizers, equalizer fulcrums, frame
braces, etc., etc., are so common that they need no special
mention. Cylinder heads, steam chests and steam chest cov-
ers are occasionally made in steel with a large saving in
weight. Cylinder head and steam chest casings should of
course be made of pressed steel, as also should boiler fronts
and doors, dome and sandbox casings.
Frames are among the last parts that one cares to Jake
any chances on. because of the trouble and expense of making
repairs. And yet while going slow in the adoption of light
sections, it is believed that the strains to which frames are
subjected would be less complex and less metal would be re-
quired to withstand them if care is taken to support the
frames to the boiler at every point where they receive a thrust
from the equalizer rigging and springs. This does not neces-
sarily add weight in the form of waist sheets, and expansion
knees and pads; in fact, these last-named parts are usually
heavier than necessary. One case is recalled where a pair of
expansion knees on the sides of the firebox, as originally
planned, weighed over 750 lbs., which weight was ultimately
cut down by several hundred pounds.
It is not uncommon to find cast-iron cab brackets discarded
for steel plates 5-16 or 3-8 in. thick, with angle iron edges.
The saving in weight Is about 350 lbs., and a further reduction;
is possible by making the plates Vt in. thick, which is amply
Viiong, Steel cab.-i or combinations of wood and steel are now
in favor, but a substantial wooden cab good enough for any-
body weighs much less. In a recent case of "whittling." a
wooden cab was substituted for a part steel part wood cab
of the same design and dimension, with a saving of 500 lbs.
On engines standing too high to permit the safety valves
to be placed in the dome, it is not unusual to rivet a cast-iron
turret on top of the boiler between the cab and dome for the
reception of these valves; If this is dispensed with and the
valves screwed directly into the boiler the weight saved may
exceed 200 lbs. There is also a great difference in the weight
of boiler coverings, and in a recent case 900 lbs. was saved
by using a certain well-known covering in place of the one
originally specified. The sandt)OX base, which is usually of
cast iron can be made of pressed steel, with a saving of about
100 lbs. It is well known that the cast-iron steam pipes in
the smokebox usually run much thicker than the drawings
call for and if they are made to conform strictly to draw-
ings, the reduction of weight is considerable.
Doubtless a still further scaling down of weights would re-
sult from the use of malleable iron steam pipes. Without
resorting to the use of malleable iron. 300 lbs. was saved in
the front end of a recent engine, though all of it di<l not come
out of the steam pipes.
Grate side frames are usually heavy affairs and if so shaped
that the ash pan hangs from them, they will weigh fully 700
lbs. per pair for a 10-ft. box. In a recent engine they were
made of pressed steel and the ash pan hung from the frames
with a net saving of between 300 and 400 lbs. Grate bar pat-
terns can frequently be revised with a considerable saving of
weight; in fact, out of the entire set of grate castings, in-
cluding side frames from 500 to SOO lbs., can be taken. The
ordinary fire door, with its heavy cast-iron frame can be re-
placed by a light pressed steel door hinged to the boiler head
and without a frame, with a saving of 250 lbs.
Within the limits of this article it is not possible to men
tion every detail, and possibly those outlined above are suf-
ficient to indicate where the savings can be effected and to
what an extent they can be carried. Necessarily some prac-
tices already becoming common have been mentioned, and it
is not the intention of the writer to claim as new all that
has been outlined. In closing I would again call attention
to the fact that the greatest savings in weight are to be found
in those details in which little that is essential is jeopardized
by the changes made.
Mr. Clarence M. Mendenhall. Superintendent of Motive Power
ot the Philadelphia, Washirgton & Baltimore, has resigned, to
accept the position of Superintendent of Motive Power of the
Chicago & Alton. Mr. Mende'ihall began railway service in
June. 1SS2. as an apprentice in the shops of the Pennsylvania
Railread. In April, 1899, he was appointed Assistant Road
Foreman of Engines, on the New- York division. This position
he held until December, 1S90. when he was made Assistant
Master Mechanic of the Meadow's shops, where he remained
until 1894. when he became Assistant Engineer of Motive
Power of the United Railroads of New Jersey division, and in
June. 1895. he was made Superintendent of Motive Power of
the Philadelphia. Wilmington & Baltimore.
Mr. Richard N. Durborow, heretofore Master Mechanic of
the Pennsylvania, at Philadelphia, has been appointed Super-
intendent of Motive Power of the Philadelphia, Wilmington &
Baltimore, to succeed Mr. C. M. Mendenhall.
John E. Battye. Master Mechanic of the Norfolk & Western,
died at his home in Roanoke. Va., Thursday. May 17, after a
very short illness. Mr. Battye was 51 years of age and was a
native of Hunterfleld. Yorkshire. England.
176 AMERICAN ENGINEER AND RAILROAD JOURNAL.
LOCOMOTIVE DESIGN.*
By F. J. Cole, Mechanical Engineer Rogers Locomotive Works.
Mean Effective Pressure and Horse-Power.
In estimating tlie tractive power of a locomotive it is neces-
sary to know the maximum available mean effective pressures
on the pistons at various speeds. It is evident that no exact
ratio can exist between the speed and the mean effective pres-
sure on all types, designs and builds of locomotives. For gen-
Moan
ElfccliVL- Prlsiurc
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93
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WO
eral use the best that can be done is to establish some average
results which have been obtained from a large number of in-
dicator cards, taken from different types of locomotives under
various conditions of service. If a large number of indicator
cards are selected which were taken at different speeds with a
full or wide open throttle, when presumably the cut-off was
adjusted so that the engine was doing its best work at that
speed; and the positions plotted on a diagram whose vertical
lines represent piston speed in feet per minute, and the hori-
zontal lines percentages of boiler pressure (see Fig. 1), then
a curved line can be drawn through these marks which will
represent the average maximum mean effective pressure for
different piston speeds under ordinary conditions.
Usually one of the limitations of the power of an engine
at high speed is the inability of the boiler to supply steam
in sufficient quantities at the point of cut-off which will pro-
duce the best results at that speed. If the boiler is inadequate,
the power of the engine will necessarily be reduced in pro-
portion to its shortcomings. Again, the supply of steam
may be ample, but the means employed for its distribution
may be so defective that the naean effective pressure is much
lower than could be obtained with the most approved ap-
pliances. This may be caused either by Insufficient port open-
ing during admission, which "wiredraws" tne steam to such
an extent that the pressure is reduced unnecessarily before
the steam port is closed and before expansion takes place,
or by the exhaust not taking place with sufficient freedom,
causing a greater amount of back pressure than is absolutely
necessary.
At starting, and at very slow speeds, with the valves in
full stroke, it Is possible to obtain a mean effective pressure
within a few pounds of the boiler pressure. The back pressure
*For previous article see page 97.
under these conditions does not amount to mucli, as the
movement of the piston is so slow that the steam has ample
time to escape at its natural velocity without oeing assisted
or crowded by the piston. As the speed increases, supposing
the cut-off to be the same, the back pressure becomes a promi-
nent factor in reducing the useful effect of the steam. Fig. 2
shows this very clearly, the first, or outer, diagram being
taken at the moment of starting with a heavy train. Those
superimposed were taken at the next moment when the
tractive power exceeds the adhesion, causing the drivers to
slip and revolve rapidly. The cut-off and the position of the
throttle valve remain the same for the
first two or three revolutions, but the
mean effective pressure is decreased
enormously by the increase of back
pressure caused by the volume of steam
being too great for the exhaust porfs
to release at a low pressure with a
high piston speed.
For every locomotive there is some
point of cut-off suitable to a given
speed, at which point the engine will
develop its greatest power. As the
speed increases the reverse lever must
be moved nearer to the center to de-
crease the length of the cut-off and
prolong the expansion, so that at the
time of release the pressure will be
sufficiently reduced to allow the ex-
haust to take place without undue back
pressure and to utilize as much as pos-
sible in an economical manner the ex-
pansive force of the steam.
The maximum mean effective
pressure then decreases as the piston
speed increases, following some fixed
general law, but varying somewhat in
different engines- according to the
capacity of the boiler, size of the pipes, kind of valve gear,
etc. Fig. 1 shows a curve'onstructed from a very large num-
ber of indicator diagrams taken from different classes and
builds of engines. It may be accepted as representing about
the best maximum mean effective pressure obtainable under
Fig. 2
the usual conditions from single expansion locomotives. The
range of pressures is from 93 per cent, at starting, and 80
per cent, at 300 feet, to 28 per cent, at 1,400 feet of piston
speed per minute. To use the diagram, multiply the boiler
pressure by the percentage appropriate to the piston speed;
the quotient is the mean effective pressure. Table 2 is made
in this way for boiler pressures varying by 10 pounds from 160
to 250 pounds per square inch.
The piston speed should not exceed 1,400 feet per minute
under ordinary conditions. For economy the maximum speed
is about 1,100 feet.
JUNii, liiOO.
AMERICAN ENGINEER AND RAILROAD JOURNAL 177
-
3o«ck Lines
SoliiLinlt
Represent ^
1400 ft. per
Repreicnt
1 100 ft. per
Minute for Different
Strokes
Mi lutc for Different
Strokes ,
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400 500 COO TOO SOO 000
Piston Speed Feet per Minute 24 Inclj Stroke
Fig. 3
100
90
30
30
10
PERCENT
AGE
OF SPEED
10
TABLE NO. 2.
Mean Effective Pressure.
Boiler
Pis
ton
3pee
a feet
per minute.
pres-
sure.
1
KKl
200
300 400
500
600
700
800 900
1,000
1,100
1,200
1,300
1,400
UK)
01
S6
SO 73
65
.57
.50
41.5 40
37
34.3
32
30
28
160
116
138
128 1!7
104
91
8(
71 64
59
55
5
48
45
1711
l.W
U6
136 121
11(1
97
K"
76 68
63
58
54
51
48
18U
164
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117
103
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67
62
58
54
50
liW
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13
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95
84 ! 76
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61
D(
53
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172
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114
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74
69
61
60
56
210
191
1S1
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137
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78
72
67
63
59
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66
62
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92
85
79
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69
61
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306
193
175
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137
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1(17
96
89
81
77
67
2.W
227
215
200
183
162
142
2i5
111
100
92
86
80
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70
Miles per Hour
Fig, 4
100
The effect of long pipes in erroneously increasing the size
of indicator cards at high speeds is clearly shown by Professor
Goss, of Purdue University, in a paper before the American
Society of Mechanical Engineers. May. 1896, and the Western
RailT-ay Club Proceedings of March, 1894. A number of cards
taken at high speeds can be shown in which the mean effective
pressure is higher at 1,200 to 1,300 feet per minute than those
given in Fig. 1, but as the inacuracy of the results obtained
when the indicator is connected by long pipes seems to be
proved, it is well to be cautious about accepting the higher
figures.
The diagram shown in Fig. 3 is arranged to give prominence
to these two facts. By its use the proper diameter of driving
wheel for strokes varying from 24 to 32 inches can be obtained
at a glance. A 24-inch stroke is used as Ihe base of the
178 AMERICAN ENGINEER AND RAILROAD JOURNAL.
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AMERICAN ENGINEER AND RAILROAD JOURNAL. 179
&
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•^ / / HORSE POW
p» C\ T?V"F•^ ' I
1 / /
. ^.J ^ - X l-i.J-L -J-J-
The horse-power of a locomotive is
tractive force in pounds multiplied by
speed In miles per hour divided by 375.
Let H = horse-power,
S = speed In miles per hour,
T =: tractive force,
the
the
TS X 5280
TS
Then H:
33,000 X 60 3V5
10
20
30
40 50
Miles per Hour
Fig- 5
GO
70
diagram and the heavy vertical lines at 1,100 and 1,400 feet
respectively show the limits of economy and speed for wheels
varying by six inches from 36 to 96 inches in diameter. The
vertical lines marked 26, 28, 30 and 32 represent piston speeds
of 1,100 feet for each of the strolces mentioned. To use the
diagram, follow the horizontal lines for any given speed in
miles per hour to its intersection with either of the vertical
lines marlied 1,100 or 1,400 feet, the nearest diagonal line at
this point represents the diameter of the driving wheel. Ex-
ample: What is the least diameter of wheel with a stroke
of 24 inches tor a maximum speed of 69 miles per hour? Follow
the horizontal line 69 along until it is over the vertical line
marked 1,400. The diagonal line marked 66 also intersects
at this point, so that a 66-inch wheel is the minimum diameter
which should be used. The diagonal line marked 84 intersects
the vertical line marked 1,100, so that a wheel of 84 inches
would be more economical, other things being equal.
If the horse-power of a locomotive is worked
out for different speeds, a point will be found
at which it ceases to increase, where the
mean effective pressure decreases faster than
the speed increases. The percentage of in-
crease of speeds for Increments of 5
miles per hour is shown in the diagram Fig.
4. Between h and 10 miles the increase is 50
per cent., between 10 and 15 miles it is 33.3
per cent., but between 70 and 75 miles only
6.66 per cent. The percentage of decrease of
the mean effective pressure is shown in the
diagram tig. 1. Between 100 and 200 feet
per minute the decrease is 5.8 per cent., be-
tween 500 to 60J feet per minute it is 14 per
cent., and between 1,200 to 1,300 feet per min-
ute it is 6.6 per cent.
The diagram Fig. 5 shows the horse-power
curves for 17 by 24, 19 by 32 and 20 by 24
inch locomotives with different diameters of
wheels. The critical points at which the
horse-power commences to aecrease are at
70, 40 and SO miles respectively, which rep-
resents about 1,400 feet per minute for each
of these curves.
The ability of an engine to handle heavy
trains at high speeds depends upon the horse-
power which can be developed at the mean
velocity required. While under exception-
ally favorable circumstances very high speeds
can often be. made with engines running
above their critical speeds, yet for ordinary
conditions a laige surplus of power must be
provided to accelerate the speed rapidly in a
comparatively short time. The proportions of
an engine should be such that the required
maximum speed may be made at a point in
the hoi'se-powcr curve, while the ratio oi in-
crease is still considerable and before the
line approaches the horizontal where the in-
crease of power ceases.
From the horse-power curve the pounds of
steam required at different speeds, the dimen-
sions of the boiler, size of grate, rate of com-
bustion and heating surfaces can be readily estimated.
90
MORTENSONS NUT LOCK.
The Mortenson Lock Nut Company, 803 170th Street, New
York, manufactures a very simple, inexpensive and efficient
nut lock which has been used with excellent results for five
years in car work on the Southern Pacific Railway. This lock
does not require extra parts. It is easily applied and easily
removed, but does not loosen in service. An ordinary nut
is used and the four corners are slit by a saw cut near the
bearing face and parallel to that face. After the nut is
screwed home a cold chisel is driven into one of the saw
slits which bends the lip into a groove provided in the washer,
or, in the absence of a washer, in the metal against which
the nut bears. This obviously makes a secure fastening. The
cost is very little, if any, more than that of ordinary nuts
without this feature.
180 AMERICAN ENGINEER AND RAILROAD JOURNAL.
iKatabllsliecl 1832)
_ AMERICAN „
LNcmEER
RAILROAD^JOURNAL '
PUBLISHED MONIHLY
BT
R. M. VAN ARSDAI.E,
J. S. BONSALL, Business Manager.
MORbt SJILDINO ..NEW YORK
U. M. BA8FORD, Editor.
K. 1:. 3II^K, Associate Editor.
JUNE, 1900.
LOCOMOTIVES IN 1900.
By M. N. Forney.
The history, of the locomotive may be said to be contempora-
neous with the nineteenth century. In 1S03 Trevithiclt built his
locomotive in which Stretten. in his "Development of the Loco-
motive," says "he employed high-pressure steam. He found by
experience that flat wheels had sufficient adhesion upon smooth
rails, and he conveyed the exhaust steam from the cylinder .0
the chimney by means of a pipe, which he turned upward, and
discovered, by observing the practical result, that the blast of
steam caused the fire to burn much better." From this epoch
to 1829, the year of the celebrated Liverpool-Manchester Rail-
way trials, was a tentative or experimental period, which, up
to that date, had resulted in little practical achievement. It
was the infancy of locomotives. From that time to 1857 — the
year of the panic — was a period of evolution, during which the
various organs of the locomotive were being perfected and
adapted to their various functions. From then to the financial
revulsion of 1872 was a growing period, and since then it may
be said locomotives have been laying on flesh, or increasing in
size and weight.
It would be very interesting, if it were possible, to make a
series of diagrammatic scale drawings of locomotives, built in
sucqessive years, since the date of the Rocket, which would
show their relative size and give their weight and steam press-
ures. A great deal of research would, however, be required to
do this, but some comparisons of weights, sizes, etc.. at differ-
ent periods, may be given. Thus the weight of the Rocket was
11,760 lbs., and the steam pressure was 50 lbs. per square inca.
In 1857 the weight of ordinary passenger engines was not
much over 50,0v,o lbs., and that of Winans camel engines^-
which were about the heaviest freight locomotives then used —
was given as 24 tons, whether of the long or short variety is
not stated. The steam pressure employed in those days was
about 100 lbs. At the end of the next epoch, or in 1872, the
weight of standard passenger locomotives was 30 tons, or 60,000
lbs., although some heavier ones were then used. Ten-wheel
and mogul freight engines of 75,000 lbs. weight were consid-
ered heavy. Our readers are familiar with the sizes and
weights of to-day. Passenger locomotives of 175,000 lbs., and
freight engines weighing over 200,000 lbs., are not uncommon,
and steam pressures of 200 lbs. are accepted as a matter of
course, and even 225 is used. This great increase in size and
weight has presented some difficult problems for solution, on
which it is the purpose of this article to comment.
There are two limitations to the weight of a locomotive, one
the weight which can be carried by each wheel, and that can
be borne by the rails under them, and next the number of
wheels which can be used. Weights per wheel of 20,000 lbs.
and over are now common. If an engine has four driving
wheels its adhesive weight may be about 80,000 lbs., of six 120,-
000, and with eight 160.000 lbs. Now, to do any work, these
wheels must be turned, and to do the maximum work it is
essential to exert a turning force which will be equal to, or very
little less than, the adhesion of the wheels to the rails. This
means that cylinders must be provided of sufficient size, and
the pressure and supply of steam must be adequate. To fur-
nish the requisite quantity of steam a boiler large enough must
be provided, and in order that this may be effective it is es-
sential that an adequate quantity of fuel can be burned, which
can only be done on a grate of sufficient size. Furthermore,
to avoid working the reciprocation machinery — pistons, etc. —
at too high a speed, the driving wheels must be of adequate
diameter. As the gauge of most of our roads is 4 ft. 8% in.,
these wheels must be placed so that the transverse distance be-
tween them is only 53% in. If the boiler is of adequate diame-
ter, it must be raised high enough to keep clear of the wheels.
During the youthful period of locomotives, and while they and
their boilers were comparatively small, engineers were very
averse to raising the boilers, but since then, and after their size
and weight have been increased enormously, it has been discov-
ered that no disadvantages result from having them consider-
ably higher than was customary in the early days of railroad-
ing. This led to the practice of putting the fireboxes on top of the
frames, and making them the full width, or nearly so, of the
space between tne wheels. In other cases — as with the Wootten
boilers — they were placed entirely above the wheels, and then
made considerably wider than the distance over the wheels.
\nth both forms of construction the fireboxes were necessarily
much shallower than they were when placed between the
frames and made as deep as the distance above the track would
permit. Even if made of the full width of the space between
the wheels, it is impossible, with the heavy engines now in
vogue, to get grate surface enough, unless the grate is made
inordinately and inconveniently long. If the firebox is placed
entirely above the wheels, the height from the top of the grate
to the crown sheet is necessarily reduced. The question of
combustion is then encountered, and it is held by many that
to burn bituminous coal advantageously considerable depth of
firebox is essen^al.
It was pointed out some time ago by an eminent authority
that the process of combustion is arrested whenever flame
comes into contact with any solid substance, which, it was
said, could be illustrated by putting a rod or wire into an or-
dinary gas flame, which will then immediately begin to smoke.
1 lie deduction was that in any furnace, to effect as perfect com-
bustion as possible, the flame should be kept out of contact with
its sides or top until the process was completed. To do this
the walls and top of furnace should be kept as far away from
the body of the flame as possible, and therefore a sphere would
be the best form, and, if plane sides are requisite, a cube would
be the next best.
To get locomotives of the maximum capacity, then, we can
load the wheels with the greatest weight the rails will bear,
make the wheels of such size that the reciprocating machinery
need not work at too high a speed, supply cylinders which will
have sufficient tractive power and get enough heating surface
to supply steam, a grate of a size which will burn the needed
quantity of coal, and a firebox whose length, depth and breadth
will be as nearly alike as possible. This must all be done
without extending the wheel base too much to prevent the en-
gine from curving. Now, there is not much difficulty in doing
all these things, excepting supplying a firebox of the size and
proportions designated.
Leaving out compound locomotives, the most marked depart-
ures in design which have recently been made have been the
attempts to supply such fireboxes. In all of them all the driv-
ing wheels and axles have been placed in front of the firebox,
and the latter is carried on a pair of trailing wheels. This has
been the case in some locomotives of the Atlantic and Colum-
bia types, and later in Mr. Delano's locomotive, which was il-
Supplement to American Engine
A RAILROAD.
Supplement to American Engineer and Railroad Journal, June. 1900.
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ATLANTIC TYPE, FAST PASSENGER LOCOMOTIVE, PENNSYLVANIA RAILROAD.
CLASS E 1.
BUILT AT JUNIATA SHOPS, ALTOONA, PA.
Jdne, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL i8l
lustrated in the April number of the "American Engineer," and
which has been christened the "Prairie" type.
It must be admitted that all of these forms of locomotives
have been accepted with a good deal of hesitation by locomo-
tive superintendents and master mechanics generally, which
may in part be due to the fact that in a number of instances
the feature which is the distinguishing merit of this form of
design has been omitted — that is, the wide fireboxes— and in
one or two other instances unfortunate deficiencies of design
of such fireboxes resulted in their failure. In this evolutionary
world every newcomer must adapt himself or itself to Its envi-
ronment. Many cases could be named of mechanical conceptions
which failed utterly when they were first introduced, and
which, after being adapted to their environments, became
brilliant successes. Piston and balanced valves for locomo-
tives, and cable railroads, are instances. The latter was tried
twenty years ago on the first elevated railroad, built in New
York, and failed utterly. Later on it was taken up in San
I'"rancisco and has been applied successfully on a number of
roads in other cities, although since then it is being superseded
by the electric system of overhead and underground trolley
lines.
It may be that those who now condemn what might not in-
appropriately be called (because they are so heavy behind)
the "kangaroo' species of locomotives, will have occasion later
on to modify their opinions of them. That plan is the oniy
one which permits of having a firebox of sufficient length, depth
and breadth for engines of the sizes and weights which are
now required, lue firebox is the source of power, and if it is
too small nothing else will compensate for the deficiency. It
is therefore believed that the future development of the loco-
motive will embody the "kangaroo" feature; that is, that the
fireboxes will be behind the driving wheels and will be maae
of a width considerably greater than the space between them,
and of ample depth.
The influence of the demand for more powerful locomotives
is shown in a recent design by the Baldwin Locomotive Works
for the McCloud River R. R. This consists of two six-wheeled
engines, coupled together "tail to tail," and with a fuel bin
and a water tank on each. The object of this plan is to attain
the advantages claimed for the double Fairlie engine, which
was so urgently advocated thirty years ago. The difficulty
with the plan shown will, it is thought, be the same as was
encountered with the Fairlie engines. It was impossible to pro-
vide sufficient boiler, fuel and water capacity without over-
loading the driving wheels. If we take the case of a ten-wheel
locomotive, we have, as in one of the single engines referred
to, six driving wheels, the requisite boiler and machinery foi-
which are carried on ten wheels, and the water and fuel on
eight more. Now in the double locomotive for the McCloud
River R. R. each machine must have boiler, machinery, water
and fuel sufficient for six coupled driving wheels, the same as
with a ten-wheel machine, and all of these must be carried on
six wheels instead of on eighteen, as in the ten-wheel engine.
For any continuous or fast service the six-wheeled engine must,
be deficient in some or all of these elements which are so essen-
tial for efficiency. The locomotive referred to is intended for
working only a short distance so that it may have sufficient
boiler water and fuel capacity for such service, but would not
have for long runs.
Some years ago several locomotives of a similar design were
built by Neilson in Glasgow, for an Indian railroad, but with
the difference that there was a double-end tender placed be-
tween the two engines, and they were coupled to it. This gave
ample capacity for water and fuel, and it would not appear
to be an unsolvable problem to provide some device by which
the two throttles and the reverse levers of both engines could
be operated from either one. A fireman on each would, how-
ever, be requii'ed.
It would not be surprising if the demand for more powerful
locomotives should revive the old scheme of double or twin
locomotives which so many inventors have aimed to make prac-
ticable. With two "kangaroos" coupled In some way to an in-
termediate tender, it would be possible to more than double
the power of any ten-wheel consolidation or decapod engines,
because the twins might have sufficient grate area, and also,
vI),Tt i<? regarded as of great importance, ample combustion
space.
LOCOMOTIVE TENDERS.
Several Examples of Improved Practice.
By William Forsyth.
We recently directed attention to the fact that locomotive
builders in this country are giving more attention to locomo-
tive tender design than they have in the past, and drawings
of several of the best designs have been collected for the
purpose of illustrating the chief features of the improvements.
Chicago & Alton 6,000-GalIon Tender.
Some of the most original work in recent tender design
has been done by the Brooks Locomotive Works and the
tenders for the eight-wheel passenger locomotives built for
the Chicago & Alton Railroad (illustrated in the American
Engineer February, 1900, page 55). built by this firm, have
been admired by all who have seen them. Fig. 1 shows
the steel frame for the tank which is 22 feet long and has a
capacity of 6,000 gallons. It is composed principally of heavy
13-inch channels, four of them forming the longitudinal sills.
They butt against 13-inch channels at the front and back as
end sills. The frame stands high with the lower face of the
. channels 37V4 inches above top of the rails. This allows the
straight drawbars, front and rear, to pass entirely under the
end sills, and the rear bar is arranged with a pin connection
to the tender and the yoke for an M. C. B. coupler. The
front connection to the engine is fitted with a spring buffer.
The center sills are spaced 23 inches apart and this space
is spanned at four places by heavy box-flanged castings, two
of them forming the body center plates, and two of them
the front and rear drawbar connections. The cross bracing
on the lower flanges is made of 9 by 14 inch plates each side of
the center plates and diagonal braces at the central portion
of the frame made of 9 by % inch plates. On the top of the
frame there are cross braces 18 by % inches at the front and
rear ends. At the bolsters there are wide plates 21 by %
inches, which are riveted to the tops of the center sills, and
pass diagonally to the bottom of outside sills. It will be
seen that this tender frame is very substantial, and is a good
example of straightforward design.
The water tank for this tender is shown in Fig. 2. It has
a capacity of 6,000 gallons, and the coal space will hold
12 tons of coal. The tank is 22 feet long and 9 feet 8 inches
wide. There are no water legs, but the water space extends
the full width clear to the front. It is only 18 inches high
at the extreme front end, and inclines with a gradual slope
to a point 44 inches back, where the depth is 21 inches: from
this point it slopes to its full height, 90 inches from the
back end. On top of this large incline the coal space is also
the full width of the tank. At the front end it is narrowed
in to 58 inches and closed by hinged iron doors, instead of
the usual rough temporary boards. The corner spaces thus
made in front are utilized for tool, clothes and oil boxes. The
coal sides are curved out after the English fashion to a radius
of 7 inches and finished neatly with H4-inch half-round iron.
The vertical sides of both coal and water spaces are braced
by 4% by 3 inch tee irons spaced 33 inches apart. Diagonal
bracing in the water space is made of plates.
The truck for this tender is shown in Figs. 3 and 4. It is
a heavy diamond truck with M. C. B. SO.OOO-pound axles and
elliptic springs. The bolster is made up of three 9-inch I
beams. The arch bars are heavier than the M. C. B. recom-
mended practice, as they are 5 inches wide and the top one
IV2 inches thick. This tender weighs empty about 46,000
pounds.
Lake Shore Tender for Fast Passenger Service.
Another and very different design for a tender tank by the
same builders for the heavy ten-wheel passenger locomotives
for the Lake Shore & Michigan Southern is shown In Fig. 5.
This engine was illustrated in this journal in November. 1899.
182
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. 1.— Tender Frame, Chicago & Alton R. R.
I^^iyer'c^armers'
Fi». 3 —Tender Truck, 8rool<s Locomotive Worl<s.
|,_!P -yLj"
Fi^t 4i— Tender Truck, Brooks Locomotive Works.
Fig, 5.— Tank for Lake Sliore Tenders.
page 344. This tank is U-shaped with an unusually long slope
to the coal space. The water capacity is 5,150 gallons and
the tenders are equipped with water scoops. The bracing
inside the water space is made of 4% by 3 inch tees, connected
across by %-inch round bars with jaws for %-inch pins.
There are two rows of these cross braces spaced 18 inches
apart, the tank being 54 inches high. Both of these tenders
have elongated manholes for taking water and both are very
neat in appearance.
Chicago, Burlington & Quincy Six-Wheel Tender.
Pig. 6 shows the six-wheel tender built by the Baldwin
Locomotive Works for the Chicago, Burlington & Quincy Rail-
June, tSOO.
AMERICAN ENGINEER AND RAI LROAD JOURNAL. 183
Fig. 2.-6,0OO-C alon Tanks for Chicago & Alton Tenders.
road, and shown in this paper in May,
1S99, page 141. The deep side frames are
made of %-inch plates cut out for pedes-
tals made of cast angles. The center sills
are 9-inch channels. The end plates are
1 by 10 inches with oak sills 10 by 12
inches at the front and 9 by 10 inches at
the rear. The wheels are 42 inches ,n
diameter and the journals 6% by 10 inches.
The front and middle wheels are equalized,
the springs and equalizers being inside
the main side plate frames. The capacity
of the tank is 4.200 gallons of water and
S tons of coal. The weight of the tender
empty is 36.800 pounds. The loaded
tender weighs 86,000 pounds, making
the weight per journal about 14,000
pounds. It will be noticed that this tender
is much lighter than those with four-
wheel trucks, but when larger capacity is
desired the weight per journal becomes
excessive and in recent Atlantic-type en-
gines for this road the tenders have four-
wheel trucks.
New York Central Standard Tenders.
On the New York Central a standard
tender frame and tender has been adopted
for use in new construction and in replace-
ments, except for switching service in case
a sloping tank is needed, one size and style of tender and frame
being used for all engines. The construction is shown in Figs. 7
and 8. The side and center sills are 10-inch, 26-pound channels,
secured at their ends by heavy bent brackets to plates ex-
tending across the frames and to these the wooden end sills
are bolted. The top faces of the longitudinal sills are tied
together by %-inch plates 32 inches wide over the bolsters
and by a third plate 5/16-lnch thick and 54 inches wide at the
center of the frame. The form and substantial character of
the draft castings may be seen in Fig. 8. This is a very simple
and strong frame. The total length over the timbers is 21 leet.
The tank is 19 feet 10 inches long inside and holds 5,000
gallons. They are all equipped with water scoops and it is the
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Fig. 6.-SIX-V heel Tender, C. P, & Q. R. R.
intention to use the track tanks for freight as well as passen-
ger service. This tank is braced with 4 by 4 by % inch tees
as indicated in Fig. 7. The manhole in this case is IS inches
wide and 48 inches long, the larger dimension being parallel
with the track. A half end view and section through the tees
at the joints are shown in Fig. 7. The sides are stayed with
tees which are crimped over the top and bottom angles and
there are no cross ties, entire dependence being placed on
the vertical tees. The top is also stiffened by tees.
When small tenders are needed for old engines new standard
5,000-gallon tenders are built and put behind the best engines
that are several years old, the smaller tenders being released
for use with the smaller engines. In this way all the expendi-
184
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Fig. 7.— Tank for ^'ew York Central Standard 'er.ders
Fig. 8.— Frame for New York Central Standard Tenders.
lure for new tenders will be made In the line of standardizing The idea of using a single design for passenger, freight
and the best tenders will be available for the best engines. and switching service seems to have much to recommend
This practice will save the road a great deal of money and it. The only change made for the various engines is in the
when necessary new requirements may be met by new stand- center castings to suit the various diameters of wheels and in
ards. We are informed that this tender frame is likely to be putting buffer castings on the rear of passenger tenders. In all
adopted as standard by one of the most prominent of the loco- these tenders the Master Mechanics' Association steps are used
motive builders. Fox pressed steel tender trucks with elliptic on both ends and unusual attention has been given to the
springs are used under all new tenders and Mr. Waitt says that hand holds,
he has had very satisfactory results with them. (To be continued.)
June, louo.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 18S
FREIGHT CAR DRAFT GEARS.
My Eilvvanl (irafstrom, Merhaniciil KiiKinopr Alcliison. Topeka
& Santa Kp Ry.
If we are to place any reliance whatever in tlie signs and
portents of the times, it seems that the immediate future will
Eolve the problem of draft rigging for freight cars. Although
no one not personally connected with the M. C. B. committee
having the sul)ject in hand can s\irmise in what line the in-
vestigations have lieen made, upon which the committee's re-
port at the coming convention will be based, yet the names
of the members are a sufficient guarantee that an interesting
and valuable repoit will be forthcoming. The admirable man-
nei' in which the M. C. B. coupler committee acquitted itself
of its difficult task at last year's convention shows what can be
done by diligent and systematic treatment, and though it is
not known at the present writing whether or not that com-
mittee, as tuch, has since developed its subject further, yet
it is understood that some, at least, of its members have
cairied on road tests individually, the results of which will
presumably be given at the convention tliis year, thus enabling
the association, with the information already at hand, to dis-
pose of thai subject intelligently. The draft rigging question,
on the contrary, has remained in its embryo state, as far as
the association is concerned, but the signs of the time point
to important as well as necessary evolutions in the near future.
The M. C. B. Draft Rigging.
What is now generally known as the M. C. B. recommended
draft rigging is nothing more nor less than the antequated
adjunct to the original draw head, and its principal, if not
its only, merit is that it is no one's patent. Since it came
into existence the draw head has changed into the vertical
plane coupler, and the latter has undergone a number of modi-
fications from time to time, while the draft rigging, notwith-
standing its modifications of 1S97, has by reason of its design
been found impossible by most of the leading roads, and in
consequence a number of new types have sprung up. The
car contract shops prefer to adhere to the M. C. B. draft rig-
ging, however, unless it is otherwise specified in the contracts,
for the reason that it relieves them of all responsibilty in
that connection, and many of the railroads are also prone to
shift the responsibility on the association instead of protect-
ing their individual interests by the use of more suitable de-
signs. With the introduction of 80,000 and 100,000 lbs. cars,
however, the association cannot afford to continue to lend its
name to the old device, and its remains for the committee to
point out what shall take its place.
Modern Draft Rigging.
A few years ago the late D. L. Barnes wrote an interesting
and comprehensive paper on freight car draft riggings, re-
viewing and comparing those in use at the time, and what he
said then has undoubtedly served to guide many railroad offi-
cials in selecting designs other than the M. C. B. Yet it must
not be forgotten that at that time the tall stem was used_ ex-
clusively, and many of the draft riggings which he indorsed
as strong and durable when gauged by the strength of the
tail stem, have not lent themselves equally well to the adap-
tion of the tail strap attachment. The Graham should be
mentioned in particular as having been one of those which
iVIr. Barnes singled out for its strength and simplicity. Yet
it is not well suited to the use of the tail strap, and neither
the Mitchell nor the Potter adaptation of the tail strap have
succeeded to make the Graham draft rigging as strong as it
originally was, although, of course, the strap itself gives or
should give more strength than the stem, at least as far as Its
fastenings are concerned.
It is not the intention here to describe in detail the different
forms of patented draft riggings in use at the present day;
that has already been done from time to time in the technical
press. Suffice it to say that the most of them are based on
the same principle as the M. C. B. recommended type, with
improvements of more or less merit, princii)ally relating to
llie manner of securing the follower stops to the draft beams
pioper, these improvements taking the form of cases, contin-
uous castings, etc. The Graham and the Dayton differ more
from this original typo than the others, and are unlike each
other inasmuch as the Graham was originally designed for the
use of the tail stem, while the Dayton was designed exclusively
for the tail strap. Each of the patente<l draft riggings has,
of course, its zealous adherents, many of them not withotit
good reasons, and up to this time they have filled the require-
ments comparatively well.
Increased Spring Capacity.
The panic and following financial depression which prevailed
during the years 189.'i-lS97 affected the railroads in one notice-
able way: railroad managers studied carefully the question of
hauling the greatest amount of freight over the road at the
least possible expense. As a result the tonnage rating came into
general use, thereupon locomotives of the largest practicable
types took the places of lighter ones, and finally freight car
capacity commenced to grow up to the present limit of 50 tons.
The effect of these increased tractive resistances told on the
coupler and draft rigging, and with special regard to the latter
it soon became understood that the 1896 M. C. B. spring of
19,000 lbs. was entirely inadequate under the changed condi-
tions. To increase the size of the spring was found impracti-
cable, as the steel bar was already as large as the spring makers
cared to guarantee. Recourse could therefore be had only
to doubling the spring, and then a new crop of draft riggings
sprung up. some with tandem, some with twin springs. Many
of these were modifications of previously existing forms which
lent themselves to one or the other method of doubling up
the spring, while others were entirely new forms designed
to meet the new conditions. Manufacturers of draft riggings
dare not nowadays compete for the business unless they have
a double spring article to offer, and very few new cars will be
built hereafter with single springs, except perhaps on roads
where the hauling capacity of the locomotives is limited.
It is not of paramount importance to discuss which arrange-
ment of springs is preferable, for the question cannot properly
be decided without considering the relative merits of the
draft riggings themselves, and also the construction of the
cars on which they are used. Some people object to the twin
spring tor the reason that should one spring break, the fol-
lower or its equivalent would tilt to one side, which might
damage other parts. It should be said here, however, that if
the draft rigging is properly designedthe springs should never
be allowed to be compressed solid. This not only preserves the
springs, but it also prevents excessive tilting in a twin spring
arrangement in case of a broken spring, and in a tandem ar-
rangement under the same cirumstances it prevents the coupler
from being pulled out so far as to strain the unlocking chain.
The principal objection to a tandem spring arrangement is
that it occupies more length, or, in other words, requires the
bolster to be spaced further from the end sill than is desir-
able, tor it is a recognized fact that imless an unusual amount
of side play is allowed to the couplers in the chafing irons,
too much overhang beyond the trucks throws undue strain
on the knuckles and is apt to cause uncoupling on a sharp
curve. In most of the tandem spring designs it will also be
found that the tail strap is one of the weakest parts, unless
made heavier than usual, on account of the necessary fasten-
ings for the intermediate follower.
The Westinghouse Friction Draft Gear.
The recent demand for increased capacity has again brought
this device into prominence. So much has been said and writ-
ten about it that it is here only necessary to define its position
relative to other draft riggings. The difference in action of
spring and friction resistance is clearly explained in a recent
'lb6 AMERICAN ENGINEER AND RAILROAD JOURNAL.
communication from Mr. E. M. Herr, fiom wliich the folljw-
ing is quoted witli Ills permission:
"The problem of the best draft rigging is to obtain tlie
maximum of yielding resistance with the minimum of recoil.
. . . It is clear that the above conditions cannot be met
with any springs or combination of springs. They furnish the
yielding resistance, but the recoil is almost as great, for the
energy absorbed by springs is merely transformed from kinetic
to potential, and is 'again restored to kinetic energy as soon
as the pressure is removed. The underlying principle of the
friction draft gear is that it actually destroys the energy, which
would otherwise be damaging to the cars, while in all other
forms this energy is only dissipated in actual work on the
cars."
The practical limit of spring resistance has probably been
reached with the use of two 19,000-lb. springs. To go much be-
yond this would be unsafe, until couplers and cars are made
considerably stronger. For present conditions the two springs
seem to be sufBcient. No well-informed lailroad man has any
doubt as to the merits of the friction gear; that it comes nearer
being a perfect draft rigging than anything else so far de-
signed is generally conceded, and those who have tried it know
that it does the work well.
The Coming M. C. B. Draft Rigging.
It is a fact worth recording in this connection that the
piesent trend of popular taste is indicated by the desire for
substantial double-spring draft riggings. The popularity of
cheap, home-made articles, which came into vogue on many
roads during the financial depression of the last few years,
commenced to wane when the heavy steel car was reared.
We should not, however, look for any special type or design as
worthy of the honor of being the sole possessor of the M. C. U.
endorsement. Interchangeability cannot even be expected, as
in the case of the couplers. But there are certain fundamental
principles which the approved draft rigging should conform
to, and these are:
1st, They must have the necessary strength.
2d, They should take standard springs.
3d. These springs should not be allowed to compress solid.
As springs of the same make vary in height, a limit should
be set within which no springs could be compressed solid.
4th, Not more than one or two lengths of tail straps should
be allowed.
By laying down a few broad specifications of this nature, and
narrowing them up from time to time, it may be possible that
the number of draft riggings could be considerably reduced,
and coming inventors would confine their exertions within
certain bounds. It would also be more or less of a protection
from receiving foreign cars with inferior draft riggings, in-
capable of being hauled indiscriminately in heavy trains. Last-
ly, it would tend to reduce to a minimum the material neces-
sary to keep in store for repairs, without interfering with the
expeditious handling of the cars.
THE COST OF RUNNING FAST TRAINS.
Mr. Mcintosh present an interesting firebox design in his
article in this issue. He may expect additional advantages
from the division of the firebox into two chambers with a
fire door to each. The effect will be to improve combustion
by always having one of the doors closed and one side of the
firebox sending hot gases to the lubes, while the other side
is chilled by the open door and the addition of green coal.
This is believed to be a very important feature of the plan.
A similar arrangement would probably tend toward "smoke-
lessness" in soft coal burning, and the idea is commended to
those who are considering larger grates for soft coal.
We take this occasion to express our gratification that our
efforts to present valuable information in these pages are meet-
ing substantial support in a rapidly increasing subscription
list. A larger number of railroad men with responsibilities in
design, construction and maintenance of locomotives and ears
have been added since January 1 than during any similar
period in the history of the paper.
Locomotive Fuel Consumption.
By G. R. Henderson,
Assistant Superintendent of Motive Power, Chicago & North
Western Railway.
That an increase in speed of trains is accompanied by a
higher fuel rate per mile has long been recognized, and was
very ably presented by Mr. F. A. Delano, Superintendent of
Motive Power of the Chicago, Burlington & Quincy Railroad,
in a paper before the Western Railway Club last winter. The
actual rate of increase, however, has not, so far as is known
to the writer, been determined.
Progressive railroads follow the coal consumption by loco-
motives with care and watchfulness and make comparisons
with previous years. These comparisons are almost worthless
without a unit of work as a basis, and the ton-mile has come
to be recognized as a suitable unit for this purpose. These
comparisons may not always be favorable, unless the rate
of speed has been kept constant or nearly so since the previous
date with which the comparison is made. As the general ten-
dency now is toward such an increase of speed, it becomes
necessary to explain the corresponding apparent extravagance
in the use of coal.
It was therefore decided by the Chicago & North Western
Railway to institute a series of tests that would demonstrate,
practically, the real values of the question. The unsatisfactory
measurement of coal and water and the impossibility of main-
taining constant conditions for any length of time in a road
test were sufficient arguments for making this portion of the
experiment upon the locomotive testing apparatus with which
this road is equipped. The rate of coal and water consump-
tion for a series of speeds and cut-offs being known, it would
be easy to determine what could be expected under any con-
ditions. It was also the intention to make road tests later
with a dynamometer car, in order to determine the effective
pull behind the tender in the same series of tests as on the
plant, and finally to measure the increased resistance due to
speed of a train over a complete division of the road.
The dynamometer car tests not yet having been commenced,
this article will treat only of the results obtained on the test
plant. The locomotive tested was the standard heavy 10-wheel
freight engine of the Chicago & North Western Railway, known
as "Class R," and has the following general dimensions and
weights:
Cylinilers 20 by 26 in.
Driving wheels, diameter 63 in.
3team pres.sure '. 190 lbs
Boiler diameter, front M% m.
3rate area 29 sq. ft.
Heating surface 2,332 sq. ft.
Weight on drivers 118,350 Ibs.
Weight of engine 153,000 lbs.
Steam ports 1% by 16 in.
Exhaust ports 3 by 16 in.
Allen American balanced valve.
Outside lap % in.
Inside clearance 0 in.
Valve travel 5'/4 ir..
Lead about Vt in. at 6-in. cut-oft.
The intention was to run each test long enough to insure
maintaining conditions, but the rapid wear of the brake shoes
on the brake wheels of the plant sometimes prevented as long
tests as were desired. All water measurements were carefully
made, the coal was weighed, indicator diagrams were taken
every ten minutes from both cylinders and pressures and tem-
peratures were recorded, so that we think the results will give
a fairly correct indication of what may be expected in practice.
Ordinary freight coal from Indiana was used and no attempt
was made to get exceptional or "fancy" results. The accom-
panying diagrams were plotted from these tests as far as they
went, and in some cases the loci have been extended beyond
the range of the tests, where it was thought "their direction
was sufficiently indicated.
Diagram No. 1 shows the pounds of coal per hour for various
JL'NE, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 187
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speeds and cut-offs. These loci have their real origin 0.08 to
the left of the diagram, corresponding to the approximate clear-
ance of the cylinders. As would be expected, the rate of com-
bustion increases faster than the rate of cut-off. but not quite
as much as was expected. This may be explained by diagram
No. 2, where it will be seen that the water used increases
slower than the rate of cut-off. and we have thought that this
may be due to decreased cylinder condensation at late cut-ofEs.
These diagrams show that the limit of the boiler is at 200
pounds of coal per square foot of grate area per hour, which
in this engine means three tons of coal per hour. This limit
fixes the maximum cut-off possible at the various speeds and
diagram No. 3 illustrates this, as well as tbe masimum horse
188
AMERICAN ENGINEER AND RAILROAD JOURNAL.
power obtained. No. 4 gives the horse-power curves for the
same series as No. 1. Diagram No. 5 illustrates the variation
in indicated tractive force for various speeds and cut-offs.
In all these tests the throttle had full opening. No. 6 gives
the pounds of co;;! per hour for different rates of indicated
tractive force at various speeds and No. 7 gives the same per
mile. This shows what increase in the coal bill may be ex-
pected with increase in speeds, although this does not consider
the increase in train resistance also due to increase in speed.
The well-known formula on train resistance will enable
anyone to combine it with diagram No. 7 and by allowing
the proper percentage for internal friction and the resistance
of the engine and tender considered as heavy cars, the coal
consumption per ton of train may be obtained. These we
e.xpect to demonstrate practically with the dynamometer car,
however, and will then be in a position to give actual results.
THE ARRANGEMENT OF BOILER SHOPS.
Br F. M. Whyte, Mechanical Engineer, New York Central
Hudson River Railroad.
The declaration that it will be found desirable, if, indeed,
not necessary, to study the "state of the art" in boiler shop
design before beginning plans for a new shop, if a fair meas-
ure of success is to be assured, will probably not be ques-
tioned, and while any new or old ideas here recorded would be
better fortified wich line drawings and descriptions of present
shops, it is considered beyond the scope of this article to make
it, to any extent, historical. References will be made to pres-
ent shops merely with the intention of illustrating the point
under consideration, and the particular shop will not be men-
tioned.
In the dei=igns of boiler shops too little attention has been
given to the kind of work to be done in the particular shop; a
contract shoo, where by far the larger part of the work is to
be building, should receive different treatment from a shop in
which a larger part of the work is to be repairing. In the one
case the movements of material are largely in one direction,
toward the place where the boiler is assembled; in the other
the movements are largely in both directions, distributing the
material from the boiler and then assembling it again; the
movements must be harmonious for the particular conditions
and continuous, if best results are to be obtained. The work
done, in the repair shop is also very different from that done
in a building shop. The location of the shop also will be gov-
erned partly by the kind of work to be done in it, and whether
the shop is to be thoroughly equipped, or it is to be dependent
upon other shops for the use of certain machines, will need
to be considered.
It is probable that the consideration of a boiler shop forming
a part of a locomotive repair plant will interest the greater
number of readers, and for this reason, and because the sub-
ject may be limited advantageously in this way, effort will
be made to keep within these bounds.
If a choice of locations is possible, that one should be selected
which will be most convenient for the transfer of boilers from
and to the main erecting shop, and, if the boiler shop is to oe
thoroughly equipped so as to be independent of other shops for
the use of tools, such transfer of boilers should control the
location of the shop. If, however, the boiler shop is to depend
upon the blacksmith shop for heading and upsetting bolts, and
for various small forgings, and upon the machine shop for the
use of planers, shapers and lathes, then the convenience of
transfer of boilers may well be sacrificed for a location more
convenient for the many trips to be made between boiler shop
and blacksmith and machine shops for the smaller articles.
Other -considerations may fix the location of the boiler shop;
if there is no transfer table, and the tracks in the erecting
shop extend longitudinally, then it may be most convenient to
locate the boiler shop pt one end of the machine shop, or in
such other location that the boilers can be moved from one
to the other without too much switching; it the tracks in the
erecting shop are transverse, a transfer table will probably be
provided, and under such conditions the boiler shop should on
located, other things being equal, on the other side of ths
transfer table, though not necessarily directly oppo;ite the
erecting shop. The explanation for this will bring up the
much mooted question of longitudinal and transverse tracks in
shops, but this question will be considered only so far as the
subject under consideration seems to require.
In those erecting shops having the machinery on one side
and transverse pits on the other, it will be best to "head" the
engines out. because this will bring the more particular work
of erecting nearest to the source of light: the work inside the
smokebox can be done without nrtificial light being used i!!
the time; when tubes are removed in the erecting shop, as
is frequently done, they can be put directly out of the shop
and out of the way; and engine trucks may be transferred
readily to a particular part of the erecting shop or to some
otuer shop where special appliances can be provided to facili-
tate truck repairs. This v/ill leave the driving wheels as tho
only very heavy parts to be handled inside of the shop. Whe.-e
the locomotives are "headed" in, the more particular machin-
ery woik will be away from the light; the smokebox work can-
not be done as well without artificial light most of the time,
and the inside firebox work cannot be done without artificial
light anyway; and the tubes must be turned around after
being taken out and carried the length of the engine, and so
interfere with the other work on the engine, or they must ue
trucked through the shop. On the other hand, boilers should
be placed in the boiler shop with the firebox end placed near-
est the source of most light (and this is generally at the side
where the boiler is brought into the shop), because most of
the repair work is done on the firebox end. Thus it will be
seen that, to avoid turning the boiler when it is being taken
from one shop to the other, and to place it most advantageously
in either shop, the erecting shop and boiler shop should be on
opposite sides of the transfer table.
It has been suggested that the boiler shop should be an ex-
tension of the erecting shop, so that the same traveling crane
would serve both; this may be satisfactory in small plants
where the combined demands of both shops would not exceed
the capacity of the crane; otherwise, there is likely to be much
friction between shop foremen and considerable waiting, and
these quickly lessen the value of the crane.
The cross-section and elevation of the shop will require much
study, particularly in the first attempt, and an examination
of the arrangements of the more modern shops will prove of
inestimable value; but care must be taken lest peculiarities of
construction made necessary by unavoidable conditions be
misunderstood as approved design. For a shop of large ca-
pacity, doing mostly new work, the design that seems most
satisfactory, and the one followed in a number of the more
modern shops, is that having a central bay of sufficient width
for the work to be handled, and the roof over the bay placed
at such elevation as to give ample clearance for the main
cranes, as these span the bay. On each side of the bay Is a
wing, the roof of which need not be so high as that over the
bay. The width of the wings must be decided with as much
care as that given to the consideration of the width of the bay.
and by way of caution it may be remarked that the wings jf
a number of modern boiler shops have been found to be too
narrow to allow of convenient transfer of material from one
machine to another, the machines being located in these wings.
A standard-gauge track should extend into the building and
be accessible to the main cranes, to facilitate unloading mate-
rial and loading finished product. The two wings will allow
separating the work on rolled and fianged sheets, and the for-
mer can be advanced through flange punches and shears and
drills to the assembling floor, while the latter can be advanced
through shears, planers, punches and rolls to the assembling
June, 1900
AMERICAN ENGINEER AND RAILROAD JOURNAL. 189
floor near the riveting macliine. Ttie wings can be provided
with light-capacity overhead cranes, or with one or more over-
head trolley tracks, because boiler shop machine tools are jf
suih heavy (ai)acity and of surh intermittent action that they
may well bo driven by sepa:ate motors, and thus the overhead
shafting \)e dispons-ed with, the lighter machine tools being
grouped together and driven fiom a short main shr.ft.
The main bay, with high ro;:? for the accommodation of a
large-capacity crane, will be the essentia! of any thoroughly
equipped boiler shop, and whether there will be a wing along
one or both sides of the bay will be decided by circumstances.
The two will be found most convenient for a large output jf
new work. The riveting tower, or towars, should be placed at
one end of the bay, and at the end of the shop opposite to that
where space is left for extension: thi,-; lowtion will allow of
extending the shop without disturbing the tov.-ers, and wi!i
make it po.ssible to serve a part of the flaor spacs with the main
crane and the tower traveler, thus facilitating transfer of loads
from one to the other.
The flange fires and furnaces should be isolated from the
main shop so as to keep the latter free of smoke, and the isola-
tion may be accomplished with satisfactory results by means
of a partition wall between the flange room and main shop.
Attempts have been, and are, made to accomplish the same re-
sults by placing adjustable hoods over the fires, but the men
working about the fires generally feel that the others in the
shop are no better than they are, and reason that if they can
work in the smoke the others can, and as a result of this rea-
soning the hoods are soon pushed out of the way as far as pos-
sible and are allowed to rust in that position. It sometimes
happens that the use of the hoods seems to be the best ar-
rangement possible under the conditions prevailing, and under
such circumstances they should not be criticised.
A flange press is a very necessary tool in a well-equipped
boiler shop, and if the work justifies the installation of a press
large enougli to flange back heads of the locomotive type of
boiler, then the facilities to be provided for handling the heavy
dies will fix the location of the press and also of the furnaces
serving it. In a number of shops wliere flange presses are
used the main crane is depended upon for handling the heavy
dies, and this dependence has made it necessary to use a part
of the floor space of the bay as storage for the dies. Those who
have adopted these means will not recommend the practice,
and in a new shop provision should be made to obviate such use
of the most valuable floor space. Probably the best arrange-
ment is to have storage room for formers outside the shop, and
an overhead hoist commanding the storage space can be pro-
vided without great cost. The storage space should be of suffi-
cient area to require as little stacking of the formers as possi-
ble. When the dies are stored in the shop they are piled high
to economize in floor sjiace, and as they are generally required
in the "chain gang" order, "first in, first out," the one wanted
is generally at the bottom of the pile, and the expense of get-
ting it is considerable. The formers would be more accessi-
ble, whether stored in the shop or in a storage yard, if stood on
end, and so arranged they may be stacked two or three tier.<
high without lessening seriously the advantage of the arrange-
ment.
Because most of the material used in a boiler shop is heavy,
the cost for handling should be reduced as much as possible
by reducing the amount of handling, and this will be accom-
plished in the highest degree by receiving shipments of mate-
rial directly in the shop and locating the storage racks conven-
iently for the use of the crane in unloading. It is very im-
portant, if space allows, to stack the sheets, the larger ones at
least, on edge, with the identification marks of each sheet ex-
posed or as accessible as possible; this method of stacking the
sheets is required for the most satisfactory working of the
"chain gang rule," to which, like the press dies, the usual
method of piling plates conforms.
Even the hasty manner in which the general arrangement of
the shop has been treated in the above will not justify omitting
all reference to tv.'o essentials of a first-class boiler shop whioh
are very generally overlooked, if, indeed, not studiously ne-
glected; the sanitary arianj;.':ments and the foreman's ofRce.
Too frequently the boiler shop, like the smith shop and the
foundry, is considered to be otitside the pale of sanitary laws,
and the protection of street clothes is a nail on a dirty wall.
the lavatory is a smrill can of oil and a piece of dirty waste,
and a nuisance is .Tiadc of the inside and outside of the walls
of the building, and even of the crane-suiiporting columns. The
modern shop has a neat, though plain, toilet room, either inside
the shop, and elevated above the floor, or adjoining the shop
and located so as to require the least amount of time to reach
it from all parts of the shop. It should have both entranct
and exit doors, if possible, and ihete spaced several feet dis-
tant from each other. There should be one urinal and one seat
for every eight or ten men. The lavatory should be convenient
to the toilet room, though partitioned from it, and should be
provided with hot and cold water and a wash bowl for every
four or five men. There should be in the lavatory a locker for
each man, the doors to the lockers to be made of wire netting
or similar material, so that precaution may be taken against
the accumulation of oily rags and also to facilitate cleaning.
The foreman's office should be located centrally in the shop,
elevated above the floor, and at the same time out of the waj'
of the cranes. The walls should be made of glass, as far as
possible. The office need not be elaborate, and some will think
that none is necessary because a foreman should be about the
shop; but the foreman has duties and records which require
an office, and frequently he needs a clerk. In addition to these
reasons, a view of the shop at a little distance may have,
sometimes, very remarkable results.
Locomotives designed throughout with a view of how good,
how serviceable and efficient they can be made, are not too
common, and it takes nothing from the credit merited by other
good engines to express the opinion that the Class E 1 of the
Pennsylvania, which is so thoroughly illustrated in this issue,
represents in many respects the best design and construction
that has appeared in this or any other country. Almost every
detail exhibits features which will set locomotive men think-
ing. It has been very successful in meeting the conditions
for which the design was prepared, the handling of the fast
Atlantic City expresses. A large- number of the details are
presented, because they are believed to be good examples illus-
trating principles which have been found satisfactory. They
do not always tend in the direction of inexpensive construc-
tion, but it is probable that first cost might be advantageously
increased in many directions in view of the possibilities of
saving in maintenance. The engine is noteworthy, first for
the large grate, second for the free steam passages and the
steam distribution, and, third, for the excellent details. The
designers had in mind the improvement in construction with
reference to the rigid connection between the cylinders and
frames, and between the back ends of the frames, also the con-
struction of parts whereby the taper fits of keys could be made
entirely upon the planer. The ash pan, throttle valve, the
main steam valves, the cylinders, the main rod, piston, pistoix
rod. crosshead and other details possess unusual interest as a
study of the locomotive. It is a pleasure and a privilege to be
given the opportunity to describe and illustrate this engine, and
those who cannot give such attention to details will find the
description valuable for reading and for record. We desire to
express our appreciation of the opportunity given by the offi-
cers of the road and for their painstaking kindness in assisting
in the preparation of the description.
Mr. Thomas Tipton, Chief Store-keeper of the Rio Grande-
Western, has been appointed Purchasing Agent, with head-
quarters at Salt Lake City, Utah.
Mr. John J. Reid, formerly of the Rhode Island Locomotive
Works, Providence, R. I., has been appointed foreman of ma-
chine shops of the Delaware, Lackawanna & Western, at
Scranton, Pa., and, with his other duties, will have charge of
the improvements about to be inaugurated af these shops.
190
AMERICAN ENGINEER AND RAILROAD JOURNAL.
CENTRAL WATER LEG APPLIED TO WOOTTEN FIRE
BOXES.
By W. Mcintosh, Superintendent of Motive Power, Central
R. R. of New Jersey.
The wide fire box of the modified Wootten type is attracting
a great deal of attention of late and will no doubt become more
generally used as motive power and transportation people be-
come better acquainted with its advantages, which lie prin-
cipally in the large grate area, enabling it to steam with very
inferior grades of fuel.
There is one disadvantage with the locomotive boiler, how-
ever, which is intensified in the Wootten type by reason of
its greater extent, and that is the rather sluggish water cir-
culation toward the extreme back end, the movement of the
water in that direction being somewhat interruped by coming
in contact with the intensely hot side sheets in its movement
toward the rear. In an effort to improve the circulation In
this type of boiler and at the same time provide more heating
surface. I have designed a center water leg, extending from
the crown sheet to the mud ring level, without other direct con-
leg being many times compensated for by the large increase
in heating surface which it furnishes. There should be
no difficulty in welding the one connection of this water leg
that is exposed- to the action of the fire, so that there will be
no seams in the firebox nor liability of trouble from that
cause. The crown sheet should be flanged upward, where the
seam connecting the flange and water leg, being entirely in the
water, would also be safely protected from action of the flre.
The water leg sheet is intended to extend from above the
connection to the crown sheet to provide lugs to which will
be attached sling stays from the boiler, thereby insuring a
convenient and reliable means of staying. In addition to this
it is intended to run some long stay rods from the top of the
boiler to the bottom of the auxiliary water leg. to relieve the
other stays from the weight of water and metal suspended
from the crown sheet. The tie bar that extends across the bot-
tom of the flrebox to prevent spreading is arranged to engage
the auxiliary water leg, with a view to increasing its stability.
It is also proposed to use with this boiler a combination
water tube and shaking grate, the latter to be of the Yingling
type, each alternating section reversing its movement, which
in connection with its small divisions has a tendency to work
y.J-LLLL|Jj4J-Ull-|jfl!HbJ-iLUJJ.UJJjnLLJJ-U.MJJ4iJl-UJiJUUJJJJlU^^li 1 LLUJ JJ illLtV
Central Water Leg for Wootten Fireboxes-Central Railroad of New Jersey,
nections to the fire box, the water being supplied from the
front and rear, as shown In the illustration, it being expected
that the rear connection will accelerate the movement of the
water passing the side sheets, thereby preventing overheating,
while the general movement of the water -toward the pipes
below the mud ring will tend to carry to that point the in-
crusting matter being precipitated and from which point it
can be blown out.
No claim can be laid to novelty in applying this center water
leg, as it has been generally used in marine service, and I
think it was Milholland who brought out a design for a
locomotive many years ago quite similar to the one now pro-
posed, except that it was extended to the door and "flue sheets
and through the combustion chamber, where the seams would b^
apt to cause trouble by leaking, and another disadvantage
that he labored under was in applying it to fire boxes of very
small dimensions, where the grate area was insufficient to
burn the fuel necessary to heat the ordinary walls of the fire
box.
The dimensions of the Wootten box are large enough to re-
ceive this additional water leg and still allow ample grate
surface, the small loss of grate space occupied by the water
the fire effectually, while its large proportion of air space in-
sures thorough combustion and guards against any possibility
of overheating the fingers.
An alternate construction would be to substitute vertical
tubes of the Babcock & Wilcox type in place of the proposed
water leg, expanding the upper ends of the tubes into the
crown sheet and the lower ends into suitable headers connect-
ing to a longitudinal pipe of liberal dimensions, serving as a
mud drum and connecting to the mud ring and the boiler shell
in the same manner as the proposed water leg. Long stay rods
would be run through the tubes from caps under the headers
to the top of the boiler. I anticipate that with either form
of construction the results would be much more favorable
than could be figured out on a basis of additional heating
surface.
The writer has long entertained the opinion that circulation
at the rear of the rectangular fire box is decidedly sluggish,
and experiments made some years ago on a small scale con-
firmed these views. If the center water leg will open up con-
tinuous circulation as expected, the result would be apparent
in increased evai)oration and a corresponding fuel economy,
not brought about so much by increased heating surface (which
would be about SO square feet) as through the bettei- absorp-
tion of heat by the continuous and regular mc^vement of the
water past the heating surface.
JONE. I'JOU.
AMERICAN ENGINEER AND RAJT ROAD JOURNAL. I9l
CONTRIBUTIONS TO PRACTICAL RAILROAD
INKORMATION.
No. XXVI. — The Ventilation of Passenger Cars.
By C. B. Dudley, Chemist, and V. N. Pease, Assistant Chemist,
of the Pennsylvania R.iihoad.
It seems not improbable that if a vote of the general traveling;
public could be taken on the question as to what improvement
or change in passenger cars at the present time would most
conduce to the comfort of passenger travel, a very large ma-
jority of the ballots would be in favor of an improvement in
car ventilation. It is to be confessed, we think, that the dis-
comfort attendant on riding a number of hours in a stuffy,
over-heated passenger car, and especially the annoyance and
discomfort from spending the night in an over-heated, ill-ven-
tilated Pullman car, are so great that it is not at all surprising
that not only individual passengers but also the technical
papers, and. Indeed, the general press of the country, should
from time to time break out into a tirade against the present
condition of the ventilation of passenger cars. It is claimed
that there are cases on record, where passenger ear windows
are fastened down, of passengers deliberately breaking the
glass and paying for the same, in order that they might enjoy
the benefit of fresh air. We think it fair to say, on the other
hand, in justice to railroad officers, that the condition of affairs
is not and has not been in the past entirely ignored by them.
They are entirely conversant with the fact that the present
passenger coach, and especially the Pullman car. is not prop-
erly ventilated, and it is not because of indifference, but because
of the extreme difficulty of the problem that no more decided ac-
tion has been taken in the past. If we succeed in what we have
planned in this article, we think the difficulties to be overcome
in the proper ventilation of passenger cars and the reasons for
the present state of affairs, will be better understood by the
general public, than they are at the present time.
The question of car ventilation has been studied more or
less for a number of years. Under the auspices of the Railroad
Commissioners of the State of Massachusetts, some fifteen or
twenty years ago, quite a number of analyses of the air from
passenger cars were made by Professor Ripley Nichols, of the
Massachusetts Institute of Technology, Boston. Furthermore.
not less than fifteen years ago a number of analyses of air from
the cars of the Pennsylvania Railroad were made, and in 1893
or 1894 a committee of the Master Car Builders' Association
made a long report on car ventilation, accompanying that re-
port with analyses of air from Pullman cars, together with the
analyses of air from other cars of passenger equipment. Still
further, the records of the Patent Office show a very
large number of devices which have been suggested from time
to time by inventors for accomplishing this desirable end. II
should not be overlooked that most passenger cars have some
appliances by which fresh air Is introduced, or an approxima-
tion at least toward a system of ventilation. Some of these
are apparently inefficient and poor, and some are better, so that
the subject has certainly not entirely escaped attention. In
addition to what has preceded it may be stated that for not
less than ten years past very careful and systematic study has
been put on tnis problem by the experts of the Pennsylvania
Railroad Company, and while it is not proposed In this article
to show completely what has been accomplished, it is fair to
say that very great encouragement has been met with, and that
the outlook for a successful system of car ventilation seems to
be very promising.
The first step in the study of any problem is naturally to
know what the present state of affairs is. This, so far as ear
ventilation is concerned, may be briefly stated as follows: As-
suming that ventilation means change of air, and that what Is
desired is to get sufficient fresh air into a car and to remove
the foul air, the analyses above referred to indicate that the
ordinary passenger coach and Pullman car get from one-sixth
to one-tenth as much air per hour through them as is required
for good ventilation. There is a fairly close agreement between
the analyses from all the sources mentioned above, so that we
may, perhaps, be entitled to conclude that a very much larger
amount of air than is at present obtained, is requisite for good
ventilation in passenger cars.
Perhaps we shall best make clear what follows by asking a
series of questions bearing on this subject, and answering these
questions to the best of our ability. But before doing this it
may not be too much to say that no problem in engineering
has, in our judgment, ever been undertaken which is so fraught
with difficulties as the ventilation of passenger cars on rail-
roads. A few words will make this point clear.
An ordinary passenger coach contains about 4,000 cu. ft.
of space. It is proposed to take into this space sixty persons,
to keep them in this space continuously without allowing them
a chance to get out, for from four to six hours at a time, to
keep these persons warm enough for their comfort In winter
and to supply them with the proper amount of fresh air, and
at the same time to exclude objectionable material, such as
smoke, cinders and dust from them. Certainly here are diffi-
culties enough. The shape of the car itself, being long and
narrow, the very small space compared with the large number
of people, the question of keeping the people warm, and the ex-
clusion of objectionable matter from them — each one of these
items is a problem in Itself, sufficiently difficult to tax the skill
of the best experts, and when all are combined In one it is little
wonder, apparently, that progress has been so slow.
The first question which we will consider is: Is it necessary
to ventilate cars both winter and summer? It would naturally
be expected that the doors and windows would be sufficiently
satisfactory sources of fresh air in the summer season, and
that, therefore, it would only be necessary to study the subject
of car ventilation for the winter. Unfortunately part of the
problem, as already stated, Is to exclude objectionable material
from without and on dusty roads, it Is absolutely essential,
even in warm weather, to keep the doors and windows closed
on account of dust. Furthermore, smoke and cinders from the
locomotive not Infrequently are annoying even in the summer
season, so that it seems fairly probable that a good system of
ventilation should be operative both in winter and in summer,
and in the studies above referred to in connection with the
Pennsylvania Railroad, this phase of the case has been con-
stantly in mind.
The next question is: Is it possible to have a ventilation sys-
tem apart from the heating system? It has been urged in the
technical press, and in conversation with would-be experts, that
it is an easy matter to ventilate cars: simply let air in. and
provide places for the foul air to get out. We are compelled to
say that we think this is a very unsatisfactory view of the case.
In this climate it Is simply impossible to let fresh air into
the cars in the winter season without warming it. and. con-
sequently. It is perfectly clear that studies on ventilation must
at the same time take into account the heating system of the
car. Some systems of car ventilation. If they may be called
systems, are little more than apertures in the car, and some so-
called systems siaiply attempt to exhaust air from the car.
without providing inlets. So far as our knowledge goes.
:he experience with these systems is that neither of them can
be used for any length of time. One can stand a little cold air
for a few minutes, but as will be seen a little later, when we
come to consider the amount of air required, it is a little short
of an abFurdlty to attempt to ventilate a car without at the
same time warming the air.
Just at this point a very Interesting question comes in, name-
ly: Is there any means by which we may know when a car is
well ventilated or not, and if so what is this means? Upon this
point it is fair to say that there does not seem to be agreement
among the experts, and it is possible that as time progresses
and our knowledge increases, the rule which Is given below
.192
AMERICAN ENGINEER AND RAILROAD JOURNAL.
may not be auuered to, but at the present time the following is
accepted as the measure of good ventilation. A space, be it a
car, a room, or a theatre, or whatever may be which is chosen,
is said to be well ventilated when a person coming into this
space from the outside fresh air detects none of the odor char-
acteristic of a badly ventilated space. Unfortunately, we have
no means of measuring odors, but there is one of the accom-
paniments of the odor which is characteristic of badly venti-
lated spaces that is easily measured.
Let us see if this can be made clear. Three things are con-
tinually given off from our bodies, namely, carbonic acid, water
vapor and organic matter. Every time we breathe, we breathe
out some carbonic acid, we breathe out some water vapor, as
everyone knows who has been out on a cold morning; and we
also breathe out, or there is exhaled from our bodies, a certain
substance, which, for want of a better name, is simply called
organic matter, and which is believed to be the source of the
odor. Of these three substances, carbonic acid is easily measur-
able, and it is customary to take the amount of carbonic acid
in the air as the measure of good ventilation.
Many years ago, before this latest test already mentioned
was introduced, it was customary to place an arbitrary limit
on the amount of carbonic acid that should be allowed in the
air in spaces whicii were saiu to be well ventilated. That is to
say, twenty years ago, if the amount of carbonic acid in the
air in any given space did not exceed 10 cu. ft. in 10,000
of the air, that space was said to be well ventilated; but later
studies have changed this view. A very large number of an-
alyses of air have been made to find the amount of carbonic
acid that is characteristic of the air when you can just begin lo
detect an odor. In Parkes' "Practical Hygiene" there is given a
summary of a very large number of such analyses, giving the
amount of carbonic acid that is in the air, when one can just
begin to detect an odor. The average of these analyses indi-
cates that when two parts, or 2 cu. ft. of carbonic acid
that comes from our bodies, or the bodies of animals, in 10,000
of air is found, one can just begin to detect an odor in a closed
inhabited space. Therefore, two cubic feet of carbonic acid
given off by human beings or animals in a closed space, in
10,000 cu. ft. of air, is taken as the test or measure of
good ventilation. It should be said for information, perhaps,
that the air in different parts of the world, and from many
different places, has been analyzed a good many times for
carbonic acid. From these it is found that there is a certain
normal amount of carbonic acid in almost any air. The air
in' any room, even if the windows were wide open and the room
vacant, would contain a small amount of carbonic acid. The
averages of these analyses— they vary somewhat, in towns the
amount is larger than in the country— is about 4 cu. ft. in 10,-
000; that is, 10,000 cu. ft. of air contains normally 4 cu. ft. of
carbonic acid. If we add to that the two that come from
our bodies we would find in a well ventilated space an
amount of carbonic acid not exceeding 6 cu. ft. in 10,000.
The various analyses referred to in the early part of this
article show carbonic acid varying from about 15 to 25 parts
per 10,000 in the air of cars. If we deduct the four parts which
are characteristic of normal air, this leaves from 11 to 21 parts
per 10.000 furnished by the passengers, and since good ventila-
tion, as already stated, should only show an increase of car-
bonic acid of two parts in 10.000 over the normal, it is evident
that, as already stated, the passenger and Pullman cars of the
country are apparently getting approximately from one-sixth to
one-tenth the amount of air that is required for good venti-
lation.
The point which we are leading up to, and which we will
discuss in the next paragraph is: How much air is actually -re-
quired per car per hour in order to give satisfactory ventila-
tiop? Before taking up this question, however, there is another
question that must be discussed, and that is: How much car-
bonic acid do human beings give off per person per hour? A
good many experiments have been made on this point by dif-
ferent investigators. It is found, if we are right, that men
give off more than women, and children less than either, and
that a man at vigorous work gives off more than a man in
idleness. The studies show, so it is stated, at least in Parkes'
"Practical Hygiene," that the average of a mixed community,
men, women and children, as they occin-, give off 6/10 of a
cubic foot of carbonic acid per person per hour, part of this
coming from the lungs and part from the skin. Since the
people traveling on cars may be fairly regarded we think, as
representing a mixed community, that is to say, men, women
and children, it will, perhaps, be safe for us in our calculations
CO use this figure, 6, 10 of a cubic foot of cHvbonic acid per per-
son per hour.
This brings us to the discussion of the question just previ-
ously stated, namely: How much air per car per hour is needed
to properly ventilate a car? It is apparent that if each person
gives oft 6/10 of a cubic foot of carbonic acid per hour, and
there are 60 people in the car, there would be generated or
given off in the car per hour, 36 cu. ft. of carbonic acid.
The problem then becomes: How much air is it essential to mix
with these 36 ft. of carbonic acid in order that the resulting
mixture shall contain 2 cu. ft. of carbonic acid in 10,000 of the
mixture in addition to the 4 cu. ft. which are characteristic of
the normal air? This is a very simple proportion, namely, if
10,000 cu. ft. contain 2, how many thousand cubic feet will be
required to contain 36 cu. ft. on the same ratio? Making the
calculation and we reach the astounding figure that in order to
have a passenger car well ventilated, in accordance with the
tests and data that have already been given, it actually re-
quires that 180,000 cu. ft. of fresh air per hour should be taken
through the car. We fancy most railroad operating officials, as
well as the general public, who have not given the subject care-
ful consideration, will be astonished at this figure. It actually
means that the air in a car must be changed about 45 times an
hour or once in about 80 seconds.
It is fair to say that in the best information which we can
get hold of on ventilation, this is the figure adopted, namelj ,
3,000 cu. ft. of fresh air per person per hour are requisite
for good ventilation of closed spaces. In other words, the best
authorities that we can cjinsult on the subject lead up to this
figure. Two points, however, may be mentioned as possibly
modifying these requirements. First, some studies were con-
ducted a few years ago in Washington, the results of which
were published by the Smithsonian Institution, the object of
which among other things was to find out to what the drowsy
feeling that we have noticed when in ill-ventilated places was
due. These studies did not reach any definite conclusion as
we read them, hut seem to point to the conclusion that 3,000
cu. ft. of air per person per hour was a large figure. The
authors of the paper were, however, very cautious, and while
their studies did not succeed in isolating any poisons given
off from the bodies of human beings that would produce
drowsiness, and possibly more serious consequences, they
finally say in so many words that their experiments do not
entitle them to change the ordinarily accepted figure.
Other points bearing on this question are the experiments
made with the human calorimeter, in connection with the Mid-
dletown University, by Professor Atwater. In conversation
with him on the experiments made with this calorimeter, it was
stated that there seemed to be no complaint from the inmates
of the calorimeter, due to an increase in the amount of car-
bonic acid. The analyses of the air taken out of the calorime-
ter might indicate very much larger amounts of carbonic acid
than any figures given above show, and yet the inmates did n;u
complain of drowsiness or of any unpleasant feeling. If, how-
ever, the amount of moisture in the air got much above the
normal, drowsiness and unpleasant feelings, with occasional
headache, seemed - to result. With the present state of our
knowledge, the best that can be said is perhaps that the que.s-
tion as to the absolute amount of air required for good ventila-
tion is in a moderately uncertain condition, and that there is
June 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 193
need for much more definite work on the subject than has yet
been done. For information it may be stated that so high a
flguro as 180,000 cu. ft. of air per car per hour has not been
attempted in the experiments referred to above on the Penn-
sylvania Railroad. To get such an amount of air as this through
a car per hour, and to warm it in severe weather, is a more dif-
ficult problem than we have ever attempted to solve. The ex-
periments on the Pennsylvania Railroad have been confined to
at attempt to get 60,000 cu. ft. of air per car per hour, or 1,000
cu. ft. of fresh air per person per hour through the car.
Questions in regard to the amount of heat and heating sur-
faces required to heat 60,000 cu. ft. of air per car per hour,
questions in regard to the appliances made use of in accom-
plishing the results thus far obtained, questions in regard to
the details of the experiments, questions in regard to the exclu-
sion of objectionable matter from without, the method of ob-
taining control of the system, the analyses of the air from cars,
with and without the system, etc., will have to be deferred to
another article. Two points farther may perhaps be reasonably
touched upon in this article.
The first of these has a bearing on the attempts made so often
by those who have not apparently sufliciently studied the prob-
lem, to get ventilation by putting on ventilators. In one it
our experiments as many as 20 Globe ventilators were put on
the deck of a car, proper appliances having been made use of,
as was supposed, to admit sufi3cient air to the car. It was found
as the result of these experiments that the ventilators on the
front end of the car. especially when the wind was ahead, acted
BO vigorously in producing a vacuum in the car that actually
the Globe ventilators on the rear portion of the car took in air
instead of exhausting it, as it would naturally be supposed
they would do. In other words, this experiment, we think,
most conclusively proves that there must be a proper relation
between the supply of air and the exhaustion of air. It may be
worth mentioning that the peculiarity found when the car
was running was that the rear of the car was a great deal colder
than the front end, and in the attempt to find why this was
so, the point mentioned above, of the cold air coming in
through the Globe ventilators in the rear of the car was de-
veloped. We are very firmly convinced that exhaustion of air
from any space is not ventilation. There must be fresh air
supplied as well as the removal of all polluted air from the
space that it is sought to ventilate.
One question further: How is it possible to measure the
amount of air that goes into and out of a car per hour? We
have already spoken about the enormous amount of air re-
quired, according to present ideas, for successful ventilation,
and also that the attempt had been made in the experiments on
the Pennsylvania Railroad to get 60,000 cu. ft. of air required
through the car, but how do we know, or what means is there
for telling whether we get 60,000 or 40,000 or 100,000 cu. ft. of
air per car per hour through the car? This problem is not so
simple as it looks. Obviously, with the leakages and the fric-
tion of the air in the ventilators, any attempt to measure the
amount of air by taking the velocity of the current issuing
from the Globe ventilators would be fallacious. The air issues
not only from the Globe ventilators which are put on for the
purpose, but also from the ventilators over the lamps. Further-
more, any attempt to measure the velocity of the current from
the intakes would probably result in failure, owing to the fact
that around doors and windows there are constant leakages;
so it is obvious that some means of measuring the air other
than by taking the sizes of the apertures and velocities through
these apertures must be made use of.
The data already mentioned, we think, gives us a means of
getting at what we are seeking. It has already been stated
that the average of a mixed community gives off 6/10 of a cubic
foot of carbonic acid per person per hour. If now we have a
definite number of people in the car, and can safely assume that
on the average a certain amount of carbonic acid is given off
per person per hour, it is obvious that we can very readily cal-
culate how much carbonic acid per hour we have to deal with;
and tiiiS being known, a very simple calculation, as already
shown above, will give the amount of air required to dilute this
to any given figure. What was actually done in our experi-
ments was, the cars were loaded with men from the shops, In
charge of a foreman, so that the doors and windows could be
kept closed, and a trip of 30 or 40 miles made. Toward the
end of the run, samples of the air in the car were taken, which
were analyzed for carbonic acid. If, for example, it was found
that the amount of carbonic acid in the sample showed 11 parts
in 10,000, we have the data to calculate how much air passes
through the car per hour, as follows: It has already been
stated that the air normally contains four parts of carbonic add
in 10,000. If we diminish the 11 by 4, it is obvious we have 7
parts of carbonic acid per 10,000 of air as given off from the
passengers. There being, say, 60 men in the car, and since they
are full grown laboring men. the amount of carbonic acid given
off being stated by the authorities as somewhat higher than
the average of a mixed community, say 0.72 cu. ft. per person
per hour, instead of 0.60 cu. ft., it is obvious that we have
43.20 cu. ft. (60 X 0.72 = 43.20) of carbonic acid to deal with,
and our problem really is. How many cubic feet of air are re-
quired, in order to dilute 43.20 cu. ft., so that the amount will
be 7 parts in 10,000 of the air? Now, by a very simple propor-
tion, if 10,000 cu. ft. of air contain 7 parts of carbonic acid
given off by the passengers, how many thousand cubic feet of
air will be required to dilute 43.20 cu. ft. to the same ratio?
Making the calculation, we get, under the conditions sup-
posed, a trifle over 61,700 cu. ft. It will be understood that
in this calculation extreme accuracy to the amount of a few
cubic feet is not aimed at, and also that since the cubic feet
of space in a car is so small, and the air in the car changed
so frequently, the amount of air in the car to start with has
been ignored.
It is, perhaps, not premature to say that the system worked
out on the Pennsylvania Railroad has been in use on five cars
for considerably over a year. It may be too soon to speak pos-
itively farther in regard to the success of the system, and it Is
possible that additional experimentation will be needed before
it can be called satisfactory. It is not too much to say, how-
ever, that the outlook is hopeful.
Mr. R. H. Soule, Member A. S. M. E., recently resigned as
Western Representative of the Baldwin Locomotive Works,
and has opened an office at 71 Broadway, New York, as Con-
sulting and Designing Engineer. He will make a specialty of
plans and specifications for locomotives, cars, shops, machin-
ery, power plants, mechanical and electrical equipment, investi-
gations and reports, also appraisals and valuations. We know
of no one better able to bring so varied and extensive an expe-
rience to bear upon such questions, and doubtless many railroad
officers will be glad to avail themselves of his opinions and
advice. Mr. Soule is splendidly equipped for the greatest mo-
tive power responsibilities, and while no single corporation will
now enjoy his exclusive attention, his work will remain in the
line of transportation subjects, but his field is widened. He
graduated from Harvard College in 1870, and from the Massa-
chusetts Institute of Technology in 1872. After spending two
and a half years in machine shops, such as the Southwark
Foundry, Philadelphia, he entered railroad service in the Me-
chanical Engineer's office of the Pennsylvania. After passing
through the grades of Signal Engineer and Assistant Engineer
of Tests, he was made Superintendent of Motive Power, succes-
sively, at Baltimore, Williamsport and Columbus, Ohio. After
that he served two and a half years as Superintendent of Mo-
tive Power of the West Shore, then for one and a half years in
the same capacity on the Erie, and held the position of Gen-
eral Manager of the Erie for one year. Following this he was
General Agent for the Union Switch and Signal Company, and
for six years was Superintendent of Motive Power of the Nor-
folk & Western. For the past two and a half years he has
represented the Baldwin Locomotive Works in Chicago.
We are informed by Mr. J. H. Hadley. President of the
International Power Company, that Mr. Joseph Lithgoe. Su-
perintendent of the Locomotive Works at Providence, R. I..
has not resigned as has been stated.
194 AMERICAN ENGINEER AND RAILROAD JOURNAL.
REPAIRS TO STEEL FREIGHT CARS.
By C. A. Seley,
Mechanical Engineer, Norfollv & Western Railway.
The ortlinary facilities for freight car repairs, as found on
most railroads, may be summed up as follows: an arrange-
ment of tracks more or less conveniently located for re-
ceiving bad order cars, and discharging them when repaired;
a small store of standard material; a smith shop and a supply
of tools, wrenches, jacks, etc., and a small paint outfit. The
class of labor employed is somewhat higher in grade than
common labor, although more largely recruited from that
class than from the trades. The ordinary repairs of wooden
cars may be cheaply and expeditiously handled under an ar-
rangement, such as above described, although one of the
Western roads whose shops and methods have been recently
extensively written up In the railway press, has arranged
to bring the cars to the men and material instead of distribut-
ing the men and material to the cars.
Whatever the arrangement of facilities for ordinary repairs,
the problem of how best to arrange for the repairs of
the large capacity car which has come to stay as a factor
in modern traffic remains to be solved. Many of these are built
entirely of steel, some with metal underframing and wooden
bodies or hoppers, and the all-steel truck is common to these
and to a large proportion of the 60,000-pound cars of to-day.
It goes without discussion that a disabled steel car or
truck cannot be either cheaply or expeditiously repaired with
the ordinary facilities. The result is thiit the broken or bent
parts to be repaired, whether rolled or pressed sections, are
laboriously transported to the main shops for the attention
of blacksmiths or boilermakers, for cutting apart, repairing
and re-riveting. These parts are also laboriously transported
back again after treatment by relatively high-priced labor,
and in course of time, and generally a long time, the car is
completed and returned to service. It is not that the time
to actually do the work is so long, but the conveniences, the
system and the facilities for this class of work have not as a
rule been provided on many railroads. There is no reason why
the class of labor now employed in wooden car repairs cannot
be trained to do most of the work required in repairs of these
heavier cars, if suitable facilities and supervision were pro-
vided. It is not here contended that it is right to invade
the domain of the trades, but to show that car repairers,
many of whom have not served an apprenticeship as carpen-
ters and yet wield saw and hammer, could be trained to handle
a sledge and chisel bar or drive a rivet in strictly car repair
work.
As a rule, the boilermaker prefers to work on boilers and
tanks, and bridge or car work is an aggravation when brought
to his shop. He feels that he is doing other people's work.
A blacksmith would rather, ten times over, make new arch
bars and truss rods than straighten and repair old ones. This
is a phase of human nature which must bend and adapt itself
to the force of circumstances, but is mentioned in order to
show the opportunity for the car repairer, who sometimes
thinks, when a lot of steel cars comes on the repair track,
that his day is nearly over. To keep this work out of the
shops and have it done at the repair tracks where it belongs,
and save the time and expense of extra handling, it is necessary
to provide the repair track with the facilities and arrange them
to do the work on a new plan. In the first place, it is neces-
sary to bring the car to the tools, the fires, and the men; and
In order that these may be used to advantage, cared for and
be available in all seasons, a shop or at least a partially in-
closed structure is a necessity, preferably a long one with
two or more tracks with working space between them and on
the sides. One track is to be used for repairs of all steel
trucks of steel cars, or cars whose bodies may be of wood and
repaired elsewhere. The other tracks are for all-steel or steel
frame cars, and all tracks should be connected with each other
and with the main lead of the yard system, to facilitate move-
ments.
Frequently a bent metal end sill or a sprung side sill or stake,
or perhaps a bent brake stirrup or step may be straightened
without removal from the car, provided heat may be applied.
Here is an opportunity for a portable furnace and a temporary
arrangement of fire brick to concentrate the heat, and a jack
or sledge, or perhaps a simple lever, will often do the rest.
A gasoline torch will often provide necessary heat and can be
applied to what may be otherwise inaccessible locations. With
none of these appliances it will very often cost a great deal,
comparatively, to cut the defective member off out in the yard,
take it to the shop for treatment and get it back again. A
great deal of straightening of plates can be done by a hook,
a chain and a turnbuckle. Some of these jobs are so small
that the cost of doing them is out of all proportion to their
importance, yet they must be done. The car repairer, accus-
tomed to bolts and nuts and nails, is helpless before a simple
rivet, merely because he has not the appliances for handling
them. Riveted parts requiring removal for renewal or
straightening can be quickly cut loose with a chisel bar and
sledge or a pneumatic nipper.
An excellent adjunct for heating channels and other rolled
sections, now so extensively used in trucks and body bolsters,
is an oil furnace, long enough to take in the entire length.
With a good face plate these pieces can be straightened, gen-
erally in one heat. An oil furnace is quickly made available
for use and quickly extinguished, and it can be used for arch
bars, bent rods and plate work also. An ordinary forge is
also necessary; and in many situations the entire smithing
for the yard could be concentrated in connection with this
work. The stock of tools, drills, etc., must be governed by
circumstances and in accordance with the class of cars and
number to be handled. The supervision of such a shop should
be in the hands of a man, skilled in handling, heating and
working of metals, but the major portion of the help required
may be recruited from the ranks of the car repairers and
trained tor this class of work just as men must be trained
for wooden car repairs.
It must be borne in mind that time is the most important
factor in this calculation. The large cars must be kept in
service to handle traffic. They are expensive in first cost and
displace two or three of their smaller brethren, and' it is a
false idea of economy to buy these cars and then provide
a hand chisel, a ratchet drill and a portable rivet forge with
which to make repairs, when, by taking advantage of the rapid
working tools and methods, much time can be saved and the
car quickly returned to service. It costs about the same amount
per hour to operate a ratchet drill as it does an air drill, but the
one will make about six revolutions per minute to one hundred
and sixty of the other. Note the difference in the execution
with the same rate of feed per revolution. The same thing
applies to hand as compared with machine riveting on struct-
ural work of all kinds.
The above described shop should be supplied with com-
pressed air to operate air drills, nippers and riveters, blow
the fires, test the brakes, operate jacks and lifts. We find
all these things in the best locomotive repair shops, and they
are necessary for handling parts and for doing work in such
a way as not only to bring the cost down, but save time. It
is important to get the engines back to service, and why not
use the same labor and time-saving appliances and methods
in doing the work to get the large cars back to service? Here-
tofore the engine and the car were of different materials, on?
of iron and the other of wood, requiring the services of two
different sets of men and different kinds of supervision for
their care. Now that the car is largely of the same material
as the engine, its repairs, in order to be consistent, should
be undertaken on similar lines as to appliances, and a system
JdNE, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 19B
3 = t
Repdir i/ard
tor If Mile/! cars
Repair tniH
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A Suggestion for Facilities for Repairing Steel Cars.
of labor should be ileveloptHl to permit the best use of these
appliances.
It may be asked, what such an outfit would cost. It may be
replied that any road contemplating such a scheme will have
to fit it to their needs and equipment. No two roads are
exactly alike in the.^e particulars, and as this is a new thing,
designed to meet a condition that has but recently arisen,
the details will differ as handled by the different interests.
Some roads would be wise to extend the scheme, and fit up the
shop to take in all work on rolled structural material entering
into railway equipment, such as bridge work repairs, steel
tender frames and the like. As outlined, however, the arrange-
ment is applicable to most roads and can be worked In without
difficulty as to details.
A plan embodying some of the ideas set forth is herewith
presented, merely as a suggestion, to be modified as may seem
necessary to fit it in with existing repair yards. A repair
house is shown, so located with reference to t^e general repair
yards as to serve also as an adjunct or auxiliary in supply and
repair service. The stores and the smithing for the entire
yards are here concentrated, the store clerk also having charge
and care of tools, which tor steel car work represents consider-
able value and outlay on the part of the railway company.
Many of the tools used in the repair of wooden cars are
the ordinary tools of the car repairer and owned by them, the
railway company furnishing wrenches, cold chisels, sledges
and the like. The ownership of tools for repairs of steel cars,
however, will necessarily be almost entirely with the com-
pany, and a good argument for the repair house is on the
ground that the necessary tools can only be used to advantage,
cared for and kept track of in a house, and not when scattered
over an outside system of tracks.
Communication and transfer of material between the house
and yards is established by a track running through the smith
shop and repair house and across the yard. Push car tracks are
laid between alternate pairs of repair tracks and turntables
are used at the intersections with the cross track. By these
means materials can be taken to any portion of the yard.
These tracks should be standard gauge so that car trucks may
be transferred to them and run to the repair house when their
repairs can be better undertaken there, while the body, if of
wood, may remain in the yard for its repair.
The repair house as shown has three tracks, each with two
shallow pits which will be found to be more convenient than
a level fioor. The pits are each to be supplied with air con-
nections and hose for operating pneumatic tools, testing brakes,
etc. Overhead handling apparatus will be found more con-
venient than any other, preferably light hand traveling cranes
over each pit or section. These are of short span and may
be made of an I-beam on traveling wheels, the runways being
supported by the roof trusses or posts. A trolley running on
the lower flanges of the I-beam and carrying a triplex or other
multiple speed chain blocks will be found superior to an
air hoist for the variable work the hoists may perform. A
gantry crane with a top cross rod and brace of sufficient height
to clear the cars and to run on rails outside of the regular
tracks may be preferred by some and are perhaps cheaper
than the overhead cranes, but do not approach them for
general convenience and utility. Overhead handling appli-
ances might be spared over the section devoted to light repairs,
as the occasional rivet here or there to be driven can be done
by hand or, better yet, by a long stroke air hammer, a very
efficient tool which can be handled almost anywhere and need-
ing no supporting apparatus save the arms of a sturdy opera-
tor. For extensive and continuous riveting in rebuilding or
new work, the overhead handling is necessary for the heavier
air riveters of the yoke pattern, of which several styles are
available.
As before stated, many cars are to be shopped for com-
paratively slight repairs, and yet the ordinary repair facilities
do not cover them. For this reason the plan shows that the
cars for light repairs can enter the house on either of two
tracks, although the center track is intended mainly for truck
repairing. It may so happen that a road may have a line of
large cars with poor trucks and good bodies or, to state it
in other words, the truck repairs may exceed the body repairs.
In such a case the truck repair track, if properly organized,
can turn out and store trucks so that by a change of trucks
a car may be returned to service without the delay of waiting
for the repair of its own particular trucks other than the
wheels and axles, which, on account of records, must stay
with the car.
A car coming in for heavy repairs would be placed over a
pit, the air brakes disconnected and the car raised by air
jacks so* that the trucks could be run out and transferred to
the truck repair track. It is then lowered upon blocking or
horses and the defective parts removed.
It is believed that a shop as here outlined, be it an elaborate
structure or a partly inclosed one, can with good organization
turn out repairs well and cheaply. It is a distinct departure
from present methods, but present methods are entirely inade-
quate and the plan is offered in the belief that the time has
arrived when many roads must face the situation brought about
by the use of steel in car construction.
Mr. H. Rolfe, of the International Correspondence Schools,
of Scranton. presented an able and interesting paper upon
bearings at the May meeting of the New York Railroad Club.
Written from the standpoint of the designer and fitter, it
gave a treatment of the subject which was unusual and ex-
ceedingly valuable. We shall refer to it again.
Mr. Edward Grafstrom has been appointed Mechanical En-
gineer of the Atchison. Topeka & Santa Fe. He was formerly
Mechanical Engineer of the Pennsylvania lines west of Pitts-
burg, under Mr. S. P. Bush, and subsequently Mechanical En-
gineer of the Illinois Central, which position he leaves to
accept his new appointment.
196
AMERICAN ENGINEER AND RAILROAD JOURNAL.
COMPARATIVE PERFORMANCE OF HEAVY AND MEDIUM
WEIGHT LOCOMOTIVES.
Mountain Pushing Service.
Lehigh Valley Railroad.
This brief description by Mr. Gaines and these interesting fig-
ures represent a careful analysis of the work done by engines
of the consolidation type as to wheel arrangement, but differ-
ing as to weight. Engines Nos. 1,301 to 1,310, inclusive, were
Illustrated in our issue of December. 1898. paee 395. They are
By F. F. Gaines, Mechanical Engineer Lehigh Valley Railroad.
This piece of track on the mountain cut-off, Wyoming Di-
vision, on the Lehigh Valley Railroad, as shown by Fig. 1, for
19V4 miles has a grade of about 60 ft. to the mile, with frequent
curves of 8 degrees. The remaining four miles has a grade of
16 ft. to the mile only, but with a full train it is necessary for
the pusher to follow until the summit is passed. The princi-
pal dimensions of the former pusher engines are shown in Fig.
3, as engine No. 695. and the present pushers as engine No.
1,300, Fig. 2. Both have wide fireboxes and burn a mixture of
bituminous and buckwheat anthracite. Engines of the 695 class
Fig. 2. -Wheel Loads of Heavy Engines.
Vauclain compounds, having a total weight of 225,082 lbs., dis-
tributed as indicated in Fig. 2. The following table gives the
chief characteristics of this engine:
Diameter of drivers over tires i""^n ■"'
High pressure cylinders 18 by 30 In.
Low pressure cylinders 30 by 30 in.
Valves ■. Balanced piston type
Boiler pressure 200 lbs.
Diameter of boiler in front SO in.
Tubes, number of V-
Tubes, diameter ,;;;-v„ !"'
Tubes, length Von v. int* J"'
Firebox 120 by; 108 in.
Grate area Vonnc ®'*' ,;'
Heating surface, flues i.SVO.b SQ. u.
Heating surface, firebox .i-rJ '*''■ I
Heating surface, total 4,105.6 sq ft.
Tractive power twu IDS.
Fig. 1.— Grade and Curve Diagram of "Mountain Cut-Off."
can push, on the average, about GOO tons, and engines of the
1,300 class can push about 1,000 tons.
The accompanying table covers the performance of engines
1,300-1,310 for December, 1899, January, February and March,
1900; and engines 687-699 for a period of six months in the
fall and winter of 1898.
Taking the total costs per ton-mile, it will be seen that there
is an economy of 23.66 per cent, in favor of the new engines.
There is also considerable indirect economy to the company in
the fewer trains run and the greater volume of business that
can be handled when traffic is heavy. That the latter is no in-
considerable item will be realized when it is known that all
through freight, east bound, must pass over this hill:
Performance Sheet.
Engines 1301-1310 Inclusive.
Time for comparison Av of 4 mos.
Total mileage 1,757.25
Tonnage hauled (tons, 2000
lbs ^ 33,543.875
Di-stance hauled (miles) 23.5
Ton mileage 788,296
Coal used (short tons) 286.909
Cost of coal used $221.95
Cost per ton-mile .00028155
Cost of all oils used 16.567
Cost of oils used per ton-mile .0000211417
Cost of water supply 4.33725
Cost per ton-mile . . : .000005553
Waste and other supplies .. 11.33175
Cost per ton-mile .000014495
Cost enginemen and firemen 196.2475
Cost per ton-mile .0002476
Roundhouse men 24.09775
Cost per ton-mile .000030689
Repairs 222.35975
Cost per ton-mile .00028207
Interest and depreciation 157.50
Cost per ton-mile .000200935
Wages of train crew 201.8952
Cost per ton-mile .00025612
Total cost per ton-mile .001340154
687-699 Inclusive.
Av. of 6 mos.
2,716
26,690
23,
627,115
215,
$179,
13,
3.
13!
234!
27.
178!
135!
314!
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00021594
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00050113
00175548
The Other engines, numbered 687 to 691, inclusive, are also
of the consolidation type, having a total weight of 150,500 lbs.,
distributed as indicated in Fig. 3. The following table gives
their chief dimensions:
Diameter of drivers over tires 50 In.
Cylinders 22 by 28 in.
Valves Richardson balanced
Boiler pressure 160 lbs.
Diameter of boiler in front 72 in.
Tubes, number of 338
Tubes, diameter 2 In.
Tubes, length 14 ft. 314 in.
Firebox 113=4 by 96 in.
Grate area 75 8/10 sq. ft.
Heating surface, flues 2,514.53 sq. ft.
Heating surface, firebox 107.3 sq. ft.
Heating surface, total 2,621.83 sq. ft.
Tractive power 31,176 lbs.
The tenders for both engines are alike in capacity and weight.
^ "^ Sri us
^ ^ ^ I I
% § 5^ s s
, ^ K? f^ ^ I
Wheel Loads of Lighter Engines
They carry 7,000 gals, of water, 18,000 lbs. of coal, and weigh
120,000 lbs. each.
It will be noted from Fig. 1 that this is an extremely difficult
piece of track, having 60-ft. grades and eight-degree ciirves.
There are 85 curves in 19% miles, as shown in Fig. 1. The
tabulation by Mr. Gaines is exceedingly interesting and In-
structive In comparing these two engines of widely differing
weights and capacities, and the results as noted above show an
advantage of nearly 24 per cent, in this extremely difficult ser-
June, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 197
vice. The combined advantages of compounding and higher
steam pro.ssure with greater capacity are shown In the first
table. The figures given by Mr. Gaines are carried out to a large
number of decimal places, showing the care taken in the calcu-
lations. His suggestion that there is additional economy in
the smaller number of trains to handle a given tonnage with
the heavy engines is an important one. This is, in fact, the
most important item of saving, since the capacities of the two
engines are as 10 to 6. The saving in total cost per ton-mile Is
remarkable evidence in favor of modern improvements. The
heavy engines in this comparison are remarkable for their
power, particularly that of tlie boilers.
THE NEED FOR FURTHER TESTS ON LOCOMOTIVE EX-
HAUST ARRANGEMENTS.
By H. H. Vaughan.
Four years have passed since the report of the committee on
exhaust pipes and steam passages was presented to the Master
Mechanics' Association, which have been years in which this
subject has dropped out of sight at the conventions, while rec-
ommendations then made have been put into practical service
and tested under conditions that have led in the majority of
instances to their indorsement as substantially correct. There
are yet, however, many roads whose practice differs considei -
auly from that recommended, and it is well to remember thE:,t
i^e tests, exhaustive as they were, and entirely satisfactory a.s
far as they went, did not complete the investigation of the sub-
ject, which, it was then shown, could only be successfully at-
tacked by the method used, namely, experiments carefully car-
ried out on a stationary testing plant.
So far as the best location for the exhaust pipe and its rela-
tion to the stack are concerned, there is little reason for reopen-
ing the matter, as these points were most satisfactorily and
thoroughly settled, but any reader of the report cannot fail to
be struck by the statement with which the results of the ex-
periments on single nozzles are closed: "A test with petticoat
pipe and exhaust pipe, as used in road conditions, shows a bet-
ter efficiency than any of the experimental arrangements, and a
decided improvement over the test made with the petticoat
pipe removed entirely." It is the introduction of this addi-
tional factor, the familiar petticoat pipe, that has figured in
every conceivable form in locomotives for the last thirty years.
that renders tuese tests incomplete and prevents their being
accepted as demonstrating the final and accurate method of de-
signing a front-end arrangement. Assume, and there is very
hale risk in doing so, that the form of nozzle, shape of stack.
and location of exhaust pipe shown most desirable in these
tests is truly so for an engine without the petticoat pipe, and
there is still not an iota of evidence to show that they are so
when that pipe is added.
In the committee tests the most advantageous arrangement
without a petticoat pipe was ascertained, and with this arrange-
ment several different forms of petticoat pipe were tested. The
road arrangement was then tried and found preferable to others.
This of itself is practically proof of two facts; first, that the
best position of the exhaust nozzle, when used without a petti-
coat pipe, is not the best when used with one; and second,
that a petticoat pipe affords the means of obtaining a more effi-
cient draft arrangement than can be obtained without it. These
statements may be questioned, but they accord with general
service experience, and, if correct, show that but part of the
work has been accomplished, and there is need for a continua-
tion of the experiments in order to settle the best exhaust
arrangements for draft producing purposes.
There is a good deal of evidence to show that if such experi-
ments were made, the best position of the nozzle might be
found to be considerably different from that in which no petti-
coat pipe is employed, and there is the added possibility that
in such a case the change might lead to a more efficient design
of front end, a question that is, to a certain extent, dependent
on it.
While the front end and the draft producing apparatus must
necessarily be considered as a whole, it is well to remember
that they are, to a certain extent, independent. The nozzle
and stack may be exceedingly efficient as draft producers, l)Ut
combined with a poorly designed front end, or one out of
order, this efficiency may be of no avail. It is reasoning from
rather slight evidence to state that the deflector plate so com-
monly employed is an objectionable article, and yet the reason
for its employment, if looked into, is inconsistent. The nozzle,
in the position in which it is generally placed, causes the great-
est vacuum or flow of air above the center of the boiler. Tlie
consequence of omitting the deflector plate would be that the
upper flues would have the greater draft and the lower flues
not enough. In order, therefore, to equalize matters, the de-
flector plate is introduced, which, by means of obstructing the
draft to the upper flues, equalizes it over the flue sheet and
overcomes the trouble. In other words, having, at the expense
of back pressure in the cylinders, obtained the necessary draft,
an obstruction is placed to prevent the free flow of the gases
through the flues, thus destroying it. Data are wanting on
which to correctly estimate the extent of this action, but in
some experiments carried out by the Rose Polytechnic Institute
on the Louisville & Nashville Railroad, there is an average of
0.9 to 1.0 in. of water difference in vacuum between readings
taken above and below the deflector plate or diaphragm, witli a
total vacuum of 3 to 4 in., and in some readings taken by the
writer a difference of % in. was found with a draft of from
2% to 3 in. As a fair estimate of the amount of power required
to obtain 1 in. of vacuum is 2 per cent, of the total power of
the engine, such a factor is certainly not negligible, although,
for practical purposes, it may be unavoidable.
Now the deflector plate is an accompaniment of the high
nozzle and extended front end, and was little used with the
older type of low nozzle, with which excellent results were and
are obtained. The experience of the Union Pacific Railway
with low nozzles, short front ends and diamond stacks is a case
in point, and their experience as to the success of the low
nozzle is by no means isolated, although it may be ascribed
to the use of a short front end. The efficiency of the short
front end has, however, always appeared to the writer as being
open to question. It Is certainly a fact that in the experiments
of the Master Mechanics' Association Committee a reduction
in vacuum was found when the front end was lengthened, but
it was not determined whether, with this reduction, there was
any less air pulled through the fire or not, which is the only
reason for which a draft appliance is used. In other words, if
the longer front end allowed the gases to flow more freely to
the stack, and with less obstruction, the air drawn through the
fire might be the same, while the vacuum at the nozzle was
less. This is, of course, merely a surmise, but as the discus-
sion which Mr. J. Snowden Bell's recent paper developed before
the Western Railway Club demonstrated,' the best length of
front end is hardly a settled question.
To return to the nozzle, tue experience of the Philadelphia
& Reading is instructive. When the Wootten fireboxes were
introduced on this road considerable difficulty was experienced
with the draft arrangements, and the result of many experi-
ments was the adoption of tue low nozzle with a petticoat pipe
extending from about 1 in. above the nozzle to 6 or 7 ins. from
the stack. In the last few years many of these engines have
been fitted with an exhaust pipe designed in accordance with
the recommendations of the Master Mechanics' Association,
but with this pipe, while the engines would steam, the size
of nozzle required was less than with the low pipe. With the
old arrangement no deflector plate is useS. the netting being
placed vertically in front of the fines and the draft adjusted
by changing the distance between the top of the petticoat pipe
and the stack. The pipe has been made in two or more sec-
tions, but without apparent improvement. This netting ar-
198 AMERICAN ENGINEER AND RAILROAD JOURNAL
rangement is exceedingly inconvenient for burning soft coal
and is practically inadmissible for that purpose, but the greater
eiliciency of the low nozzle and pipe is worthy of attention. Of
course this is not brought forward as a recent discovery, as
many roads have no doubt had similar experience, and some
probably exactly the opposite, but it raises a point that may be
worthy of attention. If the Master Mechanics' tests showed
anything conclusively, it was that the action of the exhaust
jet depended not on any piston action but on the entraining
action of the particles of steam. This entraining action prob-
ably grows weaker as the distance from the nozzle increases,
and the steam on the edges of the jet loses its velocity. They
showed that the form of the nozzle had its influence on the
efficiency of the jet, that nozzle which tended to produce the
most condensed jet giving the best results. Now it is every-
one's experience in viewing a jet, that above about 20 to 30 in.
from the nozzle the jet begins to curl on the edges, to break up
into waves, and, from this point on. its entraining action must
be very small. Is it not poesible that the action of the petti-
coat pipe is to hold the jet together, to keep the steam in con-
tact with the air for a sufficient time to impart the velocity
of a greater portion of the jet than just the edges to the air,
and thus to utilize a greater proportion of the energy of the jet?
Such a supposition appears to accord very well with the ex-
periments of the committee, and, if correct, furnishes a reason
for the increased efficiency. The conclusion from such reason-
ing would be that, given a sufficient length of pipe to impart
the velocity of the jet to the air, a greater length would make
but little difference, thus enabling the nozzle to be placed in
the best position for equalizing the draft without the use of a
deflector plate. Another would arise to the effect that as long
as the pipe inclosed the jet while its edges possessed consider-
able velocity, the action would be substantially the same. On
the Philadelphia & Reading a front end was applied to test
this latter assumption, in which a low nozzle was used with a
petticoat pipe placed about 18 in. above it. The netting was in
hopper form and extended down to the nozzle. This arrange-
ment, tested both by a vacuum gauge and by the action on
the fire in service, gave an almost perfect distribution of draft
without the deflector plate, and, like the other experiments, ran
with a nozzle about % in. larger than any other engine on the
division. It was also an advantageous arrangement on account
of the gases not being forced through a constricted opening
at the bottom of the steam pipes.
Granted that such a discussion as this proves nothing, and
can only add one or two more forms to the varied selection
that can be seen by inspection of the front-end arrangements
of a number of roads, still the fact remains that there is a good
deal still to be learned on exhaust arrangements where a petti-
coat pipe is used, and that nothing in this respect has yet been
settled by the admirable experiments of the Master Mechanics'
Association. It is to be hoped that a similar investigation may
be made on this subject which should complete the work so
thoroughly begun.
THE WIDE FIREBOX AS A STANDARD.
As disclosed to the Interstate Commerce Commission by re-
ports of its inspector, many roads have been using automatic
couplers so out of repair that the cars could not be uncoupled
without the trainmen going between the cars, and being, in
some cases, obliged to resort to mechanical means to get the
cars apart. Such a coupler is not automatic, and its use sub-
jects the men to risks and dangers obviously greater than those
which existed when the old link-and-pin coupler was employed.
The Commission has called the attention of the railway presi-
dents to the defective condition of automatic coupling attach-
ments in their car equipment.
Mr. A. A. Bradeen, Master Mechanic of the Eastern and
Franklin divisions of the Lake Shore & Michigan Southern,
has resigned, and the jurisdiction of Mr. S. K. Dickerson,
Master. Mechanic at Norwalk, O., has been extended over these
divisions. Mr. Dickerson's headquarters will be transferred to
Cleveland, O., and Mr. T. E. Graham, who has been appointed
Assistant Master Mechanic, will have his headquarters at
Norwalk.
By J. Snowden Bell
It is not unfrequently the misfortune of improvers to be so
far in advance of the times that the approval and acceptance
of their designs in general practice come too late to bring
them a more substantial reward than mere fleeting fame. The
Forney engine, which was designed about 1865, and the wide
firebox, which dates from 1S54, will be recognized as promi-
nent instances of the tardy adoption of improvements of un-
doubted merit and value, and each of these has been delayed,
partly through conservatism and force of habit, and partly be-
cause its advantages have not been properly and sufficiently
urged upon those who would be benefited by them.
The proposition, which is submitted unqualifiedly, that the
narrow firebox has outlived its usefulness, and that a wide
firebox should be standard in all classes of locomotives will
doubtless be considered wholly untenable by many good au-
thorities, and admitted only with considerable limitations by
others. It is, however, presented with entire confidence, and
in view, not merely of theoretical considerations, but also of
the results of extended and successful practice, and if its pre-
sentation should, as is hoped, induce a more thorough and in-
telligent discussion and understanding of the subject matter
than has heretofore been made and had, the purpose of the
writer will be fully accomplished. To ignore, without con-
sideration, the claims of advantage of the wide firebox, would
be inconsistent with the duty of investigating any suggested
improvement in his line, not manifestly chimerical or absurd,
which would seem to be properly imposed upon every motive
power officer, and if these claims are sustainable, their money
value to the railroads is much too great for them to be allowed
to remain unutilized.
Since the introduction of the wide firebox, ordinarily so-
called, in the United States, some twenty-three yeai-s ago, it
has been applied to, and is to-day successfully used, both in
passenger and freight service, on engines of every type, from
small four-wheel shifters to the largest and most powerful ten
and twelve-wheel engines which have been lately constructed.
It has become practically standard on roads using anthracite
fuel, and has, within the last few years, been applied for use
with bituminous coal, to an extent sufficient to warrant the
conclusion that its general introduction will not be long de-
layed. Under these circumstances, the time seems ripe for
thorough consideration of the advisability and economical ad-
vantage of its adoption, to the exclusion of the ordinary nar-
row type, as the standard form under any and all conditions
of fuel and service.
The comparatively slow advance of the wide firebox seems
to the writer to have been largely due to the fact that sufficient
attention has not been given to the subject by officers of
roads using bituminous coal exclusively, upon which, of course,
the widest field for the utilization of any improvement in loco-
motive design is presented, as well as to an impression, as
general as incorrect, that this type of firebox is advantageously
adaptable to use only with anthracite coal, and that it neces-
sarily involves the large increase of grate area and particular
form and proportions which have been adopted in engines
using that fuel. Builders who have had greater or less ex-
perience in the construction of wide firebox engines for an-
thracite coal have, doubtless, tacitly and unconsciously con-
tributed to support the erroneous view referred to as to the
size and proportions of wide fireboxes for bituminous coal, by
their adherence to their practice in anthracite engines and
their failure to offer any new or special designs for use with
bituminous coal. Prior to the construction of the "Prairie"
type, and the class G 3 shifting engines, of the Chicago. Bur-
lington & Quincy R. R. (American Engineer, April, 1900, page
103), no attention appears to have been paid to designing a
wide firebox specially suited to bituminous coal, and all those
Jon..-,, 1000. AMERICAN ENGINEER AND RAILROAD JOURNAL 199
that have been built for use with that, fuel have been practi-
cally identical with the constructions previously used with
anthracite.
The erroi-B above indicated are so obvious tliat they do not
require to be argued against, and Itieir elimination divests the
wide firebox from much which has deliarrcd it from favorable,
or even impaitial. consideration by those using bituminous
coal. A discussion, on general principles, of the relative merits
of large and small grate areas, to be intelligent must be some-
what extended, and would serve no useful purpose here, even
if space permitted. It is, however, plainly the fact that the
most recent and the most approved practice, in narrow fire-
boxes, is in the line of an increase of grate area to the limit
permissible under structural and operative conditions. This
limit, which is soon reached, is imposed by the maximum dis-
tan<e through which coal can be fired — an uncertain factor —
and the liistance between the driving wheels — a positive one —
and even assuming that an extremely long and narrow firebox
can be properly fired, which assumption is not believed to be
warranted, the facts remain; first, that sufficient grate area
for free steaming with a large exhaust nozzle and economical
consumption of fuel, is not obtainable; and, second, that the
space within the fii'ebox widely departs from that which me-
chanical principles prove to be the most advantageous form,
i. e., that which approximates a cube. If it be admitted that
the grate area of a narrow firebox is sufficient, it will be bet-
ter adapted to economical combustion of the fuel if it be dis-
posed more nearly in square than in rectangular form, and
such preferable disposition of it cannot be had in a narrow
firebox. Be this as it may, the disadvantage of insufficient
grate area is manifest and unquestioned; that of excessive
grate area is problematical and undetermined, and, if it be
found to exist in a wide firebox, it can be effectually and inex-
pensively overcome, not only without injury, but also, as will
be shown hereafter, with positive benefit, to the operative
efficiency of the firebox.
Upon the assumption, which it is believed is fully warranted
by recent practice, that a substantial increase of grate area,
obtained either by a wide firebox or by an increase In the
length of a narrow one, is, and is recognized to be, effective
and valuable in the economical combustion of the fuel and the
promotion of free steaming, there would seem to be but one
possible ground of denial of the claim that the wide firebox
should be standard in all classes of locomotives, i, e,, that it is
not perfectly adaptable in engines of the American type hav-
ing driving wheels of the larger diameters, as 80 or 84 in. This
objection is not without force, if a considerable depth of fire-
box be insisted upon, although the design proposed by Mr.
Edward Grafstrom, and published in the May issue of this
journal, page 136, provides a wide firebox engine of this type,
with 80-in. driviiig wheels, which embodies all the features of
advantage of the ordinary narrow firebox engine without any
apparent objection due to the employment of a wide firebox.
As the design referred to is stated to be offered as a sugges-
tion and open to criticism, it may be in order to suggest that
the facilities for burning coal in the firebox instead of pulling
a large percentage of it through the tubes, appear so sufficient
that the utility of the 18-in. smokebox extension, shown in the
side view, is not at all apparent. An extended smokebox is a
mere, and an unsatisfactory, makeshift, even with a narrow
firebox, and should not be permitted to impair the efficiency of
a wide one, although such an inconsistent combination is to
be found in some of the latest constructions.
The Atlantic type engine is so well suited to the require-
ments of high-speed passenger service, and has given such
satisfactory results on a number of Important roads which
have adopted it, that it is not improbable that in this service
it will altogether supplant the American or ordinary eight-
wheel passenger engine. Comparatively few of the latter class
engines have driving wheels as large as or larger than 80 in.
in diameter, and with the smaller wheel used in the great ma-
jority of cases, the wide firebox Is entirely practicable and is In
use to a large extent, both with anthracite and bituminous
fuel. The Atlantic type engine la not only admirably and
perfectly adapted to the application of the wide firebox, with-
out any practical restriction as to depth, or as to the diameter
of driving wheels employed, but would also seem to have been
designed with such an application specially in mind. Trailing
wheels under a narrow firebox do not commend themselves
favorably to those who have been accustomed to utilize all
weight which may be made available for adhesion, but where
the advantages of specially large driving wheels and wide fire-
box are sought to be combined, they are not only entirely in
accord with the fitness of things, but are also apparently the
only means by which the desired result may be attained. As
representative of wide firebox Atlantic engines, attention may
be briefly called to those of the Krie R. R. burning bituminous
coal, and the class El of the Pennsylvania R. R. which burn
anthracite. The Erie engines have Vauclain compound cylin-
ders 13 and 22 in. diameter and 26-in. stroke, 76-in. driving
wheels, and a 61-in. boiler with 2,269.8 sq. ft. of heating sur-
face and 64 sq. ft. grate area. While no record of their per-
formance is available at this time, it is reported by the motive
power department to be in the fullest degree satisfactory, as
there is every reason to believe that it would be. The Penn-
sylvania R. R. El engines have 20% by 26-in. cylinders, 80-in.
driving wheels, and a 67-in. boiler with 2,320 sq. ft. of heating
surface and 69.23 sq. ft. grate area. The record made in July,
1899, by the Pennsylvania engines is a phenomenal one, in-
cluding a run of 24.9 miles with a seven-car train, in 18 min-
utes, or at the rate of 83 miles per hour, and another of 30.6
miles, with an eight-car train, in 24 minutes, or at the rate of
76.5 miles per hour. It will doubtless be admitted that no
narrow firebox would be capable of making steam for such
runs as these, which, while of course exceptional in service,
are indicative of the ample capability of the engines to meet
all the requirements of ordinary high-speed work and to ex-
ceed them upon required occasions.
The numerous instances of wide firebox engines now run-
ning in ordinary passenger, freight, and shifting service, suffi-
ciently prove the entire adaptability of the wide firebox to use
on engines other than those having the largest sized driving
wheels, and the recent Prairie and G3 engines of the C, B. &
Q. R. R., which are the first examples of independent design
in wide fireboxes for bituminous coal, are of interest as illus-
trating the utilization of a comparatively moderate increase
of grate area over that afforded by the narrow firebox, the
grate of the Prairie engines being only 42 sq. ft., while at the
same time, as deep a firebox is obtained as is believed to be
necessary for burning bituminous coal.
The more recent constructions of wide firebox boilers differ
in several particulars from those introduced by Mr. J. E.
Wootten on the Philadelphia & Reading R. R. in 1877, from
which the type took its name. The Wootten boilers proper had
quite shallow fireboxes, and a combustion chamber in the
waist of the boiler, which was separated from the firebox by
a brick bridge wall. The engines being designed for burning
anthracite coal, the grate area was very large, being usually
76 sq. ft. or more. The form of combustion chamber employed
was objectionable in some particulars, and the firebox was not
generally considered to be sufficiently deep for use with bitumi-
nous coal. For these, among other reasons, its adoption with
the latter fuel has been neither rapid nor general. In later
wide firebox boilers, the combustion chamber was omitted, the
firebox was deepened, and the form of the crown and outside
sheets was changed, to present easier curves and admit of
more perfect staying. In some instances, Belpaire tops have
been used, and a good example of this form is to be seen in
the Prairie type engines. Early in the use of wide firebox
boilers with bituminous coal, it was found that the grate area
could be reduced with advantage by covering the grate for
about 3 or 4 ft. from the front with fire brick. It will be seen
200 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Schenectady 8-Wheel Passenger Locomotive, Fitchburg R. R,
Fitted with the " Front End " Arrangement Shown on Page 201.
that this did not effect any material reduction of firebox heat-
ing surface and it attained the additional advantage, which is
undoubtedly an important one, of providing a combustion
chamber witliin the firebox.
A wide firebox boiler without a combustion chamber in the
waist, and having the front portion of the firebox unprovided
with an open grate, either by covering the grate at that point
as above described, or by shortening the grate and having the
front portion of the firebox in communication with an air-tight
ash pan, as generally indicated in the design of Mr. Grafstrom,
before mentioned, will be found to answer all the require-
ments of burning bituminous coal, or low grade fuel of any de-
scription, effectively and economically. If the expedient of a
fire brick pavement, which is simple and inexpensive, be
adopted, the grate area is practically adjustable and more or
less may be used, according to the character of the fuel. In
either case, a combustion chamber in the firebox is provided,
and this without the cost of a special construction for the
purpose. The advancement of a combustion chamber, as such,
have always been recognized, but the practical objections to
combustion chambers located in the waist of the boilers have
been sufficient to cause them to disappear from modern prac-
tice. In a wide firebox designed some years ago by the writer,
the firebox is divided, by a central water wall, into two inde-
pendent furnaces, each having a brick pavement and bridge
wall at such distance from its front as to form a combustion
chamber. The water wall terminates back of the flue sheet
so that no flues need be omitted and the products of combustion
pass from the combustion chamber of each furnace directly
into the flues. In a firebox of this class, designed for burning
bituminous coal, 45.5 sq. ft. of grate surface is provided in the
two furnaces, and the grates can be easily fired, being only
6 ft. 6 in. long by 3 ft. 6 in. wide.
The wide firebox being thus applicable in all types of en-
gines, being the only form in which the grate area may be in-
creased to any extent desired without such increase of length
as prohibits proper firing, and being also the only form In
which most low grade fuels can be burned successfully, or
even burned at all, the claim that it should be standard for any
and every type is at least sufficiently reasonable to merit con-
sideration. It possesses every advantage and possibility which
can be ascribed to the narrow firebox, together wuh substan-
tially greater and more important ones, and such objections as
have been urged against it, seem, in the light of the satisfac-
tory results of extended practice, to be more imaginary than
real.
Mr. G. C. Bishop, Assistant Master Mechanic of the Penn-
sylvania Railroad at Altoona, Pa., has been appointed Assistant
to the Superintendent of Motive Power of the Northwest sys-
tem of the Pennsylvania lines, with headquarters at Fort
Wayne, Ind.
Mr. Willis C. Squire, Engineer of Tests of the Atchison,
Topeka & Santa Fe. has resigned to accept the position of
Mechanical Engineer of the St. Louis & San Francisco at
Springfield, Mo. He is well qualified for this position by a
long and unusually wide experience.
TURNER'S NEW SHORT "FRONT END."
Designed by Mr. J. S. Turner, Superintendent of Motive Power,
Fitchburg Railroad.
The original extended front end was designed to hold all of
the sparks passing through the flues, and for several years after
its introduction this was accepted as a necessary feature, but
experiments have proven conclusively that only a small per-
centage of sparks are held. To illustrate, in a 100-mile pas-
senger run, the front end will fill in the first twenty-five miles
to a certain line commencing forward about the height of tlie
center of the smokebox door, and gradually tapering down to-
ward the rear, ending just in front of the lower edge of the
diaphragm plate. The question then arises as to what becomes
of the sparks during the remaining run of seventy-five miles. In
the majority of cases the sloping accumulation acts as a deflec-
tor and throws the sparks which now pass through the tubes
more violently against the netting are not large enough to pass
through, and if the meshes of the netting are not large enough,
it will become clogged, destroying the draft and the front end
must be cleaned out during the run.
One of the conclusions of the committee of the Master Me-
chanics' Association on the subject of locomotive front ends
reporting in lS9(i has been very generally accepted and endorsed
in recent practice, viz.: the advisability of shortening the
smokebox. The committee said: "Suflftcient area of netting can
be put into a smokebox which is long enough to give room
for a cinder pocket in front of the cylinder saddle." The ques-
tion arises: Why shorten up the smokebox and still continue to
use a cinder pocket, for the shorter the box the quicker the
accumulation of cinders, provided the old idea of retaining all
the sparks is intended? The cinder pocket and long front end
are of no practical value whatever to a locomotive, and front
ends designed in 1892 with a view of proving this have now
resulted in an arrangement designed by Mr. J. S. Turner, Su-
perintendent of Motive Power of the Fitchburg Railroad, and
applied to four heavy passenger engines built by the Schenectady
Locomotive Works, and eight engines now being built by the
Baldwin Locomotive Works, for that road, four of which are
duplicates of the eight-wheel Schenectady engines, and four ten-
wheel for fast freight service. The recent design is shown in
the accompanying half-tone engraving, and represents the short
front applied to the eight-wheel Schenectady engines. These
engines have a total weight of 130,000 pounds, 85.000 pounds
being on the drivers. The cylinders are 19 x 26 in., drivers 72
in., and the boilers carry 200 pounds steam pressure. The heat-
ing surface is 2.200 square feet, and the grate area 31 square
JusE,i900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 201
New Arrangement of " Front End "-Fitchburg R, R,
Designed by J, S. Turne', Superintendent of Motive Power.
feet. These engines have been in service for the past six weelvs,
hauling heavy fast express trains, which were previously hauleu
by ten-wheel engines having 117,000 pounds on the drivers.
With a fair grade of bituminous coal the engines steam excep-
tionally well, with a 5-inch single nozzle, and with coal the
quality of "Pocahontas" it will probaljly be possible to increase
the nozzle to 5^4 inches in diameter.
As shown in the drawing, the stack is extended down into
the front end with a telescopic adjustment, and the dimensio.i
(4 inches) showing the height of the flare above the nozzle is
about the. correct height. The combination is completed by a
deflector plate at an unusually flat angle, terminating in front
of the exhaust nozzle, and by the wire netting as shown. To
the lower edge of the deflector plate is attached a sliding plaie
which, in connection with the telescopic pipe, can be adjusted
to produce an even draught on the fire. This arrangement of
front end is self-cleaning, and if a perfect fit of the defiector
plate is made on the sides of the smokebox, and around the
steam pipes and exhaust pipe, in connection with a perfect fit
of the netting, there is practically a total absence of live
sparks from the stack, as the angle of the deflector plate and
netting, are so arranged in combination with the fire brick de-
flector that the sparks are churned and pass out of the stack in
small particles, or dust. An arrangement, designed by Mr.
Turner and known as "Turner's Front End," practically the
same as shown in the drawing regarding the location of deflec-
tor plate and netting, with the exception that the exhaust noz-
zle is carried up to within IS inches of the inside of the smoke-
box, is used on a number of engines on the Fitchburg Railroad,
and also on the West Virginia Central and Pittsburg, and the
Colorado and Southern Railroads, and during the past few
months the same construction has been applied to the engines
on the Union Pacific Railroad, disiJacing the diamond stack,
which for years has been their standard. A number of other
roads are fitting up trial engines, and we believe it is only a
question of a very short time when the short self-cleaning fron:
end will be generally adopted as the best practice. The example
here shown is considered by many to be the best so far de-
vised. Both arrangements, the high nozzle and the low nozzle
with the telescopic pipe, have been found to work satisfactorily.
but to meet the present conditions of large boilers, with rela-
tively short smokestacks, the latter arrangement gives the best
results.
The advantages of the short front end are summed up as fol-
lows: Reduction in length of smokebox and discarding the
spark hopper; increased vacuum; larger exhaust tip openings;
decrease in back pressure: saving in fuel: better results in car-
ing tor bottom steam pipe joints and bolts: greater durability
of cylinder saddle strengthening sheet and saddle bolts, also the
front end ring and door will not burn and warp. With the self-
cltaning front end there is no delay on the road caused by
Stopping to clean the front end. and no cleaning is necessary
at terminals; consequently dust and sparks are prevented from
getting into the truck boxes and blowing over the locomotive
and machineiy. Further and very important advantages are
the prevention of fires along the road, and reduction of the
weight carried on engine trucks.
Mr. W. D. Lowery, Superintendent of the car department of
the Missouri Pacific at Fort Scott, has been appointed Chief
of the department for the entire system.
Remaikably good lecords for economy have been made by
ships built and tested last year for the English Navy. Trials
at one-fifth power showed that seven ships gave "less than
1.9 pound of coal per indicated horse power per hour, and the
lowest of the lot — the "Amphitrite" — gave l.o4 pounds.
An electric motor connected directly to a Bement-Miles boring
and turning mill, as recently described in "The Iron Age,"
makes it possible to do away with 70 feet of countershafts, 8
belts, 14 pulleys and 2 cone pulleys, which would be required
under the belting system.
A satisfactory and unexpected use has been discovered for old
spiral car springs. It has been found that these often contain
enough carbon to permit of making good cold chisels. The
forging into the necessary form is easy, and the additional
carbon required may be applied by a homemade cementation
process. The experiment has been tried and chisels, made of
old springs, issued to the shops without informing the men
that they were different from the usual high-priced material,
and the absence of criticism proved that they were satisfac-
tory. Those made in this way cost one-half as much as the
high grades of steel formerly considered necessary.
At the session of the American Railway Association held
in Chicago on April 25 the executive committee called atten-
tion to the fact that after August 1, 1900. it will be unlawful
to haul cars in inter-state traffic unless they shall be equipped
with automatic couplers. In order to prevent possible em-
barrassment in the movement of traffic at that time, the asso-
ciation adopted the following resolution: Resolved. That after
June 1. 1900, no car not equipped with automatic couplers,
whether belonging to a railway company or to private owners,
shall be loaded except in the direction of home; and that
from that date all such cars shall be returned so as to reach
their owners before August 1, 1900.
A large duplex air compressor has been ordered of the New
York Air Compressor Company, to be used in connection with
the Standard Railway Signal Company's installation on the
New York Central & Hudson River Railroad. This machine
is the first of two to be located in the handsome engine room
of the Grand Central Station, New York.
202 AMERICAN ENGINEER AND RAILROAD JOURNAL.
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Duplex, Vauclain Compound for Heavy Grade Service, Baldwin Locomotive Works, Builders^
DUPLEX COMPOUND LOCOMOTIVE FOR SEVEN PER
CENT. GRADES.
By the Baldwin Locomotive Works.
Locomotive tenders have been considered as merely tanks
on wheels, and it is only recently that attention has been
attracted to the possibilities for improvement. Mr. Forsyth
has brought together a number of recent designs in his article
in this issue and among the noteworthy features the method
An interesting duplex compound locomotive has just been °^ standardizing on the New York Central seems to be par-
completed by the Baldwin Locomotive Works for the McCloud "cularly important. There is no reason why the same tender
River Railroad, situated in northern California and extending ^'^°"^<^ "^"^ ^^ ^l"^"^ ^«" ^^^P^^^l ^° ^''"S^* ^""^ passenger
from Upland on the San Francisco & Portland Division of the ^'"'''^^ ^""^ '^ ^^^ ^^ ^"^ convenient and economical to be
Southern Pacific, to McCloud, a distance of 18 miles. The ^^^^ *« interchange tenders and the saving in repair stock
country is mountainous and the requirements included capac- ^'" ^^ ^^'^^- ^His idea is broad. It is a good one to start
ity to haul 125 tons, exclusive of the locomotive, up 7 per ^'"^' ^^ "^'^^^ ^^^' ^ ^ood one to continue indefinitely. Ob-
cent, grades and around curves of 190 feet radius, without J*"*^^*""^ ^'"^ ""^"^ ■"^'^"^ '° standards of construction because
„„„„„^)„„ „ „,„;„!,* „* CI/ t „ „i, ! t /i„;„: „-i i„ f^ey are believed to check and even limit improvement. If
exceeding a weight of 6% tons on each pair of driving wheels.
Tj. „ .i„„!.5„^ tv,„j. ti, i-f„ „ u 1, ™ t „ * <■■ standard construction is adhered to indefinitely without regard
It was decided that these conditions would be met most satis-
- 4 ., . 1 , , »• ,,-,,•■ 4. ,, .1 to contemporary progress, it may have that efl:ect, but the un-
factonly by a duplex locomotive, which is virtually two com- v j f a , j
, , . Ill .■ , J I , » u 1 -^i, derlying idea of standards as viewed by those who obtain
plete six-coupIed locomotives coupled, back to back, with "^ j &
a ■,,, »• . » *!, .. -it- ti^e best results from them is to decide upon them with such
flexible connections oetween them to permit of passing curves
, , , ,. „. ii, »,, , . . J care that when completed they represent the best methods
ot short radius. The throttle and reversing gear is so arranged
.,,... . ^ , J 4.1, „ u for dealing with present problems. New conduions require
that the two engines are operated as one, and they may be " ' '^
,,,,,,, » 1.- 1 • -i,. . „,, new standards, and the best development is that which com-
handled by the engineer at his place in either engine. The , . , . , ., . „,
. 1 ^x. ■ x.^ -u J, -J, J ^, , bines advancement with uniform construction. There seems
water tanks are upon the right-hand sides and the wood
1 ii. 1 «,. u 1 -J « I, ii, 1, -1 n,,-. ' X to be a growing tendency m this direction,
racks upon the left-hand sides of both boilers. This construc-
tion has a number of advantages over the Fairlie type, among
them being the avoidance of flexible steam pipe joints and the "Grosser Kurfurst," the new twin screw steamship, is the
long exposed steam pipes. The following table gives weights latest addition to the Norddeutscher Lloyd fleet. This steamer,
and dimensions: which is the twenty-ninth new steamship placed into service
General Dimensions. by this line in the past 9 years, was built in the yards of
C?linde?lXmeterVhighpressure.\.\.\;:;.\\\\\:.:;.::^ iSi Schichau, in Danzig. Germany. She is very wide of beam, has
Cylinders, diameter, low pressure 1!) in. enormous freight and carrying capacity, and the passenger ac-
Valve..!.!.!.!..!...!...!.^!!.......\.................'."....'.Baiance(J piston commodations are all in the superstructure amidships, so that
ioillr, tw™ n'Iss 'oi' '.sheets'. '. '. 1 ! ! '. '. '. ! '. ! '. ! ! ! ! '. ! '. ! '. ! '. ! ! ! ! '. ! ! ! '. ! ! ! '. ! ! ! '. ! ! ! '.tl l"! all of the staterooms are light and cheerful. The decorations of
Boiler, working pressure 200 lbs. the dining-room, vestibule, smoking and drawing rooms ar&
Boiler, fuel Wood .^. ,, ^. ,.,• j,a^
Firebox, material Steel very artistic, and the ship as a whole is a model ot German
Firebox, w?dt'h..'.'.'.'.'.'.'.'.'.'.".'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.V.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'V n^'*'^' architecture. The general dimensions of the "Grosser
Firebox, depth 59 in. Kurfiirst" are as follows: Length over all, 581 feet 6 inches;
Firebox, thickness of sheets, sides 5/16 in. , „„ „ ^ j ^i. „„ /r ^ -r-i. » • c tt^t^nn ^
Firebox, thickness of sheets, back 5/16 in beam, 62 feet; depth, 39 feet. The steamer is of 12,200 tons
FiJ'Ibox." tSnetl of shllftl!' tubT.^li'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.V'ii^.'ii.'.'.'.'.'.'.'t In. register, has a displacement of 22.000 tons and a capacity of 12,-
rubes. number 13S 000 tons dead weight. Her motive power consists of 2 quadruple
rubes, diameter 2 in. .... .^ ,,„„ . i- ^ , i_ ,. .-.^
rubes, length 12 ft. 9 in expansion engines of 8,000 indicated horse-power each, bteam
nlaJmi surttcl: fubes.':.. '.':.':.'.';.'.'.'::;:;.'.':.':.'".'.'.'.'.'.'.'.'.■.'.'.'.'.'. '.'.i,"! iq': r: '^ generated by 7 cylindrical boilers. 5 of which are double and
Heating surface, total l!952 sq. ft. 2 single, with natural draft. The heating surface of the
Drtvfnl^wheel's, diameter o'utsid'e'''.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.^^ in! boilers is 26,000 square feet, the grate surface in 36 furnaces is
Brivinl whllll:?on™'aS''/"^T.'.':!:::.'" '^Of ^q^are feet, and the steam pressure is 213 pounds. The
Wheel 'base, rigid "..^9 ft. 9 in. "Grosser Kurfiirst" made her maiden trip May 16 to New
Weight on! drivers !........!..............'..'.....".'..'......'.'....'.'.'. .161.400 ib.s! York, and will be placed immediately in the service between
Weight total i.161.400 lb;* Rrempn and New York
rank capacity .';. 2,400 gals. Bremen ana iNew lorK.
Mr. J. W. Duntley, President of the Chicago Pneumatic Tool Mr. R. F. Hoffman. Mechanical Engineer of the Santa Fe. has
Co., cables from Europe as follows: "I have to report fresh resigned to accept a position on the editorial staff of the
orders for 1.000 tools." "Railroad Gazette." He will be located in New York City.
JUNE.190U. AMERICAN ENGINEER AND RAILROAD JOURNAL. 203
Richmond 10-Wheel Locomotive for Sweden
TEN-WHEEL LOCOMOTIVES FOR SWEDEN.
Ystad Eslof Railway.
By the Richmond Locomotive Works.
Three ten-wheel locomotives with I6I/2 by 24 inch cylinders
have just been shipped by the Richmond Locomotive Works
to the Ystad Eslof Railway, one of the private roads of Swe-
den. The design, with the exception of such details as the
smokebox door, the snow plow, English vacuum brake and
copper firebox and staybolts, is in accordance with American
practice, which was expressly desired by the officers of the
road. Belpaire fireboxes, straight boilers, six-wheel tenders
and the arrangement of the cab to place the engineer on the
left-hand side, are the chief features in the design. The con-
struction was superintended by Mr. D. Olsen, Mechanical En-
Front View of Swedish 10-Wheel Locomot ve.
gineer of the road. The dimensions are given in the following
table:
General Dimensions.
Gauge 4 It. SH in.
Weight on drivers 72,600 lbs.
Weight In working order 99.100 lbs.
Wheel base, driving 12 ft. 1 in.
Wheel base, total engine and tender 43 ft. 4 in.
Total length of engine and tender 53 ft. 2 in.
Rear View of Swedish 10-Wheel Locomotive.
Cylinders.
Diameter ItJio in.
Piston stroke 24 in.
Piston packing Cast-iron rings.
Piston rod diameter 2^4 in.
Piston rod material Steel
Steam ports 1^4 in. by 15 In.
Exhaust ports 2^ in. by 15 in-
Bridge widtn 1 in.
Slide Valves.
Style Richardson balanced
Greatest travel S^i in.
tjap, outside "s in.
Lap, inside 0 in.
Lead in full gear 1,32 in.
Wheels.
Driving, number 6
Driving, diameter Sj^s in.
Driving, centers, material Cast steel
Driving box, material Cast steel
Driving axle journal 7 in. by 9 in.
Crank pin. main 6V4 in. by 5 in., 5?~ in. by 6 in.
Crank pin side rods 4 in. by 3^s in.
Engine truck, style Center-bearing swing and swiveling
Engine truck wheels, number 4
Engine truck wheels, diameter 2S in.
Engine truck wheels, centers Cast-steel spoke
Engine truck axle Steel
Engine truck journals 5 in. by 10 in.
204 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Boiler.
Type Belpaire. straight top
N\'orliing: pressure 1S5 lbs.
Outside diameter first course 51 in.
Thickness of plates in barrel Va in. and 9/16 in.
Thickness of plates, roof and sides ^ in.
Firebox, length 74 in.
Firebox, width 34^4 in.
Firebox, depth, front 58 in.
Firebox, depth, back ' 48'^ in.
Firebox, material Copper
Firebox, plates, sides 1.2 in.
Firebox plates, back V2 in.
Firebox, plates, crown ^i in.
Firebox, tube % in. and V2 in.
Firebox, water space, from 4 in.
Firebox, w-ater space, side 3 in.
Firebox, water space, back 3 in.
Firebox, crown stays 1-in. Iron
Firebox, stay bolts 1 in. and H4-in. hollow copper
Tubes, material Charcoal iron
Tubes, length 12 ft. 6 in.
Tubes, number 178
Tubes, diameter 2 in.
Tubes, thickness No, '^2
Heating surface, tubes 1.164 sq. ft.
Heating surface, firebox 98. 5 sq. ft.
Heating surface, total 1,262,5 sq. ft.
Grate, style Cast-iron rocking
3rate, area 17.72 sq. ft.
Exhaust pipe, style Single
Exhaust pipe, nozzle 3 in,, 314 in. and 3>2 in.
Smoke stack, inside diameter 14% in. at choke
Smoke stack, top above rail 12 ft. 5 m.
Feed water supplied by Two IM- Sellers injectors
Tender.
Weight, empty 32,425 lbs.
Frame Steel
Wheels, number 6
Wheels, diameter : 36 in.
Journals ■. 5 in. by 9 in.
Wheel base 10 ft. 6 in.
Tank capacity, water 3.000 gals.
Tank capacity, coal 2V^ tons
TRACTIVE POWER OF TWO-CYLINDErt COMPOUNDS.-
CORRECTIONS
Attention is called by Mr. C. J. Mellin. Chief Engineer of the
Richmond Locomotive Works, to two errors in the article by
him printed on page 152 of our May number. The second
formula should read
P (1 + hyp. log N)
P, = 1.5 instead of
N
P + hyp. log N
P, = —
15 as
given in the article. The application of the formula at the
end of the article, however, is correct.
In the diagram on page 152 the left-hand arrowhead on the
upper line indicating A -|- a (b — f ) should have been at the
high-pressure compression line, or from the same point as
that of the line next below it indicating ac -|- a (b — f).
Also in the reproduction of the third formula in the exam-
ple at the foot of the column there are several errors in the
d^ P» S dr' P. S
letters. For T = read T = .
2d
2D
ELECTRIC CAR LIGHTING.
In no branch of passenger car equipment has there been such
marked improvement in the past few years as in car lighting.
After many years of experimenting, a system of electric car
lighting was finally evolved and put into practical utility by
several different companies. This system is known as the
"Axle Light" system, which embodies a simple, independent and
complete electric car lighting equipment for each car. The elec-
tricity for the incandescent lights in the car is generated from
the axle while the car is in motion, and is supplied from a stor-
age battery beneath the car when it is stationary. It is not the
present intention to enter into a technical description of the
mechanism of electric car lighting equipment, we have already
done this, but rather to bring to the attention of the members
of the Master Car Builders' and the Master Mechanics' Asso-
ciations the rapid progi'ess that has recently been made in
the introduction and successful operation of this system of car
lighting on the passenger coaches of leading railways. The
va'ious companies that have for several years been engaged in
the manufacture and sale of electric car lighting equipment,
have, in the past few months, been merged into the Consolj.
dated Railway Electi-ic Lighting and Equipment Company,
with ofllces at 100 Broadway, New York City, and factories in
New York and Connecticut. This company is capitalized for
$16,000,000, and has among its stockholders many of the largest
and most influential financiers in New York City. Its Vice-
President and General Manager, Mr. Jno. N. Abbott, is widely
known among railway officials, having been for many years the
General Passenger Agent of the Erie Railroad, and subse-
quently, for several years, Chaii-man of the Western Passenger
Association in Chicago. This consolidated company is now
equipping the passenger coaches of several leading railways
with its system of electric lights and fans, and in every in-
siaiice the system is reported to be giving entire satisfaction to
the managements. The system is automatic, and the cost of
maintenance per car per annum is small, while the superiority
of incandescent electric lights over oil lamps and gas of any
kind is universally conceded. This company will have one of
its complete electi'ic car lighting equipments, including the use
of electric fans, as applied to a passenger coach or private car,
on exhibition at Saratoga during the conventions and the mem-
bers of the associations are invited to visit the car and make
a thorough inspection and test of the equipment. -
PNEUMATIC TOOL LITIGATION.
The Chicago Pneumatic Tool Co. has filed suit against the
•Philadelphia Pneumatic Tool Co. and the Keller Tool Co., of
Philadelphia, in the Ignited States Court of Philadelphia for in-
fringement of the Boyer patents, and in order that " users of
pneumatic tools may protect themselves against such infringe-
ment" we are requested to print this statement from the Chicago
Pneumatic Tool Co.; "These parties have copied our Boyer tools
and infringed our patents, and this step is taken to protect our
interests under the Boyer patents. We shall follow this suit
with like suits against all infringing tools copied after our
Boyer tools."
The New York, Ontario & Western Railroad Company has
i-ecently installed in its shops a duplex steam driven air com-
pressor built by the New York Air Compressor Company.
The Standard Railway Equipment Company have moved their
New York office from 95 Liberty street to the Beard Building, 122
Liberty street.
The Ingersoll-Sergoant ^rill Company, New; York, had all
its air compressors at the Paris Exposition ei-ected and ready
to run on the opening day, being the first American exhibitor
to operate, and the first exhibitor from any country to run its
exhibit by steam. Mr. John J. Swann, late Associate Editor of
Engineering News, is in charge of this exhibit.
The Chicago Pneumatic Tool Co. are preparing to give an
elaborate exhibit of their pneumatic appliances, at the conven-
tion of the Master Mechanics and Master Car Builders' Asso-
ciations to be held in Saratoga in June. Mr. J. Yt. Duntley,
president of the company, who has been traveling in Europe
the past several months on business of the company, will re-
turn to the United States in time to attend the Saratoga con-
ventions. The Chicago Pneumatic Tool Co. are making a very
extensive display of their products at the Paris Exposition,
In one of the shops of the United States Cast Ii-on Pipe and
Foundry Co., Cincinnati, Ohio, the company has fitted up a
room w'ith drawing tables, boards and T-squares as a study
room for the use of a number of its employees who are students
of the International Correspondence Schools, Scranton, Pa.
The class, which numbers about fifty men and includes the
general manager, studies on "company time" and is supplied
with drawing paper by the firm. All promotions in the shops
will hereafter be made from students of this class.
Leather belts have done faithful service the world over for
many vears, and while the desirability of caring for them has
beenaijpreciated, it required the spur of the present pressure of
competition and effort to get from each machine its maximum
output to bring to this subject the attention it deserved. Among
several preparations for restoring to the leather the natural
elements required to support its life and increase the effective
hold of the belt on the pulley is the "Talismanie Belt Clinch,"
It is prepared for the purpose of increasing the life, efficiency
and capacity of leather belts. The manufacturers say that it
contains nothing injurious. They also furnish "facing" for
rubber belts and a rope and cordage preserver. The Talismanie
Company mav be addressed at 4S5 Main Street, Buffalo. N. Y,;
95 William Street, New York, and 9 Arch Street, Boston, Mass.
Jdly, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 203
«. AMERICAN— I
LNcmEER
RAILROAD loURNAL
JULY, liJOl).
MASTER CAR BUILDERS' ASSOCIATION.
THIRTY-FOURTH ANNUAL CONVENTION.
Saratoga, New York, June, 1900.
The convention was called to order at 10 a. m., June 18, by
the President, Mr. C. A. Schroyer. After the opening prayer by
the Rev. Delos Jump, the President introduced the Hon. John
Foley, President of the Village Board of Saratoga, who wel-
comed the association to its seventh convention held there. He
referred in a happy way to the inspiring character of the work
of the Association and the appreciation of Its accomplishments.
President Schroyer then read his address. The past year was
referred to as a notable one in the Association, and the past
decade was characterized as the most wonderful one in its his-
tory. Many things had contributed to the generally satisfactory
condition of the country, one of which was the railroad system
whereby transportation was made cheaper and quicker than
anywhere else in the world. The car building interests occupied
in this work held great responsibilities which merited careful
and honest consideration of the questions of vital interest com-
ing before this organization.
The total number of cars in the country was placed at 1,356,-
861, which was an increase during the year of 8,730. The num-
ber of cars represented by the membership in the Association
was 1,348,131, and at the beginning of last January 1,191,189
ears had been equipped with automatic couplers, since which
time practically all of the rest had been so fitted. The speaker
referred at length to the fact that sufficient attention had not
been given to the maintenance of unlocking devices. This had
received the attention of the Interstate Commerce Commission,
which had pointed to the fact that couplers defective in this
respect were not automatic in that they often required, men
to undergo the danger of going between the cars. Mr. Schroyer
recommended more attention to adherence to the standard con-
struction; he would like to see all the standards covered by the
interchange rules. We think that this would be an excellent
way to enforce the standards. It has been suggested before,
and will probably be accomplished next year. The speaker
mentioned the fact that during the year no triple valves had
been submitted to the standing committee on that subject, and
the same was true of brake shoes. He suggested the desirability
of taking the stand, as members of the Association, that new
brake shoes submitted for trial on roads should be required to
first come before the Brake Shoe Committee lOr test. An un-
usual loss of members by death was sustained this year, the
number being eleven.
The report of the Secretary and Treasurer showed the condi-
tion of membership and finances to be satisfactory. During the
year there had been an increase of five in the membership,
which, at this time, stands as follows: Active members. 265:
representative. 190; and associate members. 8; making a total
of 463, as against 458 last year. The amount of cash in the
treasury at the time of the convention was $9,836.22. with all
bills paid. It was decided that the membership dues should re-
main without change for the year. A worthy precedent was es-
tablished in the appointment of the following four members
as a nominating committee: Mr. John Kirby, R. C. Blackall,
Wm. Mc. Wood and John Hodges. These are men who have
been in the councils of the Association for many years.
REPORTS AND DISCUSSIONS.
In this issue we print abstracts of the most important reiiorts.
which will be continued in the following number.
Standards and Recommended Practice.
The brevity of this report indicated the general satisfaction
with present standards. There were but five recommendations,
one of which was in the form of a new design for a journal box
and details for 5 by 'J-inch axles. The Chairman, Mr. Waitt,
urged in strong terms the importance of more uniformity in
construction and better maintenance of uncoupling attachments.
He presented a suggestion from Mr. Moseley, Secretary of the
Interstate Commerce Commission, to the effect that the inter-
change rules should require the maintenance of coupler unlock-
ing attachments. This was referred to the Arbitration Com-
mittee for report later in the convention. With reference to
Screw Threads, Bolt Heads and Nuts, the Association consid-
ered the recommendations of last year in favor of the adoption
of the manufacturers' standard in place of the old sizes, and
voted to submit the question of the change to letter ballot for
adoption as a standard. Mr. B. Haskell believed it advisable
to bring the subject before the American Society of Civil En-
gineers with the object of securing similar action in connec-
tion with bridge bolts, and the necessary action was taken.
The committee recommended in the specifications for steel
axles a reduction in the percentage of carbon. It was consid-
ered unwise to allow the proportion of carbon in freight car
axles used in interchange service to go beyond 0.4 per cent.,
limiting the proportion in these axles to from 0.4 to 0.25 because
of the rough usage of this service, with particular reference to
the danger of damage in sudden cooling of hot boxes. Mr. E.
D. Nelson cautioned against precipitate action and suggested
further investigation by a special committee. Mr. Wm. For-
syfh believed it unwise to reduce the carbon without reference
to the size of axles, it being established that it was important
to have more carbon in large than in small axles. It was clearly
an important matter, the size of the axle must be considered,
and was referred for report by a special committee next year,
who should investigate the question of chemical composition of
all steel car axles.
TOPICAL DISCUSSIONS.
"When pressed steel trucks are broken on a foreign road
should not repairs be made by the manufacturers or the owners,
in place of repairs being attempted by the road on which the
car may be?"
Mr. B. Haskell opened the discussion. Thus far there had
been comparatively little damage to these trucks, but the ne-
cessity for having formers for doing such work made it advis-
able to take some action as to who should make the repairs.
Several members thought it necessary for roads to prepare to
do this work themselves, because the use of metal trucks was
sure to increase. Mr. Rhodes urged the importance of directing
the attention of the manufacturers to the necessity of con-
structing these trucks with a view of facility of repairs. This
had not received enough attention in the past. Mr. Waitt sup-
ported the opinion in favor of simplicity, which would render it
possible to carry repair parts and apply them easily. At present
his practice was to send an accumulation of damaged trucks
to the manufacturers for repairs.
"How soon after a new car is built should it be reweighed to
modify the original stencil weight; at what intervals should it
be reweighed thereafter, and what should be the minimum va-
riation from the previous stenciled weight for which change
should be made?"
This was opened by Mr. Delano. The Burlington had a rule
requiring reweighing annually, but this was not always done.
The drying out of a car during the first hot season amounted
sometimes to 1,500 lbs. Accuracy in stenciling light weights
of cars was shown to be important from a traffic standpoint.
The speaker thought it advisable to take definite action which
should render the marked tare weights correct, honest and
reliable. Mr. Waitt moved the appointment of a coaimittee to
consider the whole subject as stated above, with reference to
both foreign and domestic cars, and this was carried.
"Should the link slot and pin hole in the knuckle of M. C. B.
coupler be closed?"
206
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Mr. G. L. Potter reviewed the desirability of removing the
difficulties due to the weakening of the knuckles in this way.
It was shown to be necessary to take up the question of haul-
ing cars out of very sharp curves. The abolition of the slot and
retention of the pin holes, the tops of the pins serving for at-
tachment of the ordinary links, was shown to be inadequate.
Service in car ferry work, where the question of tides was
troublesome, and on mountain roads, required something more
than this. There were so many special requirements to be
provided for that this action should not be taken until a satis-
factory substitute was ready. Mr. Delano thought it possible
to reduce the size of the openings even if they could not be
filled up entirely. There was no definite action on the ques-
tion.
REPORTS.
Brake Shoe Tests.
This committee did not consider it one of their functions to
test brake shoes unless they had passed the experimental stage,
and considered it wise to wait until a number of recent new
shoes had been in use for a longer time, deferring report upon
these until next year. In the mean time those who desired to
submit shoes to test could do so at Purdue University, where
the machine is now located, paying for the work, Mr. Delano
wished to have the association informed as to the results of in-
dependent tests which have been made at Purdue. The results
of these, however, are now private information and confiden-
tial. This led to a suggestion by Mr. F. M. Whyte recommend-
ing asking the committee for specifications of the coefficient of
friction for brake shoes. Shoes could then be tested and those
which came within the required limits could be brought before
the railroads in a very satisfactory condition. This was
ordered.
Triple Valve Tests.
The second session opened with the consideration of this
subject, which was introduced verbally by Mr. Rhodes. The
committee had carried out the instructions of last year inviting
the air brake manufacturers to be represented in a meeting
to consider revision of the code of tests for triples prior to
making comparative tests. The efforts of the committee had
not been successful in securing co-operation from the New
York Air Brake Co.. and no progress had been made. It ap-
peared in the discussion that the Association had gone as far
as it could to secure tests through such co-operation. The mat-
ter stands where it was left last year, with no apparent hope
for a test.
Interchange Rules.
The interchange rules for freight cars were adopted as re-
vised by the arbitration committee and prices as recommended
by the committee on prices. This was a good piece of work,
which occupied but two and a quarter hours. The passenger
interchange rules created an unexpected amount of discussion
and the suggested revision was finally voted down because
many considered it too radical.
Wheel Circumference Measure.
This report, which contained a design for an improved cir-
cumference measure, was ordered submitted to letter ballot.
Design for Journal Box, Bearing, Wedge and Lid tor 100,000-
Pound Capacity Cars.
This report was criticised in certain particulars. The
gauges submitted were incomplete in some ways. The matter
of gauges for boxes and wedges was referred to a committee
for report next year and the report itself was ordered to letter
ballot.
Loading Long Material.
This subject has been before the Association for several
years and great improvements have been eftected in loading
materials, which from their form or weight are awkward to
handle in trains. Besides lumber, such freight as logs, pipe,
stone, ties and tan bark are provided for. The report of this
year includes the former rules brought up to date to meet
newly developed conditions by a number of important additions
and a few minor changes. Mr. Leeds, of the Louisville & Nash-
ville, has pulled the laboring oar in this work and deserves a
great deal of credit for the rules. The report was referred to
letter ballot as recommended practice.
Center Plates.
In the presentation of the report the necessity for smooth-
fitting and adequate lubrication was made prominent. Ideas as
to center plates were shown to be of great variety and neces-
sity for lubrication was apparent.
Side Bearings.
This and the previous subject were considered simultaneous-
ly. It was at once apparent that these have a very important
bearing on the design of cars. There was a strong inclination
to favor further investigation of the action of roller side bear-
ings. A report will be made next year by a committee in
which side bearings and center plates will be considered as
parts of the same subject. It was regretted that the committee
on center plates could not recommend anything as a standard.
Draft Gear.
Experiments seem to be necessary in order to establish the
weak points in draft gear. Mr. Bush estimated the proportion
of cars on repair tracks for draft gear repairs at 30 per cent, of
the whole number to be found in yards. Not only the draft
gear was affected, but also the entire ends of the cars. The
fact that there are few locomotives now used in heavy freight
service which cannot exert more than 30,000 lbs. tractive force
and the present low limit of capacity of ordinary draft gear to
about 19,000 lbs. showed how inadequate present draft gear is.
Mr. Rhodes supported Mr. Bush in regard to the necessity for
tests and considered draft gear improvement absolutely neces-
sary. The whole question was referred to the committee again
and the executive committee instructed to outline tests. Mr.
Delano recommended the rear ends of tenders as a favorable
place for testing draft gear, because of the severity of the ser-
vice which gave results quickly. The Westinghouse friction
draft gear was prominently mentioned as being worthy of at-
tention by the committee.
Air Brake Appliances and Specifications.
Careful instruction to repair men was shown in the discus-
sion to be very important, especially in oiling the brake cyl-
inders. The chief item in construction requiring attention
seemed to be the avoidance of angles and bends.
Tests of Master Car Builders' Couplers.
The committee had not been able to test any couplers during
the year, but had confined its efforts to redesigning the ap-
paratus for testing which was put into the form of working
detailed drawings. Purdue University has offered to build the
machine at its expense under the direction of the committee,
placing it at all times at the disposal of the Association.
In addition to this gauges, the marking of couplers, increased
size of the coupler shank and the advisability of closing up the
link slot and pin-hole in coupler buckles were brought up by
the committee. Mr. Waitt proposed an arrangement for testing
couplers whereby a coupler may be submitted to the commit-
tee by any road represented in the association and the tests
will be made at the expense of the association.
TOPICAL DISCUSSIONS.
"To what extent is it desirable to equip cars with permanent
check chains now shown under recommended practice of the
Association."
This subject was introduced by Mr. Sanderson, and as the
discussion brought out the close relations between this sub-
ject and that of metal dead-blocks, it was referred for consider-
ation to the committee on this subject.
"Good Methods for Terminal Cleaning of Passenger Cars. Is
it advisable to have oil in cleaning mixtures?"
Prominence was given in the discussion to the destruction
of the varnish caused by washing the previously dry surface
of the cars, except at relatively long intervals. The use of
water unnecessarily was found to be as destructive to the life
JuLy,i90o. AMERICAN ENGINEER AND RAILROAD JOURNAL. 207
of the varnish as the weather, too frequent washing with water
causing cracks in the varnish. Considerable care should be
used in the employment of oil in the compound used for clean-
ing and cutting the dirt. The use of oil, such as linseed, formed
a thin skin on the surface when dry, covering up the dirt in
the cracks, and in the beading work of the trimmings, and
this was difficult to remove. The practice of the New York
Central was to use the cleaners not oftener than once in three
months. Water was used only in wet weather, the dry clean-
ing sufficing at all other times. The cost of cleaning cars
varied considerably on different roads. On the Chesapeake &
Ohio it was 30 cents per thousand miles for cleaning both the
inside and outside, which was taken as an average figure. In
view of the technical character of the subject, and the fact
that only painters were sufficiently informed to treat it prop-
erly, the topic was referred to the Master Car Painters' Asso-
ciation.
Closing Business.
The closing business included the usual resolutions of thanks
to those who had contributed to the success of the convention,
and the election of officers resulted as follows: President, Mr.
J. T. Chamberlain; First Vice-President, Mr. J. J. Hennessey;
Second Vice-Pi-esident, J. W. Marden; Third Vice-President,
A. W. Brazier; Executive Committee, E. D. Bronner, J. H. Mc-
Connell and William Apps; Treasurer, John Kirby.
AMERICAN RAILWAY ASTER MECHANICS'
ASSOCIATION.
THIRTY-FOURTH ANNUAL CONVENTION.
Saratoga, New York, June, J 900.
The convention was called to order at Saratoga June 20, 1900.
by President J. H. McConnell. The prayer was offered by the
Rev. Dr. Jump, and the opening address was delivered by Mr.
A. J. Pitkin of the Schenectady I^ocomotive Works. The
speaker in a happy way directed the thought of the Association
in the direction of the responsibilities brought to the members
by the fact that the locomotive must earn every dollar of
revenue of the railroad. The present bearing of the locomo-
tive in transportation was expressed in the reference to the
fact that 1% pounds of coal, which could be held in the hand,
contained sufficient energy when burned in a locomotive firebox
to transport a car containing 1,000 bushels of wheat one mile.
This also testified to the perfection of present designs.
The president in his address stated that the affairs of the
Association were in the usual satisfactory condition. The year
had been a remarkable one in locomotive work, both foreign
and domestic. During the year 1S99. 2.196 locomotives, costing
$25,000,000, were built in the United States.
The recent great advance in weights of locomotives was com-
mented upon in connection with the increase in cylinder power
as indicating remarkably rapid development. Tenders had not
been behind the locomotive in growing. Cast steel had ad-
vanced in favor for locomotive parts; nickel-steel had not yet
come into general favor, but piston valves were rapidly gain-
ing. The increased power of the locomotive was the most
important and promising improvement. Train weights had
greatly increased and the value of the tonnage rating system
was recognized in showing the advantages in their true light.
The compound was advancing, 330 having been built in the
year 1899. Shop practice, electric driving, compressed air, im-
proved tools received the speaker's attention in a statement
favoring the use of methods which seemed to be best adapted
to the special conditions in shops. In reviewing the subjects
before the convention, the speaker gave special prominence
to the comparison of statistics on the ton-mileage basis and
uniformity in making up statistics for the same work for
various purposes.
The reports of the secretary and treasurer were received.
The membership stood as follows: Active, 620; associate, 19;
honorary, 26; total, 665. The finances were in equally satis-
factory shape; the amount of cash in the treasury was J3,-
468.47, with all bills paid.
The four scholarships at Stevens Institute of Technology
were all filled, and as a vacancy will be open for the autumn
examinations, candidates should communicate at once with the
Secretary. There are at present no applicants, and Mr. Mac-
Kenzie moved that the privileges of the scholarships should be
extended to the locomotive works in case there are no appli-
cants from the railroads. The preference stands as follows:
First, the sons of railroad men; second, railroad employees
who may not be sons of members; and last, boys employed in
locomotive works.
A lot of time was spent over the question of the admission
of several honorary members, but steps have been taken to
avoid a repetition of the occurrence.
REPORTS.
"What Can the Master Mechanics' Association do to Increase
its Usefulness?"
This sort of report was a novelty, and we present its conclu-
sions elsewhere. In spite of the fact that the report contains
a pointed criticism of the practice of reading reports in full,
the Chairman of the committee was specially requested to
read it in full. This is mentioned because a presentation of
papers by abstract is generally considered vitally important in
the prompt conduct of business.
The report contained a number of suggestions which, if car-
ried out, would require changes in the constitution, and a reso-
lution offered in the report referring them to a committee for
further report resulting in the appointment of Messrs. Quayle,
Vauclain and Gillis. The matter of the preparation of an
elaborate index of the proceedings was referred to a commit-
tee, Messrs. F. A. Delano, S. P. Bush and C. M. Mendenhall.
Mr. Deems emphasized the importance of the suggestion of
the committee with reference to preparation for the discussion
of the subjects, and also of the consideration of many im-
portant features of motive power work outside of the locomo-
tive. Many of the suggestions will probably be acted upon next
year. It would be a good plan to have such a report every
five years.
TOPICAL DISCUSSIONS.
"Nickel Steel as a Journal Bearing. Is there any noticeable
increase in friction or wear, as compared with the ordinary
steel or iron?"
Mr. W. H. Lewis, who presented this subject, had no reason
to believe that it did not make a good bearing. Mr. Vauclain
spoke from the standpoint of the locomotive builder, and urged
the importance of securing the best nickel steel. The processes
had been improved and there was no reason for hesitating in
using this material if made by the best makers. Mr. Quayle
asked for information as to the heating of nickel steel axles.
Mr. Gillis mentioned the fact that this material was consid-
ered by the Navy Department as beyond experiment in this re-
spect. Nickel steel has long been used for marine shafts run-
ning at high rates of speed. Mr. Pomeroy also pointed to the
necessity for getting the best nickel steel. Those who were
disappointed in the results obtained when they expect to re-
peat the experience of naval service had probably not obtained
the quality of steel used in that service. It was made clear
that the process of manufacture of nickel steel was very im-
portant and that only the best should be used.
REPORTS.
"The Extent to Which the Recommendations of the Asso-
ciation have been put into Practice."
This was an elaborate and painstaking review of the entire
records of the Association, and included an index of the pro-
ceedings and a valuable summary of the large number of rec-
ommendations made from the beginning. There was no discus-
sion.
Relative Merits of Cast-iron and Steel-Tired Wheels.
The committee had not been able to get data of any value
208
AMERICAN ENGINEER AND RAILROAD JOURNAL
from the members. Only two had replied to the committee's
circular this year. The committee was continued. Mr. Rhodes
explained his confidence In cast-iron wheels. The greatest
danger of breakage of cast-iron wheels formerly was largely
due to the heating effect of the brake shoes. The use of the
thermal test had the effect of improving the character of the
wheels, and this had practically placed the wheels beside steel
wheels in safety. At first there was difficulty in securing
wheels to meet the thermal test. They had since been made
to meet it. The application of brakes necessitated the use
of this test, and Mr. Rhodes stated that in two years' experience
with the thermal test he had not known of a single case
of cracking in the plate. He clearly put himself on record
as favoring the cast-iron wheel under the thermal test as being
safer than some steel wheels. In short, the cast-iron wheel had
been improved more than some of the steel-tired wheels.
Ton-Mile Basis for Motive Power Statistics.
The discussion ofc this subject developed the fact that there
were not only differences of opinion among the members, but
also among those of the committee, as to whether the weight
of the engine should be included in the weight of the train, or
whether the records should be stated in the weight of the
trains behind the tender. Messrs. Henderson, Marshall and
Deems took the view that the comparison should be made on
the basis of the load back of the tender. Mr. Marshall directed
attention to the desirability of stating the mileage statistics
as well as the ton mileage, because of the fact that there are
important expenses which depend on the engine mileage quite
independently of the ton mileage. For these, which include
certain round house expenses, the ton mileage comparison
would be misleading. He thought that if switching statistics
are kept on the ton-mileage basis at all, they should be pre-
pared with reference to the total tonnage handled on the di-
vision. Mr. Delano called attention to the well-known fact
that the ton-mile as a unit did not always mean the same
thing. He thought that the work of reform in the subject of
comparison of statistics was progressing, but much patience
was required to bring about the necessary improvement in this
very important matter. He emphasized particularly the ne-
cessity for making the units more reliable in order to give fair
measurements. Whether or not the weight of the engine was
included in that of the train, the really important thing was
to account for the light mileage. Mr. Rhodes urged improve-
ment in the methods of measuring the work of the men, be-
cause carelessness in this respect destroyed their confidence
in the fairness of the comparison.
Throughout the entire discussion it was indicated that many
of the members felt that light engine mileage would probably
take care of itself, and the really vital point in the entire treat-
ment of the subject was introduced by Mr. Deems, who favored
the greatest simplicity of the statistics, even if it interfered
somewhat with their accuracy, for the sake of getting the re-
turns promptly. Figures brought out at the middle of the
month were more valuable than more elaborate and more ac-
curate figures brought out at the end of the month. The Asso-
ciation did not appear to consider it important to attempt to
show the differences due to the differences in designs of engines
in the statistics, such as those improvements which give high
tractive power in proportion to the weight of the engines.
Flanged Tires.
The report of the Committee on Flanged Tires, which is one
supplementing the report of last year, was read by Mr. S. Hig-
gins. Chairman of the committee. The original report was
made on 10-wheel locomotives only, while this, the second re-
port, covers mogul, 10-wheel and consolidation locomotives.
Nearly all of the roads have experimented with all flanged
tires, and a number of the important roads report their use
on their mogul, 10-wheel and consolidation engines. The Bur-
lington road two years ago placed flanged tires on all of the
wheels of the mogul engines of a certain division of the road,
and Mr. Deems reports that the tires last fully twice as long
without turning. The point brought out by Mr. Hawksworth
was of a very interesting nature, as the road with which he
is connected has 16-degree curves and 3 per cent, grades. The
rails of the track were laid on soft-pine ties, no tie-plates be-
ing used. They experienced a great deal of trouble with blind
tires and also a great deal of difficulty in running the engines
with the drivers all flanged. It was impossible to keep the
track in gauge, and for a short time these engines were laid
off. Finally, the second pair of wheels were taken out and blind
tires 2 in. wide were put in to prevent the engine from getting
oft the track.
Mr. Delano believed that the flanging of the wheels of mogul
and consolidation engines is done at the expense of the track,
for on some sharp curves inside rails are necessary to keep up
the blind tires as they slide over the main rail. On such en-
gines, with all wheels flanged, there must necessarily be some
severe strains set up in the rails. Another method to diminish
flange wear, without injury to the track, Mr. Delano believes
to be that of making either a single or double truck do more
of the guiding of the engine instead of throwing it on the first
pair of drivers. One division of the road with which he is con-
nected has ten 10-wheel engines, the double truck being
equipped with a center pin. The front drivers of the engines
are blind and the rear two flanged. These engines are running
in fast passenger service and take the sharpest of curves very
smoothly.
The Central Railroad of New Jersey has 25 heavy consolida-
tion locomotives weighing 205,000 lbs. These engines, Mr.
Mcintosh says, have been in constant service for over a year.
The wheels are all flanged, and are giving the best of ser-
vice.
Mr. Vauclain, in giving his views on the subject, from the
standpoint of the manufacturer, said: "It seems to me that the
conclusions of the committee are all right. If you take a con-
solidation locomotive having a 16-ft. wheel base and place it
on a 20-degree curve, you find that the height of an arc in a
16-ft. chord is about 1.35 in. If the track is put down % in.
wide, % in. play, 4 ft. 8% in. gauge, you have 1 in. of the 1.35
in. already taken off by simple measurements. We have .35
in. to provide for, supposing your driving wheel would come
exactly in the center. But your driving wheel does not come
in the center of the arc, but the two center wheels are spaced
on either side of the center. The distance from the tire to the
track at that point would probably be about 3/16 in. less, with
a lost motion between the hubs of the driving wheels and the
box of 1/16 in. on the side.
"I think it is perfectly safe to work upon for all locomotives
of modern design up to curves of 20 degrees. We have been
building hundreds of locomotives for all ordinary railroad prac-
tice in the past four years with as large a wheel base as 16 ft.
4 in., and having all wheels with flanged tires. I think that
the guard rails, frogs, switches, etc., can be safely arranged
for engines with large wheel base."
Mr. Quayle had been testing flanges on all driving wheels
during the past year on his engines in the switching yards at
"battle ground," Chicago, where they have experienced the
most trouble with flange wear, and it has reduced this trouble
very much, and he favored the practice of flanging all driving
wheels. It seems to be the consensus of opinion that if the
locomotive is adjusted properly, with the right amount of clear-
ance, and if the track is of the proper elevation and gauge, the
flange wear will be diminished by this practice.
Compound Locomotives.
Mr. Vauclain took exception to the first conclusion of the
committee, which was that "compound locomotives have not
yet come into general use in America, but are gradually emerg-
ing from the experimental stage." This, he declared, should
be erased from the report. We are constantly making changes
in design of the simple engine and do not consider it in the
experimental stage; we therefore have no right to say that the
compound is not past its experimental stage. While compounds
JCLY, 1»00.
AMERICAN ENGINEER AND RAILROAD JOURNAL 209
have not been generally adopted by the railroads of this coun-
try, they are coming rapidly into use for both freight and pas-
senger service. This is evident from the figures given by Mr.
Vauclain to the effect that 50 per cent, of the locomotives built
by tlie Baldwin WorliK are of the compound type. Tlie Society
of Engineers iti Russia had decided tliat the 4-cylinder com-
))0und is an acceptable locomotive for tlie Russian Government,
and they had been building 2-cylinder compounds for a num-
ber of years. Mr. Delano was of the opinion that the compound
locomotive is in an experimental stage on some roads, but it
could not be said to be in such a state on railroads that have
from 25 to 150 of these locomotives in daily service. The Bur-
lington road had not many compound locomotives, but with the
two-cylinder compounds in freight service exceedingly good
results are obtained. This road is so satisfied with them that
they are going to order more. In the committee's conclusion
No. 6 it states that tliere should be no difference in the size
of drivers in the compounds and simple engines in the same
service. It is believed that slow piston speed is to be sought
for in all engines, but are there not good points in favor of
larger drivers on the compound as compared with the simple
engines? Mr. Deems' reply to this conclusion No. 6 was that
the report was based entirely on the replies received from the
circulars sent out, which show reports from 15 members that
there is no difference in size between the drivers, and one
reports a slightly larger wheel for both freight and passenger
service.
Prof. Goss, in supplementing Mr. Vauclain's remarks, said
that there is a sense in which we may consider all locomo-
tives in an experimental state. The process of increasing
weight of locomotives from 100,000 to 250,000 lbs. involved a
great deal of experimenting. It will be well to bear in mind
that the compound engine is a more perfect machine as it
stands to-day in this country than in any other. The process of
compounding has gone ahead of that of any other country.
An important point was brought out by Mr. Gibbs that was not
touched upon by the committee; that of the maximum possible
weight on drivers, the maximum boiler capacity which is lim-
ited by weight on the drivers. It has been demonstrated that
the compound locomotive can save from 15 to 20 per cent, in
fuel. This means a very much better use of heating surface.
We are going to get more out of a given weight in a compound
than for the same weight in a simple engine.
The remarks of Mr. Sague brought up the impossibility of
making the reciprocating parts of compound locomotives as
light as those of simple locomotives. There has been a ten-
dency to reduce to a minimum the weight of pistons, cross-
heads and piston rods for the purpose of diminishing the recip-
rocating counterbalance on the track, and builders have not
sufficiently considered this with the compound. It is said that
a single compound locomotive among a number of simple
locomotives has the unfavorable position. His experience had
been rather different from this. The pooling system was used
on a compound, and a lot of 18 simple locomotives which were
recently built, and the results of the compound were so favor-
able that the men tried to get the compound in preference to
the simple engines.
Mr. Sague believed that there was no reason to consider the
two-cylinder compound as handicapped by clearances yet. It
was a satisfactory engine for passenger service, but would
not show as great advantage over the simple engine in passen-
ger as in freight service.
There are many roads that are not using compound locomo-
tives, and Mr. Waitt spoke with reference to the New York
Central. The past experience and general sentiment against
them in the past had caused a number of compounds to be
changed over to simple engines. They also had some com-
pound switchers which were not found entirely satisfactory in
operating them as compounds. But the art seemed to be pro-
gressing rapidly, and he felt sure from the reports of the com-
mittee and the discussion that he had personally received a
great deal of light, and had a very strong teniptation to give
such consideration to the compound as he had not given It
before.
TOPICAL DISCUSSION.
"Has the limit of length of tubes, two inches in diameter,
been reached in locomotive practice?"
Mr. Vauclain says we have not reached the limit in length
of 2-ln. tubes, and prophesies that with the properly-designed
engine we shall be using in the near future tubes 20 ft. In
length. This was rather a bold statement to make, but when
we consider that 15-ft. tubes are being used at the present time
on the Chicago & Northwestern, 15 ft. 1 in. on the Fitchburg,
15 ft. on the Chicago, Rock Island & Pacific, and even 16 ft.,
as in the case of the Chicago. Burlington & Quincy. it does not
seem improbable that the additional 4 ft. may be added in the
future. The first question which would naturally present itself
to those not having had experience with tubes as long as 15
ft. would be as to their vibration and the tendency to break
loose at the tube sheets and cause leaky flues. This point was
discussed by Messrs. Higgins, Mcintosh, Brown and Quayle,
who are using tubes of this length, and they are having no
trouble with leaky flues. The limit of the length of tubes is
determined by the tendency of the tubes to stop up and the
probability of leakage. A tube when submerged in water has
very little chance to vibrate as it is partly supported by the
water. If brass and composition tubes 15 ft, in length have
been used successfully, and give no trouble, there is reason to
believe tubes 20 ft. in length will not.
Metal Versus Wooden Cabs for Locomotives.
Mr. Sague of the Schenectady Locomotive Works opened the
discussion by giving a few advantages of each. The most se-
rious objection to metal cabs is undoubtedly that of increased
weight, 900 to 1,300 lbs., and for some special cabs as much
as 1,500 lbs. There is an increased first cost for metal cabs
of $90 to $100 over those of wood. But the low cost of main-
tenance is a point in their favor, the paint will last a great deal
longer on metal cabs, and in hot and moist climates the steel
cab is almost necessary.
At this point in the proceedings a committee reported on
the changes in the constitution recommended by the committee
on "What Can the Association Do to Increase its Usefulness?"
These changes and a number of the suggestions made in
the report will come up for discussion next year. Mr. F. B.
Miles was elected to honorary membership.
REPORTS.
.Journal Bearings. Cylinder Metals and Lubrication.
This report was presented by Mr. W. C. Dallas, Chairman of
the committee. The discussion was opened by Mr. G. H.
Clamer of the Ajax Metal Company, who offered a brief but
comprehensive statement concerning the place of lead in bear-
ing-metal alloys. The requirements of bearing metals were
classified as follows: 1. Least liability of heating. 2. Suffi-
cient strength to prevent squeezing out under load, and high
melting temperature. 3. Least abrasion in service. 4. Least
possible abrasion of the journal. For journal bearings alloys
of copper, tin, lead and zinc were generally used in the follow-
ing groups: 1. White metals of tin. lead and zinc. 2. Bronzes
of copper, tin and zinc. 3. Plastic bronzes, such as phosphor
bronze, 4. Copper, tin and lead alloys. It was generally con-
sidered that hardness was necessary to secure good wearing
qualities, but the speaker considered that a mistake, his point
being proven by the wear of a 1/16-ln. lead lining for 9 months
without the lead being entirely worn out. The first and third
possessed good frictional qualities. These qualities increased
in proportion to the increase in the amount of lead which was
properly combined in the alloy, and by adding a small amount
of nickel the proportion of lead would be increased.
In the matter of cylinder iron Mr. F. M. Whyte spoke of
favorable experience with false valve seats and cylinder bush-
ings. Their value lay in the possibility of using metal for the
210
AMERICAN ENGINEER AND RAILROAD JOURNAL.
cylinders which was best adapted to prevent brealtage, while
the wearing surfaces could be made hard to increase their
life.
Piston Valves.
The discussion was in all respects favorable to this type of
valve, showing plainly that it had gained friends. It was
spoken of as completely successful in principle, and its weak
points were being strengthened through experiments and ex-
perience. The Burlington now has 65 engines with these valves
and they are used on all new ones. On the Canadian Pacific
some difficulty had been experienced with defective lubrica-
tion and wear of piston valves which had stems which were
•'off center." Mr. Delano spoke of the interesting feature of
solid piston valves with central steam admission which caused
them to run away from the steam. The pressure of the exhaust
steam coming on the ends of the valve alternately caused it
to move in the direction of motion of the valve stem. No se-
rious objection was raised to this action, but it is believed that
the simple remedy which has been applied, of making the valve
hollow, had the disadvantage of bringing cold exhaust steam
too close to the hot entering steam.
Prof. Goss mentioned the saving of power by reduced internal
resistance of the engines as a secondary matter in view of the
serious distortion of the steam distribution with the slide valve
which was caused by high resistance to the movement of the
valve.
Those who have designed valve motions for piston valves
with central admission have discovered the peculiar effect upon
the equalization of the cut-off of attempts to secure direct mo-
tions by reversing the usual positions of the eccentrics. Mr.
Henderson mentioned this. Central a.dmission required direct
motion without the reversal of the motion by the usual rocker
shaft, and if the eccentrics are changed instead of rebuilding
the valve motion with the omission of the rocker, the distribu-
tion will be seriously distorted.
Spring rings were considered by Mr. Henderson to possess
advantages over other forms of packing rings for piston valves.
He believed that it was necessary to provide packing which
will adapt itself to the bore of the valve bushings when they
become worn larger at the center of the range of motion of
the valve, where the wear is greatest. He did not think that
rigid rings would be as satisfactory because they would not
accommodate themselves to the enlargement of the bushings
due to the increased wear over the range of short cut-offs
where most of the wear comes.
Power Transmission by Shafting vs. Electricity.
This report is generally considered the best brought before
the convention. We think it the ablest paper on electrical
distribution for shop purposes that has appeared anywhere.
Some disappointment was expressed privately that there were
not more data as to the amount of power required to operate
individual machines, but the purpose of the committee was to
treat the subject in a much broader way. Many have looked
to electrical distribution for a reduction in fuel bills, and while
this is justified, the real function of such distribution is in the
improvement of shop methods which increase output, permit
of saving in labor, and improve the general convenience of op-
eration. The Baldwin Locomotive Works began to decrease
their laboring forces at once when motors were put in, and
this was the most important result. We print this report nearly
in full, and earnestly commend it to our readers. It offers rea-
sons why they should consider electric motor driving and it
presents valuable practical suggestions, based upon wide ex-
perience, as to the selection of systems to suit their conditions.
This report is given first place among those of the Master Me-
chanics' Association in this issue. The discussion was some-
what disappointing, although it was clear that the impression
desired by the committee was made, to the effect that electric
driving made it possible to effect a much needed revolution
in shop methods, and that it was this business improvement
which should make electrical systems attractive. While the
report did not say so in words, it is sufficiently apparent that
the present wonderful capacity of the Baldwin Works, with
their cramped location, is chiefly due to the excellent use which
is made of motor driving.
In the discussion the question of voltage came up. While
500 volts meant economy in wiring, 220 volts gave better re-
sults in the motors, and the lower voltage led to better care
of the brushes of the motors. With the higher voltage the ten-
dency was to defer attention to the motors. The current, while
not dangerous, was such as to cause some inconvenience. Mr.
A. L. Rohrer (General Electric Company) spoke of the ad-
vantages of direct current over the alternating induction mo-
tor because of the speed control. Voltage was largely a ques-
tion of conditions, but probably about 250 volts was best adapt-
ed to railroad shops. The value of "taking the tool to the
work" was made prominent, and also that of the possibility of
measuring, with an ammeter on a shop tool, the amount of
power required for various kinds of work.
Best Type of Boiler for Shop Purposes.
This report did not bring out the amount of discussion that
was expected. It probably will, however, have the effect of
directing attention to the desirability of giving more attention
to shop steam plants.
TOPICAL DISCUSSIONS.
How to Make Pooling of Locomotives a Success.
Mr. G. W. Rhodes presented in his characteristic way th'e
principle of pooling as illustrated by the livery stable business.
He did not appear to favor pooling, but if it is necessary in
order to get more work out of the engines he would put back
into the care of the engines the money saved in Interest on
the amount of invested capital which was avoided by pooling.
Mr. Henderson showed it to be advantageous to wear locomo-
tive tires out rapidly in, say ten years, because in that time
they were obsolete anyway. It was apparent that many did
not believe in pooling, but everybody seems to be trying, by
means of double crewing or pooling, ..o get more mileage out
of engines. In time-freight service on the Chicago & North-
western it had been found satisfactory to put three crews on
each engine, whereby 404 miles per day were obtained. With
this method the mileage was sufficient and the responsibility for
the care of the engines was placed on regular men as it could
not be in pooling. We should say that the adverse criticisms
of the speakers on pooling were directed against abuses
of the system and neglect to look after the repairs rather than
the principles of pooling.
Graphite As a Locomotive Lubricant.
Mr. G. R. Henderson opened this discussion. Graphite was
believed to be a good lubricant but it had been found difficult
to get it upon the bearings.
Closing Business.
After receiving the report of the committee on subjects for
next year the following officers were elected: President, Mr.
W. S. Morris; First Vice-President, Mr. A. M. Waitt; Second
Vice-President, J. N. Barr; Third Vice-President, G. W. West;
Treasurer, Angus Sinclair.
The Department of Mechanical Engineering at Purdue Uni-
versity formally dedicated on May 28th a 2,000,000-gallon
water works pumping engine recently presented to the labora-
tory by the City of LaFayette. This pumping engine was
built by the Clapp & Jones Manufacturing Company of Hud-
son, New York, in 1S75, and is a fine example of a duplex
walking-beam pump. As installed in the laboratory it will
serve as an example of this type of pumping engine, and in
addition to its historical value, will furnish an ample supply
of water for hydraulic experiments.
The washing of oily waste at the stations of the Chicago
Edison Company is highly profitable. From 100 lbs. of oily
waste about 40 lbs. of clean waste and 40 lbs. of oil are re-
covered. The waste is put through a washer consisting of a
train of rolls over which a stream "f hot water is running.
This extracts nearly all of the oil at I much of the dirt. The
oil and water are caught in a receptacle, the oil separated and
passed to an oil purifier and the waste put into a drier. The
oil is purified by settling and boiling. A complete account of
this and other operating economies in central-station practice
was given in a paper by Mr. W. L. Abbott, read before the Na-
tional Electric Light Association recently.
July, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 211
LOCOMOTIVE TENDERS.
Several Examples of Improved Practice.
By William Forsyth.
(Concliuled from page 184.)
Pennsylvania Six-Wheel Tender for Class B 1 Engines.
Another example of six-wheel tender for fast passenger
serviee is shown in Figs. 9 and 10, which represent the tender
of the Pennsylvania Railroad class E 1 engine, which was fully
illustrated and descrilied in our June issue. In this case
the middle and rear axles are equalized. The tank carries the
coal above the water and holds 4.000 gallons. The coal runs
and fireman. This is in marked contrast with the usual inef-
fective fastenings, and the practice Is suggestive of a necessary
improvement in tank fastenings. The brake cylinder is at
the rear and vertical. It operates a bell crank with two
arms projecting vertically downward to the equalized brake
system. Another arm takes the hand brake connection. In
the front end of the tank structure four closets are built for
clothes, tools and the steam pump used in connection with
the steam heating system for the train. The water space brac-
ing consists of 2V4 by 2% by 5/16-in. angles, spaced 2 ft. 10 in.
apart, and connected across by 6-in. plates. This tender has an
excellent arrangement of draft gear in which the drawbar has
1%-in. lateral play each way from the center. The design em-
ploys iron and steel throughout and is made to receive the Jan-
ney coupler. The l)uffer is a plain two-stem plate with springs
Fig. 9. Frame for Six-Wlieel Tender Pennsylvania Railroad.
down to the fireman at an elevation about one foot above
the foot plate, which is convenient in view of the high fire
doors. The usual wooden flooring on top of the frames is
omitted in this design.
The main frames are outside of the wheels and the boxes
.>re carried in bracketed pedestals bolted to these frames.
The main frames carry an internal cellular system with longi-
tudinal stiffening plates and cross girths which attach to the
main frames between the wheels. The tank rests between box
girders projecting above the frames at the front and rear ends,
the front one being much deeper than the one at the rear.
The tank is wedged tightly in place and is held by special
fastenings riveted to it and to the frames, the purpose being
to hold the tank in case of collision, so that it will not be
torn loose by the shock and endanger the lives of the engineer
which are not equalized with the coupler, and the guides tor
the follower and buffer are steel castings. The buffer and drati
springs are enclosed in metal boxing, the whole arrangement
being the most durable that we have seen.
These tenders are supplied with the form of balanced track
tank scoop which was fully illustrated on page 283 of this
paper in November, 1896, and the fact that the same drawings
were used for the scoops of the class E 1 engines testifies
to the attention this road gives to designing. The experience
of four years has not developed a single desirable improvement
in this detail. The interesting feature of the scoop is the
balancing of the lower part so that it may be raised from the
trough at high speed. It has been demonstrated that water
may be taken at speeds of 70 miles per hour. Experiments in-
dicate that 3,000 gallons may be taken in 10 seconds at a speed
212 AMERICAN ENGINEER AND RAILROAD JOURNAL.
^^.1^1° .?
Fig, 10.— Sectional Views of Tender Tank for Class E 1 Engines, Pennsylvania Railroad.
of 68 miles per hour. The following figures have been sup-
plied from tests made with one of these tenders:
THE FUTURE USEFULNESS OF THE MASTER MECHAN-
ICS' ASSOCIATION.
Time in
Speed
Gallons water
Dip of scoop
seconds.
in m. p. h.
taken.
in water.
20
34
1,760
31-^ in.
17
40
2,315
3 in.
14
49
2,380
3% in.
11
62
2,608
3 in.
These figures show that more water was raised per foot of
trough at the higher than at the lower speeds, which is
accounted for by the form of the opening which talies in the
wave raised by the scoop and adds to the depth of water taken.
These tests indicate that there should be no difficulty in pick-
ing up 3,000 gallons from a tank 400 yards long at speeds of
60 miles per hour.
An Atlantic liner, larger than any now afloat, has been or-
dered by the North German Lloyd, to be built by the Vulcan
Shipbuilding Company ot Stettin, Germany. It is rumored that
her length will be 752 ft., her speed 24 knots, and that her en-
gines will develop 40,000 h.-p.
A lathe, direct driven by an electric motor, turning up a
piece of shafting while the whole combination was suspended
from an electric traveling crane, was exhibited to a party
of engineers visiting the Crocker-Wheeler Electric Company's
works recently. This ingenious application of electricity to
machine tools was devised to exhibit the flexibility of the
electric method of power distribution and was described in
"The Mechanical Engineer." The lathe had a motor direct
connected to the spindle and the piece of shafting was placed
in the centers. The electric current was applied by a cable
connected to the traveling crane. The current was applied,
the lathe started on the floor and then lifted by the crane
and carried up and down the shop while turning up the shaft
By M. N. Forney.
It is very difficult for an old newspaper man to lay off the
spirit of cock-sure criticism. The habit of assuming for years
that he is very wise and very right In his opinions cannot be
laid aside when his editorial pencil has been blunted, and when
he no longer has the right to speak of himself as "we." Annual
conventions like those which have just been held in Saratoga
are incentives to be oracular, they excite criticism and stimulate
the feeling common to most of us, that we know just a little bet-
ter than others how such affairs should be conducted. If be-
sides the conventions of this year a person can go back for
thirty years and recall the meeting held in Philadelphia in
1870, and nearly all since then, it is a still further incentive to
criticism and suggestion.
The fact that a committee was appointed to report on the
question of "What Can the Master Mechanics' Association Do
to Increase its Usefulness?" naturally suggests two questions,
what have been the hindrances to the usefulness in the past
and what would aid in increasing it in the future? The retro-
spect of thirty years will be a help in replying to the first part
of the inquiry, and it suggests two causes which during that
time have seriously interfered with the usefulness of the meet-
ings. The first of them is meeting rooms in which only part
of the proceedings could be heard, owing to noise or bad
acoustic properties, or an arrangement of seats by which the
audience and the speaker have been separated too far from each
other. To hold meetings for discussion at which the speakers
cannot be heard seems like great folly; nevertheless, it has
happened at many of these meetings held during the past
thirty years that a great part ot the proceedings were inaudible
to many of those who attended them. To increase their use-
Jvt-J, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 213
fulness, Iherefore. it is irapoitant first to secure a KoofI room
to meet in, whicli should not be too large, and in which not only
speakers on the platform can be heard by the audience, but
those in the auditorium can be heard by the whole house. The
people and hotel jiroin-ietors of Saratoga seem to be anxious
to induce not only the Master Mechanics' and Master Car Build-
ers' to hold their meetings there every year, but they also want
to Indu'je other associations to do the same thing. There is
hardly anything which would do so much to attract such or-
ganizations to meet there as a really good room would if it was
well adapted for such meetings. It should not be too large —
a seating capacity of three or four hundred would be sufficient —
and it should be located where there would be little or no ex-
ternal noise, as from the street. In the middle of Congress
Spring Park would be an ideal place for it. The seats should
be arranged in the form of a horseshoe around a central plat-
form and on an inclined floor as in a theatre, so that the people
in the audience would be brought into close relation to the
chairman and to each other. There should be two small com-
mittee rooms. The ceiling should not be too high on account
of acoustic properties. Such a room would be a great boon to
associations whose meetings are attended by a comparatively
small number of people. The Convention Hall in Saratoga is
entirely too large for such audiences, and the voices of their
speaivers are lost in it. Will the people of Saratoga respond
to this demand? There is a disposition to hold the meetings
of the two railroad associations there every year. A really good
meeting room would add very much to the inducements to take
them thtre.
In speaking of the second hindi'ance to the usefulness of these
associations, a disavowal is made of any personal reference to
any one. What will be said is the result of historical reminis-
cence, (-xtending backward thirty years, and candor compels
the remark that durmg that time the presidents of the associa-
tions, as presiding officers, have been good, bad and indifferent.
The good ones have been few, the bad and indifferent ones many.
In other words the proceedings and the work of the associations
has been very much hindered by having inexperienced presiding
officers. Some of us can recall occasions when the proceedings
were snarled into such an inextricable tangle that the work
came to a standstill. That those who preside should not be
very eflBcient in such duties is not to be wondered at, very few
of the members have ever hai'. any experience as presiding of-
ficers. The presidents are not chosen with reference to their
capacity for such duliesi, but they are 'elected to the oCice as a
recognition of merits which are of quite a different kind, and
they are elevated (o the (jfiice as an honor, and the position is so
regarded. Now, it is of as much relative importance that meet-
ings of this kind thoiild be under efficient and intelligent, con-
trol as that a regiment in going into action should be directed
by a competent commander, or that a locomotive in running an
express train should be in charge of skillful runners. Amateurs
and inexperienced people are not intrusted with such duties and
there is q\iite as good leascn for noc placing the conduct of s'u^'h
meetings of this kind under the control of persons who know
little of parliamentary proceedings, or who have not the knowl-
edge and tact to call out what is best in the minds of the
auditors.
These considerations lead to the suggestion of separating to
some extent the honors of the president and the duties of the
presiding officer. Honor the member by electing him president
and then let the Executive Committee appoint an assistant to
that officer who would be selected solely with reference to
his capacity as a presiding officer. The president would then
open the meeting, deliver the annual address and perform like
duties, but his assistant could at any time take his place as
presiding officer, and that would leave the president free to at-
tend to other important duties during the session, instead of, as
now, tying him down in the chair all the time. There are many
things which could profitably be attended to by the president
during the session, such as seeing committees, aiding and direct-
ing the preparation of reports, shaping In different ways the
woik and policy of the Association, etc. It it was desired to
accentuate the honor, a suitable badge could be provided and a
title conferred.
In the light of past experience it Is safe to say that the
usefulness of the meetings would be immensely increased if
they were presided over by thoroughly efficient chairmen.
Another suggestion presents itself. The purpose of the re-
ports made to these meetings and the discussions thereon is to
elicit from the members as much information as possible In re-
lation to the subjects which are brought up for consideration.
The method of doing this is by circulars of inquiry, and then
when the matter comes before the meetings by a general dis-
cussion. While these methods accomplish their purpose, to a
certain extent, it is thought that a much more effective way of
getting at the knowledge of other people is by an interview
and questioning them with reference to the subject under con-
sideration. It is the method adopted in courts of justice, in the
investigations of committees of various kinds and in our daily
life and intercourse with other people. The suggestion is that
the various committees of investigation should, during the ses-
sion of the convention, invite different members to appear be-
fore them to confer about the question at issue, and in that way
give the members of the committee an opportunity to question
those who are thus invited. That is the method we all adopt
when we want to get information relating to any matter, and
it would seem as though it would be equally efficacious in the
investigation of committees.
The question of indexing the reports of the Association was
brought up, and acted upon, and the committee was authorized
to have a comprehensive index made of all the reports of the
Association up to date, which will certainly increase their value
very much. The past volumes have very poor indexes, and it
would be very desirable to take some action which would secure
better ones in the current volumes in the future.
One of the great difficulties at the meetings of these associa-
tions, which are now attended by from 1,500 to 1,800 people,
to remember the names of those who are there and identify
them on sight. The method adopted by the American Society
of Mechanical Engineers at their meetings is a very good one.
A list of the members in attendance is prepared and numbered.
• Numbered badges are then provided for the members, and the
list and numbers are printed and copies distributed so that in
meeting a person his number is a clue to his name. It facilitates
intercourse very much and promotes sociability.
Of course, after all the reports of committees the discussions
at the meetings and, in fact, the value of the whole proceedings,
depends very largely on the persons who contribute to them.
The problem is to call out what is best among the members
and suppress the vapid talkers — not always an easy task. If all
the members were intelligent and wise, of course the meetings
would be more profitable and interesting. Inasmuch as the
membership consists of many grades of intelligence and fatuity
the problem is to get the best that is possible out of the mate-
rial and the people who come annually to these assemblages.
Mr. A. L. Humphrey, Superintendent of Motive Power of the
Colorado Midland, has been appointed to a like office on the
Colorado & Southern, vice John Foster, resigned. Mr. Hum-
phiiey has been Superintendent of Motive Power of the Colorado
Midland since January, 1S93, and was formerly for five years
Master Mechanic of the same road.
Mr. C. W. Whiting, Mechanical Engineer of the E. P. Allls
Company. Milwaukee, Wis., has been appointed Mechanical En-
gineer of the Chicago. Milwaukee & St. Paul at West Milwau-
kee. Wis. Mr. Whiting is 37 years of age, is a graduate of
Stevens Institute in the class of 1884, and has since been drafts-
man with the Philadelphia & Reading Coal and Iron Company
at Pottsville, Pa.; has held the responsible position of Inspector
and Engineer of Tests, Chief Draftsman, Superintendent and
Mechanical Engineer with various firms.
214 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Another Monster Freight Locomotive i Pittsburgh, Bessemer & Lake Erie Railroad.
E. B. Gilbert, Master Mechani . PiTiSBURGH Locomotive Works, Builders.
ANOTHER MONSTER CONSOLIDATION LOCOMOTIVE.
Pittsburg, Bessemer & Lake Erie R. R.
Built by tlie Pittsburg Locomotive Works.
Ttiis locomotive surpasses in weight and tractive power all
locomotives ever built and its remarkable dimensions are given
in the accompanying table. The Information reaches us too
late for extended comment, but this is not necessary to those
who will compare It with the large engines referred to in the
table on page 316 of our issue of October of last year. These
engines are remarkably heavy and are large in every way,
except in grate area, as the table of detail dimen-
sions indicates. Two of these engines have been built by the
Pittsburg Locomotive "Works and are now in service. It now
seems impossible that these dimensions will be exceeded, but
the progress of the past two years has been so remarkable in
this direction that we shall not prophesy as to the future.
An 84-in. boiler, 220 lbs. steam pressure and 24 by 32 in. -cylin-
der certainly constitute an impressive combination, the effect of
which is seen in the immense tractive power of 63,000 lbs. The
chief dimensions, including those of the very large tender, are
as follows:
General Description.
Gauge of track 4 ft. 8V2 .in.
Kind o£ fuel used Bituminous coal
Weight on drivers 225.201 lbs.
Weight on truck wheels 25.100 lbs.
Weight, total 250,300 lbs.
Weight of tender, loaded 141,100 lbs.
Weight, total of engine and tender 391.400 lbs.
Dimensions.
Wheel base, total o£ engine 2^ ft. 4 in.
Wheel base, driving 15 £t. 7 in.
Wheel base, total of engine and tender 57 ft. 11% in.
Length over all, engine 41 ft. V/2 in.
Length over all, total, engine and tender 68 ft. 0 in.
Height, center of boiler above rails 9 ft. 8 in.
Height o£ stack above rails 16 ft. 0 In.
Heating surface, firebox 241 sq. ft.
Heating surface, tubes 3.564 sq. ft.
Heating surface, total 3, 805 sq. ft.
Grate area 36.8 sq. ft.
W'heels ajid Journals.
Drivers, diameter 54 in.
Drivers, material; front, intermediate and back centers
Steeled cast iron
Drivers, material, main centers Cast steel
Truck wheels, diameter 3D in.
Journals, driving, front, intermediate and back 9 by 13 in.
Journals, driving, main 10 by 13 in.
Journals, engine truck 6 by 12 in.
Main crank pin, size V/2 by 8 in.
Cylinders.
Cylinders, diameter .^K 24 in.
Pistons, stroke W. 32 in.
Piston rods, diameter 4% in.
Piston rod and valve stem packing Metallic
Main rod, length, center to center 118% in.
Steam ports, length 20 in.
Steam ports, width 1% in.
Exhaust ports, length •. 20 in.
Exhaust ports, width 2% in.
Bridge, width 1% in.
Valves.
Valves Balanced
Valves, greatest travel S in.
Valves, outside lap 1 in.
Valves, inside lap or clearance 0 in.
Valves, lead in full gear 1-10 in.
Boiler.
Boiler, type of Straight with sloping back end
Boiler, water test 330 lbs.
Boiler, steam test 240 lbs.
Boiler, working pressure 220 lbs.
Boiler, material in barrel Carnegie steel
Boiler, material in barrel, thickness 1 in.
Boiler, diameter of barrel at front sheet 84 in.
Boiler, diameter of barrel at throat sheet 88 in.
Boiler, diameter of barrel at back head 81',4 in.
Seams, kind of Horizontal, butt joint, double welted
sextuple riveted
Seams, kind of Circumferential, double riveted
Thickness of tube sheet % in.
Dome, diameter , 32 in.
Safety valves Two 3-in. open pops and one muffler
W^ater supplied through Two No. 12 injectors
Crown sheet supported by Radial stays
^ Tubes.
Tubes, number 406
Tubes, diameter outside 2% in.
Tubes, length over tube sheets 15 ft, 0 In.
Tubes, material Solid drawn steel
Firebox.
length 132 in.
4U% in.
Firebox,
Firebox,
Firebox,
Firebox,
Firebox,
Firebox,
Firebox,
Firebox.
Firebox,
Grates...
»-idth.
depth at front end 82% In.
depth at back end 70% in.
material ■ Carnegie firebox steel
thickness of sheets, crown 7-16 in.
thickness of sheets, sides and back % in.
thickness of sheets, tube .- ^ in.
water space, width front 4 in., back 4 in., sides 4 in.
Cast iron, rocking pattern
Jbly, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 218
Smokebox.
Smokebox, diameter 83'/i In.
Smokebox, length froin Uibit sheet to end 68% In.
Other Parts.
Exhaust nozzle Single
Kxhaust nozzle, diameter 5% In.
Smoke stack Taper
Smoke stack, least diameter 17 In.
Smoke stack, grealest diameter 18 in.
Smoke stack, height above .smoke box ; 33 in.
Track sandcr Pneumatic
Power brakes Westlnghouse American
Tender.
Type Eight-wheeled, with swivel trucks
Tank capacity, water 7,500 gal.
Tank capacity, coal 14 tons
Kim! .o( material in tank ; Steel
Type of under frame Steel channels
Type of truck Diamond
Type of truck springs Double elljptic
Diameter of truck wheels 33 in.
Diameter and length of axle Journal 5'/4xlO in.
Distance between centers of journals 77 in.
Diameter of wheel tit on axle 6% in.
Diameter of center of axle 5% in.
Length of tender frame over bumpers 25 ft. 0 in.
Length of tank 23 ft. 61/2 in.
Width of tank 9 ft. 101/2 in.
Height of tank, not including collar 65 in.
Height of tank, including collar 81 in.
Type of back drawhead,
M. C. B. coupler and Westinghonse friction draft gear
A table with some interesting comparative figures, including
these engines, is given below:
Railroad |
P. B. & L.
E.
Union
R. R.
Illinois
Central.
Lehieh
Valley.
Builders {
Pitts-
burgh.
Pitts-
burgh.
i Brooks
Baldwin,
Size of cylinders
24 X 32 in.
23 X 32 in.
23 X 30 in.
y IS & 30 X
1. 30 in.
Total weight
220,300 lbs.
2.10,(100 lbs.
2.32.200 lbs.
225,082 lbs.
Weight on drivers
225 201) ••
208,000 "
193.200 '•
202.232 ••
Total weight of engine and
tender..,.
391, JOO "
334,000 '•
364,900 '■
346,000 ■'
Tractive pow. r based on 25%
of adhesive weight .
56,300 ••
52,000 ■•
48 300 "
50,558 •■
Net hauling capacity on
level
7 847 tons.
7,261 tons.
6,717 tons.
7.049 tons.
Comparison of hauling ca-
pacity
100*
92 5?:
85. 6S
89.8;s
MEETING OF THE AMERICAN SOCIETVOF MECHANICAL
ENGINEERS.
This society opened its 41st meeting in Cincinnati, May 15.
The first professional paper, by H. T. Yaryan, dealt with hot-
water heating from a central electric light station and began
with the remark that "it does not require the eye of a prophet
to foresee the future means of heating and lighting our cities."
It gave a good description of a system now in use in a number
of cities whereby the by-product sale of heat in the form of hot
water was satisfactorily profitable. Water at a temperature
not over 212 degrees was circulated in pipes at a pressure of
60 or 70 lbs. The details were fully presented, also the
advantages of hot water over steam circulation. The demand
for heat was so much greater than that for light that elec-
tricity was really the by-product. Experience had shown that
every dwelling house heated required the exhaust from en-
gines necessary to light four. The paper describes an ap-
parently practicable and successful system.
Systems and efficiency of electric transmission in shops were
discussed in a paper by William S. Aldrich, which compared
various power transmission systems and made clear the ad-
vantages of scope in electric systems. The induction motor
received the following endorsement:
"The induction machine as it stands to-day is probably the
most perfect motor yet developed from the standpoint of elec-
tric transmission in factories and mills. It may be started
and operated from any point, at any time, at practically any
load and speed within its predetermined ranges. It will per-
mit of higher lineal speeds than are possible with any other
type and cannot be burned out from rough usage and over-
loads. This makes the induction motor specially fitted for
driving almost all classes of shop machinery."
As a result of litigation in Massachusetts concerning dam-
age claims for water privileges, Mr. George I. Rockwood at the
previous meeting introduced the question of the proper method
of computing the value of a horse-power, and as the discussion
was not conclusive, it was reviewed at this meeting, but was
again left without definite action. In a paper on the design of
speed cones, Mr. James ,1. Quest offered a new method for ob-
taining the sizes of cone pulleys in which the "cut and try"
process was elminated. Reheaters In multiple cylinder engines
were shown in a paper by Dr. Thurston to be the means of
securing a small gain, but the author stated that "unles.s the
reheater is made effective in superheating, it is better not to
employ it at all."
A six-day test on a 15,000,000 high-duty Nordberg pumping
engine was recorded in a paper by Messrs. Cooley, Wagner and
Allen, in which the average steam consumption for the six
days' run was 12.7 lbs. per horse-power hour. This paper was
followed by one by Prof. Goss describing his noteworthy tests
of the Snow pumping engine of the Indianapolis Water Com-
pany, conducted in 1898. This engine had, at the time of the
test, the best record for economy.
Superheaters have been improved so much during the past
few years as to justify the expectation that they will consti-
tute one of the leading factors in the improvement of steam
engine economy in the immediate future. An application to a
Worthington pump at the water works of St. Albans, Eng-
land, was described in Mr. E. H. Foster's paper. This plant
was not a refined, up-to-date establishment, but an ordinary
Worthington "low duty" installation, with two Lancashire
boilers of the two-flue type, each boiler having a Schwoerer
superheater with 60 sq. ft. of external heating surface.
The piping was arranged to use or cut out the superheaters at
will. The pumps indicated about 100 horse-power in the tests,
and the advantage in duty between saturated steam and steam
superheated to 125 degrees was about 16 per cent. Corliss was
shrewd in his use of superheated steam, and it ife clear that
years ago he appreciated Its value.
Mr. B. C. Ball set many thinking about the question of "drop"
in multiple-expansion engines by his paper on cylinder pro-
portions for compound and triple-expansion engines. He fa-
vors "drop" and shows, we think, conclusively that it is de-
sirable because of its effect in reduction in the proportion of
internal condensation compared with the total amount of
steam used, the condensation being nearly a fixed amount per
stroke for given conditions, and by throwing away some work
by free expansion at each end of the stroke a gain is found.
This is because the total amount of work done is increased
while the condensation, which is a total loss, becomes a smaller
proportion of the steam used. The author agrees with Mr.
George I. Rockwood in believing terminal drop beneficial, al-
though this is contrary to the generally accepted opinion.
Of the remaining papers the most important were "Water
Softening Plant at the Lorain Steel Company's Blast Furnaces,"
by N. 0. Goldsmith; "The Automobile Wagon for Heavy Duty,"
and "Education of Machinist Foremen and Mechanical Engi-
neers. " by M. P. Higgins. We shall refer to the paper by Mr.
Goldsmith in a future issue. The paper on automobiles brought
out a marked preference for steam as a motive power for heavy
wagons.
The attendance was good, but the discussions were very dis-
appointing.
Mr. Henry W. Toothe, who has represented the Midvale Steel
Company for the past eleven years and has been well and fa-
forably known in the railroad supply business for twenty years,
has severed his connection with that company and accepted the
position of representative of the Chicago Pneumatic Tool Com-
pany, July 1, with headquarters in Denver. He will have charge
of their interests in Colorado, Wyoming, Idaho and the mining
districts generally and will bring to bear a very unusually
wide acquaintance and valuable experience. We congratulate
Mr. Toothe and the Chicago Pneumatic Tool Company upon
this consummation. He is sure to enjoy a large measure of
success, and we think that the company could not find a better
representative.
216 AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE AMERICAN BALANCE PISTON VALVE.
One of the most interesting and promising improvements in
piston valves has just been developed by the American Balance
Valve Company, and is about to be tried on the Chicago &
Northwestern Railway. The object is to combine the desirable
features of the plug valve with facilities for automatic adjust-
ment to the bore of the valve chamber, to obtain ample bear-
ing surface of the packing rings by use of wide rings with
absolute protection against excessive friction caused by steam
pressure against the inside of the rings, and to do this with
simple and durable devices. We have not in a long time seen
such a neat mechanical design in connection with valves.
The improvement was developed by Mr. J. T. Wilson of the
-■' W
Fig. i
Fig. 4
American Balance Valve Company. In Fig. 1 a form of packing
is shown from which the idea was developed. In it the parts
are lettered for reference. Fig. 2 is the application for the
Chicago & Northwestern Railway. (A valve of this form at-
tracted a great deal of attention at the Master Mechanics' Asso-
ciation convention in Saratoga last month.) Fig. 3 is an ar-
rangement of the same elements for the Brooks Locomotive
Works, and Fig. 4 is another form of Fig. 1, to meet the views
of those who favor narrow rings. The Idea in all of these is
that of the beveled ring, which has been used for a number of
years in the disc balance of this company, but employed in this
case to produce wedging action on the packing rings and to
secure steam-tight joints to keep the steam from getting under
the packing rings.
In Fig. 1, A is a wedge ring under which boiler steam is ad-
mitted through the ports, G. This ring has ground joints with
the solid rings, C, which may be made with or without flanges.
The snap rings, B, may be made of any form or size, and these
are wedged tight against the valve spool, B, and the follower, D,
by the steam pressure inside of the ring. A. The spaces under
th2 snap rings, B, are vented to the exhaust so that pressure
can not accumulate under them. The rings are put under ten-
sion and turned on their outside diameter, so as to be perfectly
cylindrical and true with the valve casings when placed in posi-
tion. They are elastic and tend at all times to expand to fit
the casing. When the throttle is closed the parts are free
-3- —
— 28X-
t<J'/ii«' - -Vi- — "/i^*! Taper V^in J<"
"??? '
to adjust themselves to fit the casing, and when steam is ad-
mitted to the chest and to the center of the valve the wedge
rings act at once to lock the packing rings in position, which
produces essentially a plug valve as long as the pressure is on.
The principle of Fig. 1 is used in the other forms illustrated.
In the two designs for trial the valves are arranged for internal
admission, but the parts may be reversed for outside admis-
sion.
These valves have continuous steam and exhaust lines be-
cause the rings are tapered at the joints and the joint plates
July, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 217
are tapered to fit the tapers of the rings at the joints. The
steam-tight joints are made by the taper ring, which is easily
ground to fit the face of the packing ring and the seat on the
end of the valve spool. The arrangement is very simple, and
the taper ring, being inside the flange of the packing ring, is
protected, and it can not fall out even if it should break, which
is not likely to happen.
It will be seen at a glance that the packing rings offer a sharp
cutting-off edge which will not tend to disturb the direct cur-
rent of the steam, whicli has occurred with some valves in
which the controlling edge was back some distance from the
end of the valve. There is every reason to expect this improve-
ment to overcome the difficulties which have been found in
several applications of wide packing rings, and we consider
this a very promising and important improvement.
THE CLEVELAND LOCOMOTIVE.
PRAIRIE TYPE, WIDE FIREBOX LOCOMOTIVE.
Chicago, Burjington & Qnincy Railroad.
Through the courtesy of Mr. F. A. Delano, Superintendent of
Tlie description of the Cleveland locomotive cylinder on
page 146 of our issue of May called forth the following com-
munications. Mr. Cleveland's is published in full, but without
endorsement. We can not follow him in the mysterious inter-
change of heat which he describes, but we desire to be per-
fectly fair to his engine. The dual exhaust seems to be an ad-
miralile device for reducing cylinder condensation, for the
reasons wliich we have already stated, and it has the impor-
tant attribute of simplicity, but this advantage is somewhat
offset l)y the increase in weight. We do not consider the tests
referred to as conclusive. They point to the desirability of
further tests and continued service trials. Mr. Todd seems to
have stated the case for the dual exhaust clearly and there
appears to be something in it. — Editor.
To the Editor:
I have read with much Interest your article, on pages 146 and
147 ante, describing the Cleveland dual-exhaust cylinders on
the Intercolonial Railway of Canada; and would beg to point
Prairie Tvpe, Wide Firebox Locomotive, C, B. it Q. Railroad.
Motive Power of the Chicago, Burlington & Quincy Railroad,
a photograph of the new "Prairie Type" locomotive recently
built by that road has been received. This engraving supple-
ments the description of the engine printed in the April num-
ber of this journal, page 103.
Satisfactory service is reported for these engines and we are
informed that the expectations of the designers are realized.
In a short time we expect to be able to give definite informa-
tion as to their performance.
The American Railway Asssociation Committee on Safety
Appliances reported that on January 1, 1900, out of 1,283,679'
freight cars in service, 1,191,189 (92.8 per cent.) were fitted
with automatic couplers and 318,180 (63.7 per cent.) were fitted
with air brakes. Also, that out of 34.319 engines reported,
33,435 (97.4 per cent.) were equipped with power brakes. New
cars to the number of 102,485, under construction January 1,
1900, were all to be fitted with automatic couplers and air
brakes.
CASE-HARDKNING MATERIAL.
A chemical mixture for hardening in furnace heat has been
introduced by some of the largest ball and roller-bearing tool
and machinery manufacturers, and is said to be preferable to
any other material now in use. It is claimed that "Carburizer,"
manufactured by the American Carburizing Company, 160 Pearl
street. New York, will harden steel to a greater depth of
fileproof surface, with tough interior, tlian granulated bone,
and in about half tlie time required Ijy that material. Articles
hardened wltli Carburizer will tux'n out smooth. Carburizer is
about 30 per cent, cheaper than bone, because of its lighter
weight.
out that their economical action can be still further improved
by making the elongated piston a light continuous shell, as
shown on the accompanying diagram, instead of two separate
narrow pistons, as you illustrate. The exhaust steam may be
150 degrees colder than that in the boiler, and it is therefore
a thermodynamic mistake to allow it to have continuous ac-
cess to the interior of the hot cylinder, in the space between
the pistons.
Instead of the two central escape ports In the Cleveland
cylinder, there should be only one, as on the diagram. The
width of this should be one-tenth of the stroke, and the cylin-
der will then automatically exhaust at 90 per cent, of each
stroke, quite irrespective of the ■working of the slide valve,
even although it should be hooked-up right to the center. These
central ports should be made with very ample area, leading
into a large exhaust pipe carried from the bottom of the cylin-
der below the frame and then turning upward into the stack.
This will leave very little of the cold residual steam to be ex-
pelled through the hot steam Inlet port, and will also com-
pletely drain the cylinder without the use of special cocks.
And if lap should be given to the exhaust side of the valve to
lessen the time during which the cold exhaust has access to
the hot interior of the cylinder, and also to prevent a too early
release, it will not. if used in moderation, produce any choking
from the small amount of residual imprisoned steam.
The Corliss cylinder, with its separate steam valve at the
top and its separate exhaust valve at the bottom, was an ad-
vance on previous practice, as it prevented, to some extent,
the cooling of the hot steam inlet by the cold waste steam, and
also effectually drained the cylinder. And it is evident that
the terminal-exhaust plan of getting rid of the greater part of
the cold waste steam without allowing It to return to cool the
218
AMERICAN ENGINEER AND RAILROAD JOURNAL.
J
^v_
21 >< 28
A^
<!■»>.(«
IL^
Mr. Todd's Suggestion for " Dual Exhaust."
initial end of the cylinder, where the hot boiler steam has to
enter (or the following stroke, is yet still a large step in ad-
vance of the benefits originated by Corliss; and this without
any complication caused by the use of separate exhaust valves
or additional mechanism.
In order to determine the precise advantages of this system
I made a special experimental cylinder 6 ins. in diameter, and
afterward another 10 ins. in diameter. These were fitted with
cocks to shut off the central exhaust when required, and also
with surface condenser and scales on which to weigh the
condensed steam, and were supplied with steam at 160 lbs. by
a locomotive boiler. With these many experiments were made,
from which the following general results have been deduced:
(1) As the greater part of the cold waste steam is got rid of
without being allowed to return and cool the hot inlet end of
the stroke, therefore the inlet end of the cylinder is not cooled
as much as usual; and therefore less steam than usual is re-
quired to fill the cylinder up to the point of cut-off.
(2) On account of this reduction of initial condensation, the
steam pressure at the top side of the diagram starts several
pounds higher than in an ordinary cylinder with the same
boiler pressure; and on account, also, of the initial end of the
cylinder being hotter than usual, the whole top side of the
diagram is considerably higher than in ordinary cylinders
working with the same pressure in the boiler.
(3) On account of the very large and free escape for the
waste steam, which remains constant and quite unaffected by
the slide valve motion, the bottom side of the diagram is al-
ways much lower than in any ordinary cylinder.
(4) Therefore, as less steam is used per stroke; as the top
side of the diagram is higher, and as the bottom side of the
diagram is lower, the dual-exhaust cylinder gives more dia-
gram area or power, per pound of steam supplied from the
boiler, than can be obtained from an ordinary cylinder, which
releases all its cold waste steam from the initial end of the
stroke.
Finally, the dual-exhaust cylinder is much more economical
than usual; it is quite unapproachable for quickly getting rid
of Its waste steam; it has no more working parts than an or-
dinary engine; and hence, is an ideal cylinder (when properly
proportioned and put to work) for fast running.
I beg to congratulate Messrs. Cleveland on their success so
far, and hope to hear of stlU further advances in the future.
LEONARD J. TODD.
97 Queen Victoria Street, London, England.
To the Editor:
The article published in the May number of The American
Engineer, on the Cleveland locomotive, is far from accurate in
its attempted description of the distinguishing features of this
invention, and equally erroneous in its alleged exposition of
the principles which underlie its established economy in steam
consumption. It is not desired in this paper to give any avoid-
able offence to the author, whose article seems to have been
written in a friendly and unprejudiced spirit; but it would
have been wise on his part to have first informed himself, by
careful study and observation, since he has chosen to ignore
the present views of both inventors.
The Todd locomotive, described in a previous issue, and
cited as an experiment, analogous to those conducted on the
Intercolonial Railway during the past three years, has really
only a limited resemblance in design, and no bearing whatever
on the main economic principles tested in the Cleveland loco-
motive. The single central exhaust port of the Todd locomo-
tive has been the subject of many experiments, and for many
years abandoned, from which we naturally infer that the re-
sults obtained gave little or no encouragement to the pro-
moters. Aside from a possible reduction in back pressure and
compression, it is difficult to discover a reason why these ex-
periments should have terminated otherwise. The main pis-
ton and supplementary exhaust ports must necessarily open
at about the same time, so that the advantages claimed for
separate induction and exhaust ports are out of the question,
and especially as the final exhaust, at a lower pressure and
temperature, is discharged through the admission ports in the
ordinary way. The rapid initial exhaust, due to the large port .
areas, should give a lower exhaust line and reduced compres-
sion, but why a saving in cylinder condensation should be
claimed for the same reason is not so apparent. The greater
capacity of the cylinder spaces, exposed for this reason for a
longer time to a lower exhaust temperature, must inevitably
give a contrary result, and the failure of the experiments
should be attributed chiefly to this cause.
All the evil causes of cylinder condensation in the standard
locomotive are retained, in an aggravated form, in this en-
gine. It is claimed that better drainage is obtained by the use
of the central exhaust port, but this advantage is only appre-
ciable when the cylinders are cold, and the engine standing or
moving slowly. In the standard engine it is the film of water
clinging to the cylinder walls, or saturating the material avail-
able for compression and swept by the piston into the clear-
ance spaces, that is the primary cause of condensation, which
is also true of the Todd engine, but to a greater extent, for
the reasons specified. The central exhaust port, being sepa-
rated from the clearance spaces by the entire length of the
stroke, affords no relief from this evil.
If water should pass the admission ports in sufficient quan-
tity to separate from the steam, and gather on the bottom of
the cylinder, or if condensation should become so bad as to
effect the same result, a measure of relief would be afforded
by the central exhaust port; but an engine in which such con-
ditions continuously prevail would prove very economical as an
addition to the scrap heap. If cylinder condensation is to be
avoided, the walls and piston must be kept dry and the aque-
ous residue of out-worked steam removed, thus enabling the
iron to accumulate the full initial temperature of the steam
and at the.same time explode the absurd fallacy that it can be
made to accumulate or part with such a temperature in a frac-
tion of a second. It is strange that engineers will cling to
such a nonsensical theory as this, when the enormous heat-
absorbing capacity of aqueous vapor is well known.
When saturated steam is instantaneously expanded from one
chamber to another without doing work, as in the Cleveland
cylinder, it becomes dry steam at a lower pressure, and thus
also the film of water is re-evaporated from the walls and pis-
ton at every exhaust and a dry hot cylinder obtained after a
few revolutions. Although there are other advantages which
may be justly claimed for this improvement, they are chiefly
tributary to this one or follow as effects of this primary cause
of the engine's economy and success.
In future designs it is intended to further expand the ex-
haust by also discharging it through a direct channel into the
central chamber of the opposite cylinder, whose pistons at the
point of release are about at half stroke. This plan has been
partially tested by changing the construction of the exhaust
pipe of one of the engines now in use, but not to the fullest
advantage, as the passages are not direct and entail unneces-
sary changes in the current of the steam before its final dis-
charge, through the nozzle. A very marked improvement in
coal consumption, however, was at once obtained, which is con-
clusive proof, if such is required, of the soundness of this
theory of exhaust expansion.
It is also intended to use annular induction ports instead of
the common bridged ports, the bridges being unnecessary as
the packing rings will then be wider than the ports. The ports
through the valve sleeves will be narrower and of less aggre-
gate area than would be admissible in the standard cylinder,
no provision being here necessary for the discharge of the in-
itial exhaust; but a greater area, owing to the absence of the
bridges, will be obtained for the final exhaust, which the
JOLY, 1900.
AME.RICAN ENGINEER AND RAILROAD JOURNAL 219
higher piston speed at this part of the stroke renders desira-
ble. The extent to which the aggregate port areas of the
sleeves may be reduced without in any way diminishing the
effective admission capacity will be recognized when it is con-
sidered that valve port openings of only % inch can be ob-
tained in the largest locomotives at half-stroke cut-off. As
the piston speed is always low with late cut-offs, the change
in the port construction will then be immaterial, although the
aggregate or effective port area will be less. The bridges re-
duce the effective port area, add to the initial fi'actional losses,
and afford no protection from damage to the cylinder by small
pieces of broken packing rings. Annular exhaust ports and
wider piston packing rings are used in both the Cleveland en-
gines, and give remarkable freedom from uneven wear and
broken packing rings.
It is necessary to further explain the reference to "pockets
for the accumulation of water." Water could not gather in
the eni.arged central portion of the cylinder, whether the ribs
holding the section between the ports are placed as shown in
the illustrations, or whether they are placed, as in the first
Cleveland locomotive, in a single row in the center of the
cylinder enlargement. The latter construction Is preferable,
as the exhaust port area Is not reduced by the ribs. The main
consideration in designing this portion of the cylinder is to
provide ample area tor the instantaneous expansion of the
primai'y exhaust. The initial discharge is more rapid than
desirable, and will draught the flres more efliciently when pro-
longed by expansion into the larger spaces of both exhaust
chambers. These spaces will then be almost continuously sub-
jected to the drying action ot the exhaust expansion, so that
the possibility of "water accumulations" will become still more
remote.
During the admission periods a number of heat units are
consumed in proportion to the work performed, or the loss by
condensation sustained, but as the boiler is a continual source
of supply until the port is closed the pressure is maintained
so far as the port area and piston speed will allow. The
effective pressure during this period has one source of main-
tenance, which is the entire volume of heat units stored in
the steam and water in the boiler, pipes and engine. When
the admission lasts throughout the stroke, a small proportion
ot these heat units is consumed in actual work, and a larger
volume merely occupy the clearance and cylinder spaces, to be
finally swept out and lost in the exhaust. As excessive clear-
ance adds unnecessarily to this volume of wasted heat, it would
be especially wise In an engine working under such conditions
to avoid it to the utmost extent possible. After the steam
supply is cut off from the boiler and expansion begins, the
effective pressure is then entirely dependent on the volume ad-
mitted, and whether it is contained In the clearance or cylin-
der spaces, it is all equally valuable in maintaining the expan-
sion line. But the larger the volume admitted, the less the
range of expansion, and in this sense only, aside from the
question of condensation, can the contents of the clearance
spaces be considered loss, which is also true of the entire vol-
ume admitted. When steam is worked without expansion, the
only difference between the losses sustained by the number of
heat units discharged from the cylinder spaces and those dis-
charged from the clearance spaces, is that the former loss
cannot be avoided while the latter may be reduced by proper
designing. When the steam Is worked expansively the heat
units stored in both the clearance and cylinder spaces are not
used until expansion begins, or, to be more accurate, those
that are used are replaced from the boiler; but if the range of
expansion be sufBcient to equalize the terminal and back pres-
sures, condensation losses only should be charged to clearance.
Hence the statement that "the greater the expansion the
greater is the loss by clearance" Is the exact reverse of the
truth.
A greater range of expansion is obtainable in the Cleveland
cylinder owing to the absence of condensation and consequent
higher effective pressure. It is seldom found necessary to
work the lever below the second notch of the quadrant, even
on the heaviest grades. The clearances are small and filled by
compression to approximate boiler pressure with dry, elastic
steam, instead of the inert mixture of water and vapor to
which the standard cylinder is accustomed. Initial condensa-
tion is thus reduced, possibly, to that resulting from actual
initial work. The ideal engine, which has been the dream of
inventors for generations. Is more nearly approached than ever
before by this fleet-footed flyer of the modern steel race track.
Moncton, N. B., Canada. W. F. CLEVELAND.
WESTINGHOUSE GAS ENGINES IN BOSTON.
By Burcham Harding.
Some interesting Information waa secured by the writer
when called upon to inspect several Westinghouse gas engines
providing power for factories and shops in Boston. The pres-
ent high cost of coal, and the reduced price of gas In Bofiton
attract the attention of power users to the advantages and
economy of gas compared with steam engines. It has long
been recognized theoretically that if gas, obtained from coal,
. could be used directly for driving engines, such a method
would be far more economical than if gas was applied to gener-
ating steam for operating engines. But only during recent
years have gas engines been designed which compete suc-
cessfully with steam engines in regulation and steadiness of
operation.
One of the Westinghouse gas engines visited by the writer, is
at the works of the Trimont Maniifacturing Company, Rox-
bury. a large factory devoted principally to producing wrenches,
pipe-cutters of a high class and special tools. Power for the
works is supplied by a Westinghouse two-cylinder gas engine
of 65 horse-power, for which either gas or gasoline may be
used as fuel. In the main building a large number of special
tools are belted to lines of shafting extending from end to
end. In the forging department power is used for operating a
number of hammers driven by belts from shafting. The forg-
ing hammers, when several are in use simultaneously, place
very heavy intermittent strains upon the engine, but the regu-
lation under the varying load is extremely good, changes be-
ing noticed only by the greater or less amount of air drawn
into the valve for admixture with the charge of gas. With
the Westinghouse gas engine the frequency of the impulses is
the same for all loads, and the relative proportions of gas and
air remain constant, but the amount of the charge admitted to
the cylinders, and the consequent strength ot the impulse, is
graduated exactly for the power required. This system gives
a nicety of regulation equaled only by the best types of auto-
matic steam engines. The engine at this factory is run night
and day, being stopped only for 20 minutes each day when
cleaned and oiled. This steady work has been continued since
it was installed in August last. Water for cooling the cylin-
der jackets is taken from a local well or from the city mains.
Part of the discharged water, which has a temperature of 160
degrees, is converted into steam by contact with the exhaust
gas, and circulated through the steam radiators for heating the
buildings; the remainder is utilized as feed water for the boiler.
The fuel gas is supplied by the New England Gas and Coke
Company at 60 cents per thousand cu. ft., and contains 650
British thermal units per cu. ft. The average consumption is
17 ft. per horse-power hour, or about 1,100 cu. ft. an hour.
Before the installation of the Westinghouse gas engine,
power was supplied by a 55-h.p. steam engine, in conjunction
with a 20-h.p. gasoline engine of another make installed in the
machine shop. Under the new system not only is there a very
great economy in the cost of fuel, but the cost of attendance is
reduced, as the engine requires very little attention from the
engineer who operates a turret lathe in the engine room.
Another interesting plant is that of H. K. Porter, at Everett,
Mass. A 25-h.p. Westinghouse gas engine, which is shown in
the illustration accompanying this article, supplies power and
heat for this factory upon terms so economical as to be
phenomenal. The factory produces bolt clippers in various
sizes, from 18 ins. in length, used to clip 5/16-in. bolts, to those
36 ins. in length for clipping %-in. bolts by hand. The 8 by
10 in. gas engine, with two cylinders using gas as fuel, is situ-
ated upon the ground floor and is belted to shafting on the
same floor and also to the floor above. The gas is secured
direct from the gas works which are near by, the bill for fuel
being extremely low, not exceeding 50 cents a day. Water for
cooling the cylinder jackets is taken from the city mains; part
220 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Westinghouse Gas Engine— Works of H. K. Porter, Everett, Massi
of the discharge water flowing through a heater S ft. high and
15 ins. in diameter, which supplies hot water for heating the
building and for pickling the castings and steel forgings. The
waste gases from the engine enter the heater at the top, and
striking a baffle plate are distributed through the internal
pipes and raise the water to a temperature of 180 degrees.
The remainder of the discharge water enters the top of a tank
9 ft. high, and is re-drawn from the bottom of the tank for
cooling purposes, there being a difference in temperature of
100 degrees between inlet and outlet. The air compressor
which supplies the pressure tank for starting the engine is
driven by a belt, and the compressed air is also used for sound-
ing the factory whistle and is piped to special tools for re-
moving waste material. At this factory gas is used for power,
heat, light and annealing.
The New England Electric Vehicle Transportation Company
employ a 25-h.p. Westinghouse gas engine for charging auto-
mobile batteries and supplying light, at their establishment
near the reservoir at Brookline. The engine is in the base-
ment of the building connected by belt to a 15-kw. Westing-
house compound-wound direct-current generator, supplying
current from 110 to 150 volts by means of a regulator which
varies the voltage. About thirty 16-c. p. lights are connected
with the circuits, the remainder of the current being used for
charging the batteries of automobiles. This latter demand is
dependent upon the state of the weather so that the engine
is sometimes continuously in operation, and at other times
stands idle. Gas engines are specially fitted for this intermit-
tent work, as they can be started and stopped with so little
trouble, and when not in use no expense is incurred. The air
compressor, in addition to being used for starting the engine,
is used to pump up the automobile tires, and compressed air is
used for cleaning the motors. The gas for fuel costs 13 cents
an hour, being charged at 60 cents per thousand cu. ft. The
exhaust- from the engine is carried by a pipe above the eaves
of the root; a muffler at the top deadening all sound.
LUMEN BEARING METAL.
Bearing metals, being one of the subjects before the Master
Mechanics' Association, occupied a large share of attention
at the recent conventions" and interest was shown in the new
Lumen bronze manufactured by the Bierbaum & Merrick Metal
Company, of Buffalo. This company, besides their regular ex-
hibit, had a pair of main rod bearings which were loaned for
exhibition after making 150,000 miles, and after the conventions
they were returned to the road from which they came to go
into service again. They were in admirable condition, which
was a strong endorsement of the claims made for the metal.
This bronze was invented by Prof. R. C. Carpenter, of Cornell
University, and it was not placed on the market until it had
shown successful service for a year and a half in main rod-
bearings as a substitute for phosphor bronze. The metal is an
alloy which is cast and machined like ordinary brasses and
bronzes. Its specific gravity is 6.9, its weight being less than
that of brass. Other characteristics determined at Cornell Uni-
versity are as follows: Tensile strength, about 30,000 lbs.;
compressive strength, 75,000 lbs.; torsional strength, 35,000 lbs.
It is very smooth when cast, and has a shrinkage of 7/64 in. per
foot when cast in sand molds. In the solid state its coeflScient
of expansion is 0.00001.5 in. per degree F. Bulk for bulk, its
weight is from 15 to 25 per cent, less than bronze, the weight of
bronze depending, of course, on the composition. There is a
distinct advantage in cost because of this lightness. Its com-
pressive strength is sufficient to give good bearing qualities un-
der heavy loads, and it does not appear to cut the journal. In
remelting it is stated that there is no deterioration such as
occurs in remelting brass and bronze, and lumen metal has the
peculiar property of inci-easing in strength, both tensile and
compressive, when heated to 350 deg. F. The metal is a very
promising one and worthy of the careful investigation of our
readers. We have taken pains to inquire about its service, and
have strong 'indorseinents, but have not received any adverse
reports or criticisms. The Bierbaum & Merrick Metal Com-
pany is represented in Chicago by Mr. G. S. Wood, 95 Washing-
ton Street.
July, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 221
THE MORTENSON LOCK NUT.
K(H- Holt.s in Wood nnd Iron.
Ain BRAKE AND SIGNAL COCK FOR CONTROLLING
FROM REAR OF TRAINS WHEN BACKING.
A nut look for car work, rail joints, switches, frogs, cross-
ings and in fact all iron structures where nut locks are re-
quired, which is less expensive and more reliable than the or-
dinary double or jamb nut, has for a long time been needed
and many devices have been brought forward to meet the re-
quirements. A simple and apparently effective solution has
been reached in the Mortenson nut lock, which is illustrated by
the accompanying engraving showing its application to track
bolts and woodwork. In this device the nut has slits cut at the
corners in a plane parallel to and near its bearing face. The
washer or angle bar has a depression cut, stamped or rolled
into it and the nut, after being screwed home, is secured in
place by opening one of these slits and forcing one of the corner
lips of the nut into the groove. If stamped, the depression may
be made when the holes are punched. The nuts are made of
soft steel and the lips are easily bent down without danger of
breaking them off. By advancing the nut a short distance on
the bolt, the lip is returned to its original position and the nut
may be removed in good order for future use. The additional
cost of manufacture is merely that of making the cuts, an inex-
pensive item, when done when the nuts are still hot, in special
machines. In car work the grooves in the washers may be cut,
stamped or cast, as required, and on fish plates it may be made
by the rolls or stamped. The engraving also shows the appli-
cation of the device to woodwork trestles or bridge work where
cast washers are used. In the lower left hand corner the
method of turning down one of the lips with a wedge-shaped
chisel is shown.
We are informed that this nut lock has been used tor 5 years
The Mortenson Lock N.t.
by the Southern Pacific in track joints with satisfactory results.
This is believed to be a thoroughly reliable nut lock. It has the
advantage of preserving both bolt and nut without injury and
may be used many times. A glance at this engraving will con-
vince anyone that it will not loosen in service. It appears to be
as secure as a split key. If, as in the case of new work, rust or
scale for iron, and shrinkage for woodwork, prevent the nut
from coming at once to a permanent bearing, with this lock
the nut may be tightened up like an ordinary nut and when
brought to a bearing again the lock nut is fastened as before.
The address of the Mortenson Lock Nut Company is 803 East
170th street, New York.
Present methods of handling trains between passenger
yards and terminal stations require reducing the number of
train movements to the minimum and trains are almost uni-
versally backed into the terminal station from the yard and
backed out to the yard after the
run, by the road engine used on
the run. This renders it neces-
sary to provide satisfactory
methods for controlling the
train brakes from the back end
and placing in the hands of the
brakeman a satisfactory warn-
ing signal. The accompanying
engraving illustrates a device
manufactured by Sherburne &
Co., 53 Oliver St, Boston, which
is designed to fulfill these re-
quirements. It is a combined
plug-cock and alarm whistle
(A) attached by a short length
of hose or pipe to the "train
pipe" of the rear car. The
whistle is blown by pressing
the button (B) shown in the
cut, which allows air to pass
through the hollow handle of
the cock to the whistle, which
is shown on the end of the han-
dle, blowing the whistle and
giving the necessary alarm.
The manufacturers state that
the air used for this purpose,
on account of the design of the
whistle valve, does not affect
the brake system. By moving
the handle of the cock in either
direction air is exhausted from
the train pipe, through the
opening C, the brake set, and
consequent positive control of
the train given. The device is also valuable in switching of
freight trains, especially during the night or in thick weather,
as the train by its use is under complete control from both
ends.
Air Bral<e and Signal Ccck,
THE "K. A. K." ELECTRIC THIRD-RAIL SYSTEM.
BULLOCK "TEASER" PATENTS SUSTAINED.
A decree has been entered in the cases of the Bullock Electric
Manufacturing Company vs. Baltimore Evening News and Bul-
lock Electric Manufacturing Company vs. Geo. Knapp & Com-
pany, publishers of the St. Louis Republic, using the Crocker-
Wheeler System, sustaining the validity of the "Teaser" pat-
ents, finding an infringement by the defendants and ordering
an injunction. The "Teaser" patents cover a system for operat-
ing large newspaper presses and other machinery by electricity.
The invention is the result of several years of experimenting
involving great expense, and this decision gives to the Bullock
Company the exclusive right to the manufacture of this ap-
paratus. The "Teaser" System is now installed upon many of
the lai'ger dally newspaper presses in this country and Eng-
land and has proven to be a very successful and economical
method for this work.
We illustrate this system on page 157 of our issue for May,
1900. The third-rail principle of electric railway construction
is the latest development of methods and it presents peculiar
advantages for service on elevated and suburban roads, and
also for converting steam into electric roads. The third rail
is secured to the ends of the ties close to one of the traffic rails.
The conducting rail of this system is of iron or steel, made
with an ample section, and into the corner of this conductor
the trolley fits and bears. The conductor is protected on top
and sides in such a way as to avoid difficulties with snow and
ice and to render it impossible for passengers or track men to
come into contact with the "third rail." It is equally well pro-
tected from grease, which would interfere with its operation,
by the manner of making the connection on the inner and
under surfaces. There is no difficulty in providing for road on
track crossings even when they involve a number of tracks.
Where the system crosses country roads the conducting rail
is cut out for the width of the road and the space is bridged
by wires enclosed in pipes. The current is continuous the
whole length of the road, and by using two trolleys, one on
each end of the car. the crossings are spanned and the cars
operated without difficulty. This system is protected by pat-
ents and the proprietors are prepared to furnish specifications
and estimates and are ready to co-operate with those who are
interested in electric transportation. Information may be ob-
tained from Mr. 0. S. Kelly, Springfield, Ohio.
222
AMERICAN ENGINEER AND RAILROAD JOURNAL,
(Establislied 1832)
P- AMERICAN--^
LNcmEER
RAILROAD^JOURNAL
PUBLISHED MONTHLY
BY
R. M. VAN ARSDAI>K,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. 91. BASFORn, Editor.
E. E. SILK, AhS-ciate Editor.
JULY, 1900*
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EDITORIAL ANNOUNCEMENTS.
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THE M. C. B. AND M. M. CONVENTIONS.
The conventions this year were unusually well attended, and
the number of exhibits was larger than ever before. The re-
ports and discussions were disappointing in some respects, but,
nevertheless, a large number of very important points were
brought out and a number of tendencies toward improvement
were plainly indicated. There seemed to be no serious objec-
tion to the plan of holding both conventions in a single week,
although it cannot be said tha.t the consolidation of the asso .
ciations is brought any nearer by the concentration of the
time of the conventions this year. The comfort and conven-
ience of Saratoga as a meeting-place again impressed every-
one, until a great many expressed themselves as hopeful of set-
tling upon Saratoga as a permanent place of meeting. It Is
understood that citizens of the village have offered to provide
permanent quarters for meetings and exhibits, and such a plan
would seem to be very advantageous from every point of view.
It is particularly attractive to the exhibitors who would profit
by the possibility of leaving certain heavy exhibits from year to
year, and the convenience ot a building especially adapted to
exhibition purposes would be appreciated by all. The strongest
argument in favor of such a scheme is the possibility of having
a hall in which discussions may be heard. Nothing kills the
enthusiasm of a public gathering as does the inability to hear
the speakers, and with org.i,nizations of this character too much
attention cannot be given to securing a good hall. This year
was not an exception in this respect.
Master Car Builders' Convention.
The fact that the power of locomotives and the weights and
capacities of cars have far outgrown present draft gear stood
out as the most important technical question in this convention.
The tractive power of locomotives, based on 25 per cent, of the
adhesive weight, has now reached over 56,000 lbs., and the haul-
ing capacity back of the tender in the recent design of the con-
solidation type for the Pittsburg, Bessemer & Lake Erie is said
to be 7,800 tons, and yet the draft gear capacity is usually less
than 19,000 lbs. Something better is needed, and the Association
will do well to include in its further work on this problem an
examination of friction draft gear, which will absorb 140,000
lbs. Another feature of this question which did not appear
prominently in the discussion is the effect of increased spring
capacity upon the recoil of draft gear in the trains. It does
not seem sufficient to provide more springs unless their reflex
action is provided for. The work of this committee will be
continued next year and there appears to be plenty to be done.
A great deal was expected from the discussion of center plates
and side bearings, and while we should place this second in
importance in the technical subjects, no finished result was at-
tained, but next year we may expect some opinions on the ques-
tion of the design of bolsters, center plates and side bearings,
giving information as to the desirability of constructing bolsters
to carry their loads free of the side bearings and of the possibil-
ity of constructing side bearings making use of rollers in such
a way as to carry a proportion of the load continuously upon
them. There seems to be a desire to use roller side bearings,
and there is reason to believe that they will be able to carry
loads continually without flattening the rollers. The advantage
sought is the lightening at the bolsters, which would not need
to be so stiff and heavy tinder this arrangement. A question
which should be definitely settled is the allowable pressure on
center plates. One of the committees recommended 400 lbs. per
square inch, and the other recommended double that amount.
They cannot both be right. In this side-bearing question the
effect ot the high center of gravity of large-capacity steel coal
cars has not been properly considered. There is reason to fear
destructive stresses if such cars are allowed to rock with separ-
ated side bearings. This was not mentioned in the discussion,
but it appears to add an argument to those in favor of roller
bearings continually in contact.
A revision of the specifications regarding the chemical com-
position of freight axles has been decided upon as the result
of an apparently innocent suggestion of a desirable reduction in
the proportion of carbon in freight axles because of the rough
usage which they receive in interchange business in the
matter of cooling the journals in the case of hot boxes. It be-
came apparent at once that such a change required most care-
ful treatment. It involves the most complete understanding
of steel, and there is no doubt of the fact that the carbon should
vary with the size of the journal. It would be worth while to
bring to bear upon this question the knowledge and experience
of specialists in steel, and expert opinions by those who are
bringing the microscope into their researches will be worth
having.
The Interstate Commerce Commission is worrying not a
liitle over the condition of uncoupling attachments to automatic
couplers, and a communication from that body to the Associa-
tion to the effect that many M. C. B. couplers are not automatic
because ot the poor condition of the unlocking devices ought not
to fail unheeded. If these devices are not maintained an M. C.
jDLY,i9oo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 223
B. coupler may be made more dangerous than the old form.
The force of this criticism was apparently appreciated and one
result of the discussion may be to include in the interchange
rules the standards of the Association In such a way as to
compel the use of proper devices in safe condition in inter-
change business.
In his opening address as President of the Association, Mr.
Schroyer proposed an important change in the basis of repre-
sentation in the Association. At present no account is talien of
the value of cars, but the possession of 1,000 eight-wheel cars
gives one vote. The recent advent of the large capacity car
makes the old basis somewhat unfair, and it was suggested
that the vote should be counted with reference to tonnage. The
question is too important for hasty action, but it is likely to be
a feature of a future convention.
The Brakeshoe Committee had no tests to report this year,
although a number of private tests had been made at Purdue
University. An important step which will greatly simplify fu-
ture work in brakeshoes was the decision to ask the committee
Ic formulate specifications for the frictional qualities of shoes,
and other qualities, if possible, with which new brakeshoes
may be required lo meet before being considered as worthy of
trial by railroads. A surprising tendency to use hard shoes
witli wearing qualities predominating at the expense of fric-
tional effect was developed at this meeting. This is a dangerous
tendency in view of the increasing speeds. One of the speakers
was surprised to find freight train speeds about sixty-five miles
an hour on his own road recently arid believed that freight
equipment should be constructed with a view of resisting the
stresses of such service. In view of this such a dangerous ten-
dency in regard to brakeshoes should be checked.
Among the items of business of this convention one of the
most important was the decision to authorize the preparation
of an elaborate index of the proceedings from the beginning.
Master Mechanics' Convention.
The whole of this convention was affected in an unpleasant
way by the first matter of business brought up, that of the
election of honorary members. It seems strange that in an
association of this character an hour should be consumed over
such a matter and that it should be necessary to expunge the
discussion from the record. This points to the desirability of
improving the constitution to make a recurrence impossible.
Steps have been taken in this direction to be carried out next
year.
Some excellent reports were presented this year, among
which those of most importance were on electric transmission
of power, compound locomotives, piston valves and the ton-mile
basis of motive-power statistics. A novelty in the convention
was the report of a committee on "What Can the Association
Do to Increase Its Usefulness?" This was a species of self ex-
amination, and many other technical organizations will do well
to follow the example. It would be a good idea to appoint a
committee of this kind about once in five years to review the
work done and propose improvements of various kinds. We
think the most important thought in this report was that of a
concentration of effort in the direction of giving the proceed-
ings a high place in technical literature, this being the underly-
ing idea of the committee in all of their recommendations.
Important work was done by the committee appointed to ex-
amine present practice with regard to the extent to which the
recommendations of the Association have been carried out dur-
ing the thirty- two years of its existence. From this retrospec-
tive view it appears that a very large amount of the work o(
the Association is not represented in locomotive practice to-
day. Perhaps this was not to be expected, but nevertheless the
report is suggestive. As this Association has nothing equivalent
to the interchange of cars to compel the use of its standards
its work in this direction will probably always be somewhat
behind that of the Master Car Builders' Association. It is
believed, however, that the method of circularizing the Associa-
tion failed in this case, as in many others, to bring out the
Ihcls as to the practices of the members, and that the recom-
mendatiom-! have probably been adopted on a number of roads
not represented in the replies. The work of this committee
also is needed about once in five years.
It Is rtifTicult to say too much in praise of the report by the
ccnimitteo on electric distribution of power. It was a most
satisfactory presentation of the reasons for using electrical dis-
tribution and contained practical suggestions based upon ex-
perience to assist In the selection of the elements to suit various
;;hop conditions. The committee al.so brought in practice In the
iorm of descriptions of electrical distribution in prominent
manufacturing and railroad shops. It is to be hoped that every
railroad officer having to do with motive-power matters will
give this paper his careful consideration.
The compound locomotive has evidently advanced in the es-
timation of the members of the Association and it can no longer
be said to be in the experimental stage, except in the sense that
the locomotive will always be undergoing improvement. There
seemed to be a stronger tendency than ever before to regard
the compound as advantageous in passenger as well as in
freight service, although the greater economy is to be expected
in freight service. It appears from the records of the largest
builders of locomotives. The Baldwin I^ocomotive Works, that
more than 50 per cent, of the engines buiit by them last year
were compound.
In the discussion of the ton-mile basis of motive-power sta-
tistics no criticisms of the principles of ton-mileage figures
were offered, attention being given chiefly to matters of detail,
such as the question of whether the weight of the engine should
be included. The most important facts introduced were the
lack of uniformity of units on different roads and the desira-
bility of securing records early in each month. Figures should
be so simplified as to permit of getting the returns promptly,
especially when the work of men is to be compared, because
statistics, which come late, lose their value in the effect on the
men, no matter how elaborate and accurate they may be.
There seetnj no longer to be any question of the correctness
of principle of the piston valve. Cast iron wheels were frankly
f tatea by one member to be safer than some steel-tired wheels.
T b( re was an almost unanimous expression of opinion in favor
of using flanges on all the driving wheels of locomotives. A
tendency to consider a lengthening of boiler tubes as advan-
tageous was shown in one of the topical discussions. It was
evident that an increase of mileage of locomotives is sought
for. whether by pooling or using a number of crews on each
engine, but it was made clear that individual responsibility for
the condition of the engines is important and that some of the
money saved by pooling might profitably be reinvested in the
form of better care of the engines.
Thes"" comments and the reports to be found elsewhere in this
issue present the chief thought brought out in the meetings.
The Westlnghouse Air Brake Company has decided to dis-
continue the use of the oil hole in the standard brake cylin-
ders, because of the trouble arising from carelessness in ap-
plying oil through them and the use of the opening as a make-
shift substitution for proper cleaning and lubrication.
T. B. Blackstone. for 25 years President of the Chicago &
Alton, died at his home in Chicago on May 26. Mr. Blackstone
was born at Branford, Conn.. March 28, 1829. He began rail-
road service in 1847 as rodman in the work of surveying the
New York & New Haven Railroad. He worked as Division
Engineer on the Stockbridge & Pittsfield. on the Vermont Val-
ley and the Illinois Central until 1856, when he was made Chief
Engineer of the Joliet & Chicago, in which position he contin-
ued until 1861. when he was elected President of the road. When
the Chicago & Alton was formed in 1864 he was elected Presi-
dent, from which office he retired April 28, 1899.
224 AMERICAN ENGINEER AND RAILROAD JOURNAL.
PERSONALS.
Mr. J. N. McCarthy has been appointed Purchasing Agent
and Chief Clerk to the President of the Florence & Cripple
Creek, with office at Denver, Colo.
Mr. John Foster, Superintendent of Motive Power of the Colo-
rado & Southern, has tendered his resignation, to take effect
June 15, and it is stated that he will be succeeded by Mr. A. L.
Humphrey, Superintendent of Motive Power of the Colorado
Midland.
Mr. W. F. Brunuer has been appointed Chief Clerk of the
Western Passenger Association, with headquarters at Chicago.
Mr. Brunner has been City Ticket and Assistant General Pas-
senger Agent of the Vandalia-Pennsylvania at St. Louis for
many years.
Mr. Alexander Kearney, Assistant Engineer m the office of
General Superintendent of Motive Power F. D. Casanave, at Al-
toona, has been appointed Master Mechanic of the West Phila-
delphia shops of the Pennsylvania Railroad, to succeed Mr.
R. N. Durborow, resigned to go to the Philadelphia, Wilmington
& Baltimore as Superintendent of Motive Power.
Mr. G. S. Wood has been appointed Western Representative
of the E. J. Ward Company. Car Furnishings, with offices at
Hobbs Building. 95-97 Washington St.. Chicago. He has also
been appointed representative of the Bierbaum & Merrick
Metal Co., manufacturers of Lumen Bronze. Both of these
firms are to be congratulated on securing his services.
Mr. L. H. Flanders, who has been an Instructor in the me-
chanical laboratory of Armour Institute of Technology, Chicago,
has accepted a position in the Gas Engine Testing Department
of the Westinghouse Machine Company, Pittsburg. The vacant
instructorship will be filled before the opening of the school
in September. , : '
BOOKS AND PAMPHLETS.
Remhardt's Technic of Mechanical Drafting, by Charles W,
Remhardt, Chief Draftsman Engineering News. New York:
The Engineering News Publishing Co., 1900. Price, $1.
This book is written with the view of helping those draftsmen
who are already familiar with mathematics and principles which
have to do with the laying out of a mechanical drawing. It is
the author's purpose, as stated in the preface, to present to the
busy draftsman a thoroughly practical and commonsense guide
to good mechanical drafting. The various requirements of a
legible drawing such as are met with in practice are well pre-
sented, with the exception of the subject of lettering. He, how-
ever, refers to a book on free-hand lettering, also written by
himself. The errors common to draftsmen, such as inconsis-
tencies in a drawing and the lack of such information as will
make them easily read, will be easily guarded against by knowl-
edge of the author's suggestions, w^hich are sure to prove a
help to those who will follow them in efforts to produce neat,
correct and legible drawings.
Mechanical Engineer's Pocketbook tor 1900. Edited by William
H. Fowler, Wh. Sc, M. I. Mech. E., M. Iron and Steel Inst
Published by The Scientific Publishing Co.. Manchester, Eng-
land. New York: D. Van Nostrand Cn. Bound in leather-
pocket size, 4 by 6 in. Price, $1.
This is a good and conveniently-bound book, which has the
advantage of annual revision and low price. It contains a
large amount of adveiti.sing matter (this explains the low price)
but it is disposed of in such a way as not to annoy the reader.
The impression given the reviewer is that of being up to date,
especially in matters of high steam pressure, gas engines, elec-
trical machinery, textile machinery and machine shop tools.
The common practice of filling many pages with mathematics
and chapters on mechanics has not been followed here, the
space being given to tabular matter. We should say that engl
.^
neers following almost any special practice will find this book
very convenient to consult for Information on the state of the
art in general mechanical engineering practice. The book
shows evidence of care in editing, and in the preparation of the
matter. It is one which engineers will keep within easy reach
of their desks.
Storage Batteries. — The Gould Storage Battery Company of
Depew, N. Y., have issued a new catalogue on storage bat-
teries and supplies. These batteries are the result of that
which practical experience in central-station lighting and power
plants and in all other storage battery lines has shown to be
necessary to make the most efficient and durable battery. The
catalogue gives complete instructions for setting up, operating
and maintaining storage batteries. Information and data,
together with this catalogue, will be furnished to parties con-
sidering the use of storage batteries for any purpose, by ad-
dressing the New York office, Astor Court Building, 25 West
33d Street.
Pneumatic Tools. — The Chicago Pneumatic Tool Company
have just sent us a new catalogue which they have issued
tor distribution at the Paris Exposition. The description of
each tool or machine is concise and is printed in English,
French and German. The catalogue also illustrates tools
for all branches of industry which are in use in a num-
ber of important shipyards, railroad shops and manufacturing
plants. The engravings represent these tools in practical
operation. The presswork represents a very high degree of
perfection and brings out with remarkable clearness the most
minute details in every instance, and as a whole this is a very
attractive and beautifully illustrated catalogue.
The Harrison Dust Guard. — A small folder has been issued
by the Harrison Dust Guard Company, Spitzer Building, To-
ledo, O., giving the number of guards ordered and furnished
to the American Car and Foundry Company. Barney & Smith
Car Company, Pullman Car Company, Pressed Steel Car Com-
pany, Illinois Car & Equipment Company, Richmond Locomo-
llve Works, Brooks Locomotive Works and International,
Power Company, during the month of May. 1900, which was
a total of 33.712. This number does not include the orders
from the railroad companies.
In the Adirondack Mountains. — People who are familiar with
the "Four Track Series" issued by the passenger department
of the New York Centralf as well as those who do not know
what a great aid this series is to people seeking pleasure and
recreation in the territory tributary to this road, will be glad
to learn that Nos. 6 and 20 of the "Four Track Series," entitled
"In the Adirondack Mountains," has just been issued. The
former is a booklet of 72 pages containing many illustrations
of such beautiful mountain scenery as to immediately set up
a yearning for the woods and the smell of the camp-flre.
Illustrations of the principal hotels are given, together with
a brief description of the places and large maps: also a
complete list of the hotels and boarding houses with their
location and rates. Number 20 is a 48-page folder containing
large maps of the region and valuable information which can-
not be found in any other publications. The book or folder
will be sent free, postpaid, to any address, on receipt of a post-
age stamp, by George H. Daniels, General Passenger Agent,
Grand Central Station, New York.
The Hayden & Derby Mfg. Co.. 85 Liberty St., New York,
with factories located at Bridgeport, Conn., have just issued a
new catalogue, standard size, 9 x 12, of 28 pages, illustrating the
"Metropolitan 189S Locomotive Injectors," for locomotive ser-
vice. The catalogue is very complete, showing the various
types which they manufacture, also plates showing the speci-
fications as to sizes of pipe connections, and details as to repair
parts. This catalogue also illustrates in detail the H-D loco-
motive strainer, the H-D combined stop and check valve, the
H-D swing, intermediate and line check valves, main steam
valves and main boiler check valves, all as applied to locomo-
tives. Many of the other products for ejectors and injectors
for stationary boilers and locomotives are illustrated in detail.
In addition to the usual price list showing pipe connections,
this new catalogue shows the detail tables of capacities with
various temperatures of feed water, the range of capacity with
various steam pressures and various temperatures of feed
JtfLY, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 228
water, which is especially inteicstlng In rallrnads and railroad
men now that the subject of heating I he feed water is being so
generally discussed and advocated. The Hayden & Derby Mfg.
Co. will be pleased to mail this catalogue to anybody upon
application.
A small folder has just been received fium the Jii.seph Dixun
Crucible Co., miners, importers and manufacturers of all
forms of Graphite, showing engravings of the American Ex-
change National Bank Building and the Broadway-Chambers
Office Building, both in the course of erection in New York
City. The steel work of these buildings is protected with
silica-graphite paint, manufactured by this company. The
folder also gives paint specifications calling for the use of
Dixon's silica-graphite paint for the protection of structural
steel and tin roots.
Machine Tools. — The Pond Machine Tool Company of Plain-
field, N. J., have issued a unique and very handsome catalogue
for distribution at the Paris Exposition. This little book of
95 pages is 5 by 9 in. in size and bound in heavy boards. The
products of this company are confined to a line of machine
tools, including engine lathes, planers, radial drills, boring and
turning mills and railroad shop machinery for wheels and
axles. These tools, which are of the most modern design,
heavy and powerful, are the subjects of this book. Each
class of machine is given a general description in English,
French and German and illustrated by excellent engravings.
The book is well printed, making it very attractive.
The Russell Snow Plow Co., 751 Tremont Building, Boston,
have issued their catalogue for 1900, from which it appears that
during the past two seasons the demand for their plows has
been greater than the capacity of the works to supply. This
being the time for considering such equipment for next winter,
the early placing of orders is urged. Our readers are familiar
with the features of these plows, but to be informed of the
latest applications of the experience of these builders copies of
the pamphlet should be obtained. The illustrations are excel-
lent and the catalogue closes with a strong guarantee of the
plows by the manufacturers, whose wide experience should be
considered when ordering new equipment of this kind.
Cue of the handsomest souvenir catalogues distributed this
year at the Master Mechanics' and Master Car Builders' Con-
ventions was that of the Bullock Electric Manufactiu-ing Com-
pany, Cincinnati, O. The pamphlet illustrates characteristic
designs of their dynamos and motors, also several applications
of the Bullock motors, specially designed for direct connection.
This unique and interesting book is believed to be the
work of Mr. F. G. Bolles, manager, Advance Department of the
Bullock Electric Manufacturing Company.
The J. G. Brill Company have issued a pamphlet illustrating
and describing their "No 27 Perfect Passenger Truck." This
truck, which was designed for electric and steam railway ser-
vice, was fully described in the March and July, 1898, issues of
this paper. The Brill truck, which is well known to our readers,
has shown the only important improvements in design for
passenger trucks during a number of years. That the construc-
tion has attracted the attention of motive power officers was
plainly evident at the April meeting of the New York Railroad
Club, when the subject of Standard Trucks for Railroads was
discussed. Copies of this attractive little pamphlet may be had
by addressing the J. G. Brill Co., Philadelphia, Pa.
Hydraulic Pumps. — The Watson-Stillman Company, of New
York, have issued a new catalogue. No. 56, which is one of
a series of subdivided catalogues covering their machinery
for a great variety of purposes. This book brings together
In very convenient form an assortment of illustrated sheets
of hydraulic pumps, among which are testing pumps, horizon-
tal double-plunger hydraulic pumps, side cistern single and
double-plunger hand pumps, 1, 2, 3, 4 and 6 plunger belt pumps,
2 and 3 plunger vertical belt pumps, 4 and 6 plunger geared
belt pumps, 6 plunger differential piston belt pumps. 2 and 4
plunger engine-driven pumps, single steam cylinder pumps
and duplex steam hydraulic pumps. Besides the standard
styles which are shown in this catalogue, the company is pre-
pared to furnish many other styles and sizes. Some very
desirable features in the design of these pumps are the placing
of all valves above the cistern top, where they may be readily
examined, provision for easily taking up lost motion and the
interchangeabillty of the smaller parts. The engravings in
the catalogue are clear and the descriptions conclBc.
"Two to Fifteen Days' Pleasure Tours."— The passenger de-
partment New York Central & Hudson River Railroad have
Just issued one of their "Four-Track Series," No. g, entitled
"Two to Fifteen Days' Pleasure Tours." This book contains
many illustrations of delightful summer resorts and some valu-
able information as to how to reach them by the New York
Central. It also gives a very compact table of the time and
rates of fare to one hundred and thirty popular resorts. This
pamphlet will be a great help as a reference book to those who
are contemplating a summer trip and will be sent tree to any
address on receipt of a postage stamp at the ofHce of George
H. Daniels, General Passenger Agent, New York Central &
Hudson River Railroad, Grand Central Station, New Yorlc
The Standard Pneumatic Tool Company of Chicago have
Just issued a "Paris Special Edition" circular No. 9, which
represents in concise form a number of the "Little Giant"
pneumatic tools and appliances which have just been placed
on the market, among which are hammers for chipping iron
and steel castings, single and double spindle boring machines,
which are reversible at full speed, breast drills, screw feed
drills and casting cleaners. These machines are simple in
construction and are made expressly for hard service. Inter-
esting installations of the machines are also shown in the
circular.
Baldwin Locomotive Works.— A very handsome pamphlet
has been sent by the Baldwin Locomotive Works, giving a
general description, together with hait-tone and line engravings
of the express passenger locomotive built by the Baldwin
Works for the French State Railways and the freight locomo-
tive built for the Great Northern Railway of England, which
are exhibited at the Paris Exposition. The catalogue also
contains a report of the organization of the works and the
steady yearly increase in the output. It is interesting to note
that, while thirty years were required in building the first
one thousand locomotives, almost the same number were built
in the single year of 1890. Considerable space is given to
illustrating steel-tired wheels which are manufactured by
the Standard Steel Works. The engravings, with the exception
of those of the wheels and tires, are excellent. These would
be improved by clearer dimension figures. The press-work is
of a high order of merit, which, added to the other good feat-
ures, make it an unusually fine production.
Special Railroad Machine Tools and Appliances.— The Pedrick
& Ayer Co. have just issued a new catalogue of 126 pages,
illustrating special railroad machine tools and appliances of
which they have been noted makers for many years. Some
new tools are shown in connection with their compound loco-
motive cylinder boring bars and special Corliss valve-seat
boring bars, and there is a radical departure from former cata-
logues in the way of a very complete line of pneumatic hoists,
vertical and horizontal, with necessary appliances, as well as
jib and traveling cranes, which are illustrated, together with
some interesting installations of these hoists. Special attention
is given to improved pneumatic riveting machines for light
and heavy work, which this company has only recently put
on the market. The catalogue also shows a change in the
ratings of the company's machines, which gives the total ef-
fective pressure exerted on a rivet, with various sizes of
standard frames, ranging from 43,000 lbs. to 188,000 lbs. exerted
pressure on .the rivet, also the length of the final effective
stroke which carries this maximum pressure. Whether the
rivet be 2% ins. or 8 ins. in length, the construction of the
machine takes up the difference instantly, without any ad-
justment, and then admits of so much effective stroke. In
arriving at the effective pressure desirable for a given size
rivet, the Pedrick & Ayer Co. state that it is the practice of
the best concerns to make a distinction of 20 per cent, less
pressure on rivets for structural work than for steam-tight
work. Copies of this catalogue will be furnished upon applica-
tion at the offices of the company, 85, 87, 89 Liberty Street,
New York.
Bullock Type "I " Generator.- The Bullock Manufacturing
Company, Cincinnati, O., have issued a pamphlet. Bulletin
226
AMERICAN ENGINEER AND RAILROAD JOURNAL.
No. 34A, illustrating and describing in detail tlieir type "I"
generator, which was designed for direct-connection, to steam
or gas engines. It does not differ materially in general design
from their standard belted machines, but is more compact, the
general appearance neat and the outline very pleasing.
Electric Sprinkling Cars. — The J. G. Brill Company of Phila-
delphia have issued a circular No. 55, illustrating and de-
scribing the Brill sprinkling cars for electric street railways.
These cars are built with tanks of 1,800, 2,500 and 5,000 gals,
capacity. Their standard car has a tank of 2,500 gals, capacity.
The sprinklers themselves have a special form of patent
sprinkling huad, which is very easy of operation, making it
possible for one man to run one of these cars. Such sprinklers
not only add to the comfort of the passengers, but keep grit
and wearing substances from entering the bearings of the
machinery, and they contribute to the economy of electric cur-
rent, by reason of better contact between the wheels and rails.
"Early Tramroads and Railways in Leicestershire" is the
title of a very interesting pamphlet, by Mr. Clement E. Stret-
ton. Consulting Engineer, Saxe-Coburg House, Leicester, Eng-
land. This rather concise history of the railways in Leicester-
shire, dating back as early as 1789, first appeared in the "Bur-
ton Chronicle" and is now put in pamphlet form for distri-
bution. Mr. Stretton is well known as a locomotive historian
and the world is indebted to him for many contributions to
locomotive history.
EaUIPMENT AND MANUFACTURING NOTES.
The Modoc Soap Co., Cincinnati, Ohio, have distributed hand-
some packages of playing cards contained in an attractive
pocket case. On an additional card eight reasons are given why
"Modoc Liquid Car Cleaner" should be adopted by railroads.
This cleaner is advocated because it feeds and polishes varnish,
it is a linseed oil preparation and does not contain benzine to
injure varnish and cause rapid deterioration by evaporation.
The fact that it is used on many of the best railroads and the
superior appearance and greater durability of the paint and
varnish are urged in strong claims.
Mr. W. D. Sargent, general manager of the Sargent Com-
pany, Chicago, returned from Europe Saturday, June 23, after
a two-months' trip.
The Richmond Locomotive and Machine Works are shipping
to the Paris Exposition, on the French Line steamer "Bor-
deaux," one 16-in. x 24-in. 10-wheel locomotive, built for the
Finland State Railways. Their order was for ten engines,
nine of which have already been shipped to Helsingfors.
Mr. J. W. Duntley, President of the Chica.go Pneumatic Tool
Company and also President of the New York Air Compressor
Company, who has recently returned from Europe, brought
with him an order for twelve air compressors for European
shipment. The New York Air Compressor Company has also
received an order for one of their compressors to be shipped
to Yokohama, Japan.
The Ajax Metal Co. report greater activity than they ever
experienced before and they are behind with orders in spite of
running Conble night forces. One of their most popular prod-
ucts is "AJax Plastic Bronze," which is attracting attention
on prominent railroads. This company has for years combined
a scientific study of bearing metals and the composition of
alloys with their manufacture and to this fact a large part of
their great success is due.
A branch office of the Magnolia Metal Company has been
opened in San Francisco under the management and control
of Messrs. Charles C. Moore & Company, Engineers. This
firm has branch houses in Los Angeles, Seattle and Honolulu
and by a recent contract the Magnolia Metal Company gives
them the sole and exclusive agency for Magnolia Metal in the
States of California. Oregon, Washington, Montana, Nevada,
Idaho. Arizona, Utah and New Mexico; also in the Hawaiian
Islands. The firm is well known throughout this territory and
the connection will undoubtedly be a very valuable one.
Mr. J. W. Duntley, President of the Chicago Pneumatic Tool
Co., before his recent return to this country, cabled from Europe
as follows: "I have to report fresh orders for 1,000 tools." This
is a remarkable order which reflects the condition of the demand
for pneumatic tools abroad. The progress of this country in
their adoption was very unusual, but in Europe it is phenom-
enal.
The Sargent Co., 675 Old Colony Building, Chicago, have
issued a pamphlet entitled Cast Steel Wheel Centers, in which a
number of designs of driving wheels, made by them, are illus-
trated from working drawings. These are interesting, because
they show the driving-wheel practice of a number of roads and
they also illustrate the designs which these manufacturers ap-
prove. The Sargent Co, recommends making the rims solid and
splitting them. They also recommend patterns in which cores
for hubs and counterbalance pockets are omitted. Correspond-
ence on the subject of cast steel wheel centers is invited. The
pamphlet is valuable as a record of practice, and gives the
weight and dimensions of 17 wheel designs.
The Foos Gas Engine Company, Springfield, O., a short time
ago received a letter from Messrs. Bollinger Brothers, Engineers
and Contractors, of Pittsburg, from which the following is
quoted: "After some very unsatisfactory experience with two
gas engines, wrestling with them for several months, we were
compelled to throw them out, placing in one of your 8-h. p.
gas engines, which has been at work now for some eight
months, and always doing its work in a very satisfactory
manner. We are much pleased with the performance of this
engine, believing there is no better engine made." This is a
satisfactory and pleasing endorsement of the Foos gas engine.
The builders have had thirteen years' experience in the con-
struction of gas engines.
It is believed that the admirable properties of mineral wool
for railroad use, while appreciated by many, are not as well
known as the qualities of the material deserve. It is a clean,
inexpensive, non-combustible heat, cold and sound insulator
and is specially well adapted for use as a filling for passenger
car sides, ends and floors. It is equally valuable as an insu-
lator for refrigerator cars, where its permanent and practica-
bly indestructible qualities are especially appreciated. It does
not decay or solidify, when properly packed, and its relatively
light weight is also favorable. Mineral w-ool is also used very
successfully as a covering for exposed vi'ater tanks, for steam
boilers and steam pipes. Information may be obtained from
the United States Mineral Wool Co., 143 Liberty Street, New
York.
The Clayton Air Compressor Works, 26 Cortland Street, New
York, have recently perfected a new type of Duplex Belt Air
Compressor. These machines are built in small and interme-
diate sizes and embody all of the latest improvements. Al-
though their facilities have been doubled, it has only been by
most diligent and careful management that they have been
able to make reasonable deliveries. They have recently equipped
five plants of the Brooklyn Heights Railroad Company with
compressors and pneumatic hoists; also the Grasselli Chemical
Company, General Chemical Company, De La Vergne Ice Re-
frigerating Machine Company, Union Brewing Company, Gill
Machine Works, White Machine Shops, etc. Their export trade
has more than doubled and they are shipping their product
to England, Germany. Russia, France, Italy and Japan. Many
orders are being received from Mexico and South America.
Information concerning their product will be furnished by this
company upon application.
An apparently successful combination of the Janney coupler
with the hook coupler, commonly used in England, is now be-
ing tried experimentally on the Great Northern Railway, Eng-
land. As illustrated in "The Engineer," the drawbar termi-
nates at its outer end in a hook for the ordinary English
chain coupling. Over this hook a Janney "M. C. B." type of
coupler is hinged in such a way as to be raised and held in
place by a pair of pins when wanted. When the hook and
chain are wanted the coupler head is dropped out of the way
and the hook exposed for use. The arrangement seems to be
giving satisfaction.
July, 100(1.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 227
MASTER CAR BUILDERS' ASSOCIATION.
Thirty-fourth Annual Convontion.
Alistracts of Reports.
SIDE BEARINGS.
Committee— J. W. Luttrell. B. Haskell. H. M. Pfleger.
Standard Spread.
In the replies received to a, large number of inquiries Issued,
in seeurinK iiifdiiiiation and data of results obtained from the
general and eustomary praetice in the use of side bearings, the
importance of a standard spread seemed to be regarded secon-
dary to the necessity for clearance. Although this is a feature
of much importance, it was found that the distance from center
lo center of the bearings, as practiced by a large number of
companies, did not vary sufficiently to occasion controversy or
affect the results in service; the difference being from 53 to
62 in.
It is believed that the most satisfactory location is just within
the arch bars, or about GO in. from center to center of the side
bearings. A large number of companies at present specify this
dimension, and inasmucli as the total variation in nearly all
cases is small, there would probably be no difficulty in estab-
lishing it as the standard. The approximate uniformity in this
measurement is taken as an evidence that it is recognized as
Fig. I.
the best practice, and your committee recommends that 60 in.
be adopted as the standard.
In agreeing upon a standard spread your committee would
also emphasize and advocate the adoption of a standard height
from top of bottom side bearings to the bearing surface of the
bottom center plate. While not affecting the design of the
bearing itself, it will permit the interchangeability of trucks
where the standards have been observed.
By reference to Pig. 1, which shows a body and truck bolster
of metal structure, the standard spread as recommended will be
found expressed, the letter "A" indicating the height from bear-
ing surface of iDottom center plate to the top of bottom side
bearings.
Side Bearing Clearance.
In view of the discussion which has arisen at different times
in the past, relating to side bearing clearance and the advisa-
bility of carrying the weight of car body and load on the center
plates entirely, or equally distributed on the side bearings and
center plates, it was somewhat of a surprise to find expressed
in the replies to your committee's circulars of inquiry, a unani-
mous opinion in favor of carrying the load on the center plates,
and, with one exception, a clearance between the side bearings
advocated. As tliese recommendations represent the results of
long experience, observation and tests, it would seem unneces-
sary to go into lengthy detail as to the relative merits of the
two conditions. However, to add more information, if possible,
and confirm the prevailing opinion, your committee conducted a
series of tests with a view of determining the relative resistance
under the different conditions.
A box car of late design, with a capacity of thirty tons, was
used. The body bolsters were of the double leaf iron type, with
a 10 by %-inch top plate and 10 by ■%-inch for the bottom plate;
the regulation cast-iron thimbles being interposed between the
members at the sill bolts, and with a cast-iron filling block at
the center. The car had rigid trucks, with Simplex truck bol-
sters, and a 15-in. channel-iron spring beam. The weight of the
empty car was as follows:
Pounds.
Body 18,700
Trucks 11,400
Total weight 30,100
The car was loaded with one hundred car wheels, weighing
60,800 lbs.; the weight on each truck being equalized by placing
fifty at each end of the car. Adding the weight of the "car body
will give a total weight of 79,500 lbs. on both center plates. The
total area of contact surface of center plates was 56.56 sq. in.,
which, with the weight stated, is equivalent to 1,405 lbs. per
square inch on the bottom center plates, with the car body clear
of the side bearings.
An inclined track with a grade of 4 ft. in 100 ft., having a 15-
degree curve at its base and leading to a straight track, was se-
lected to make thejests. In all cases the loaded car was placed
on the incline, with the center line of the front pair of wheels
at a point 125 ft. from beginning of the curve, as shown In Figs.
2 and 3, where It was held with the hand brakes.
Test with (Clearance Between Side Bearings.
In the first test the car was adjusted empty to give a clear-
ance of % inch between the side bearings. After the car was
loaded there was no appreciable deflection. Thus the entire
weight of car body and load, or 79,500, was Imposed on the cen-
ter plates, that Is, 39,750 at each end. The car was placed on the
incline at the point stated; the brakes were released as quickly
as possible, whereupon It started and moved rapidly until the
curve was reached, where the speed slackened; after reaching
the straight track the car resumed Its normal position with re-
spect to the side bearings, and traveled 345 ft. before coming
to a stop. The rounding of the curve seemed to be attended
with but little friction, and in riding on the car there was no
perceptible shock or straining.
Test with Weight Carried on Side Bearings and Center Plates.
The height of the side bearings was then adjusted to distribute
the weight on the center plates and side bearings a.s e()ually as
possible. The contact area of the side bearings was 15 sq. In.
each or 60 sq. in. for the four; adding the area of the center
plates gives a total of 116.56 sq. in. carrying the car body and
load, which is 682 lbs. for each square inch. In each instance
the car rode very hard, and the sudden slackening of speed
when the curve was reached produced considerable shock and
straining to both body and trucks.
Test with Roller Side Bearings.
The car was then equipped with anti-friction side bearings
having two chilled iron rollers to each bearing, connected with
top and bottom seats with chilled surfaces for the movement of
the rollers. The adjustment was such as to produce equal
weight on center plates and side bearings. The freedom of
movement seemed to be about the same as in the first test with
a clearance between the side bearings. The car was then raised
off the side bearings % inch. This did not result as satisfac-
torily, as indicated by the distances traveled.
There was no difference noticed in the conditions, when the
car rounded the curve, compared with the preceding test.
For the convenience of comparison, a table is given herewith
summarizing the results of each test, expressed in feet traveled
on the straight track after the car had traversed the curve:
o ooi ^a^ -
<i)CO -^ac '£■"= '5'?,-
„. . ... Feet. Feet. Feet Feet.
First trial 345 203 325 284
Second trial 197 335 34^
Thu-d trial ng 372 303
Fourth trial ^o 350
Average 345 197 345^ sii
The results of the tests would indicate that the most satisfac-
tory condition for service would be to have the weight carried
on the center plates, and with a clearance between the side
bearings. While the anti-friction bearings under certain con-
FlG.
if
ditions produce an average slightly better, the difference is in-
significant. Furthermore, it would appear that a correct ad-
justment is necessary, otherwise the results would not be as
satisfactory.
The fundamental requirement in maintaining this clearance is
a construction of truck and body bolsters which will insure a
minimum amount of deflection. Tour committee is of the opin-
ion this can not be obtained with wooden bolsters, as the possi-
bilities of deflection in their use demands a greater clearance at
the outset, and which, unless given frequent attention, grad-
ually disappears. It is believed the best results can only be ob-
tained from a good form of metal bolster.
The extent of contact surface of center plates is also consid-
ered an important factor as influencing the proper movement
of trucks in traversing curves and in relation to the side bear-
ings. It is well understood that safe practice opposes excessive
weight for each square inch of bearing surface; and that better
results will be derived from center plates with large area than if
too small. The ones used under the car in making the tests had
a bearing area of 28.28 sq. in. each, producing 1,405 lbs per
square inch with a car body and load of the weight stated
228 AMERICAN ENGINEER AMD RAILROAD JOURNAL.
Your rommittee considers this plate too small, and is of the
opinion that the size should be such as will impose about 800
lbs. per square inch of contact surface.
As to anti-friction side bearings, your committee has not been
able to satisfy itself that this type of bearing has attained a
sufficient degree of perfection, as far as can be learned, to in-
sure superior results compared with the present practice, con-
sidering the increased cost, especially in freight-car construc-
tion. Theoretically, a device which will facilitate the movement
of the truck when traversing a curve would be of advantage;
but from the information obtained, it is demonstrated that the
lollers, which enter into the construction of nearly all anti-
friction side bearings, soon become flattened and then the bear-
ings are of no more value than the older design, if as good.
In concluding its report, your committee desires to state that
after careful investigation and' inquiry among a large number
of companies, it is convinced that the best results can only be
obtained from a proper clearance between the side bearings.
to the square inch of surface should be the general rule for
center-plate service, there will be required a center plate about
12 in. in diameter, less the space of 2 in. for king bolt and 1%
in. for inside ring, which would give about 100 sq. in. for
bearing surface. The surface of this center plate being flat,
by the aid of an emery wheel it could readily be smoothed
off. This would give, comparatively, a smooth surface upon
which the 40,000 lbs. would rest. Now, let us say that some
outside force had caused the car to list; for instance, entering
a curve. While upon the curve, the natural tendency would
be to throw all the weight upon the outer edge of the 12-in.
center plate, and the result is that the center of load bearing
has moved over 6 in., resulting in five-eighths of the weight
being on one side of the bearing point, equaling about 25,000 lbs.
The natural tendency would then be for the car to re-establish
its normal or vertical position at the earliest possible moment
by overbalancing the remaining three-eighths of the weight
on center plate.
<tr (\i(tj -poUotA, CtH\f\"^'^Mt3
»
Ifc'i"
r
-f'W
b.
-«;^
'mm
-" y/yfAU
Wli
: s-l
"'-^"t
Hi —i- 3^
-%,-ivr.
AVC'^. "?^'^'^t
Fig. X. — Ceiilei Piale for 6o,ooo-|)oiind Car.
In fact it developed that an important line was refusing cars
unless there was such clearance, doubtless an evidence that it
is considered a question of safety under some conditions.
STANDARD CENTER PLATES.
Committee — R. H. Johnson, G. T. Anderson, H. L. Preston.
From the data presented by the replies from members (Not
reproduced in this abstract. — Editor), the Association can see
how varied are the opinions of those constructing or maintain-
ing cars. Your committee feels bound to call attention to those
answers wherein the blame or failure of pressed steel or mal-
leable iron castings are attributed to light construction.
Another feature we would mention is shown by steel and
malleable center plates crushing under load and becoming so
fixed that they will not permit the car trucks to curve. This,
we believe, is brought about by the excessive length of pressed
steel, malleable or cast iron center glates. It is an established
fact that wooden bolsters, or wood "and iron combination bol-
sters, will spring, and it necessarily follows that the long
center plate must spring with the bolster. If of light construc-
tion, this curvature will necessarily force the outer edges of
the center plate inward. This action will nip the bottom section
fast, causing a rupture, either by separation of the lower or
bearing part of the center plate, or where it curves to form the
circle. This would explain the many answers claiming that
breakage was due to load, and bottom or top section crushing
out. Your committee, therefore, would advise shortening the
bearing of center plate as much as possible, thus reducing
the bearing surface lengthwise of the bolster.
The next question pertains to the dimensions given for bear-
ings. There should be some relative dimension governed by
load for center-plate construction, and without going into a
scientific analysis will call your attention to a few conditions
that may be readily followed and give reasonably good results.
First. Those loading cars should have impressed upon their
minds the importance of loading the cars as evenly as possible,
so that the cars will be, as the ship loader would call it,
"trim." Assuming that the car is loaded evenly and that the
average width is about eight feet, taking the load on one
center plate to be about 40,000 lbs. will give for each foot of
width of car about 5,000 lbs. Assuming further, that 400 lbs.
From such a center plate there would be no question but that
it would carry the weight of the car and maintain, under
reasonable conditions, the vertical position required, thus re-
lieving the side bearings of all duty excepting that of a safety
appliance to catch the car in time to prevent damage from
any sudden shock in a lateral direction.
The second condition is that of the center plate shape. It is
understood that our metal bolster-making friends claim a large
saving to train friction by the use of their bolsters from the
fact that the metal bolster will maintain its general contour
under any load, thus assuring, under general conditions, that
the car will not ride on its side bearings. Such being the case,
on what principle of adjustment do our builders construct
a ball or dished-shaped center plate? It is evident that a ball
surface or sphere offers the least resistance to a rolling motion,
and there is no constructor who would believe that a car,
mounted on two 20-in. balls, would maintain its position going
around a curve at a rate of 20 miles per hour for as many min-
utes. That they fear displacement is shown by the construc-
tion of a ring at the bottom of the circle that limits, if it does
not prevent, the rolling motion that they expected to receive
when the ball or center plate was evolved.
As long as the inner ring remains in position, reinforced by
the king pin, the car retains its position upon the truck, but
should sufficient force be exerted to cause the breaking of this
ring, the same force will break the king bolt and cause dis-
placement of the center plates.
Another feature in this construction that is very much in
evidence is the listing of the cars to one side bearing, then to
the other. With a ball-bearing center plate, if the car should
list, what is there to cause the car to assume a vertical position?
Must it not remain upon the side bearing until the trucks find
some high place on the rail to enable it to toss the car over
to the opposite side bearing? If this action is a fact, then
is it not also a fact that the car must be literally tossed from
one side bearing to the other or remain permanently upon
one side bearing, increasing flange wear?
As there is nothing to prevent the rolling motion to this ball-
bearing center except a tight fit around the center ring or king
bolt, therefore what advantage can be claimed In a construction
that necessitates a condition to prevent the natural result one
must expect from a curve construction, which thus nullifies
July, 1900.
AMEKICAN ENGINEER AND RAILROAD JOURNAL 229
the advantages that the metal bolster makers claim in their
oonstructlnn of rigid bolsters.
We attach, for inspection. vari<]us blue prints sent us by
those answering our questions, and have here a wooden model
showing a center plate with oiling device. Also, would call
your attention to figure marked "X" that will show the gen-
eral dimeiisiims of a plate for 60.000 lbs. capacity car, having
about 100 sq. in. of surface to carry about 400 lbs. per square
inch: also grooves in male face to assist the rapid distribution
of the oil over the face of the male center plate. The oil
reaches the recesses on the top of said plate from within the
car through a %-in. pipe, and the six holes through the plate
at the edge of same allow the oil to escape into the grooves
and over the lower center plate surface.
Ain-BRAKK APPLIANCES AND SPECIFICATIONS FOR
AIR-BKAKE HOSE.
Committee— A. L. Humphrey. A. M. Waitt, W. H. Marshall.
Your Committee on Air-Brake Appliances and Specifications
for Air-Brake Hose sent out a circular of inquiry regarding any
suggested additional standards for air-brake appliances, slack
adjusters, additional air-brake power upon heavy-capacity cars
Your committee believes more attention should be given to
reducing the number of elbows that are found In the piping
of many cars. Every sharp bend In the pipe means a retarding
of the action of the brake and added friction in the movement
of the air through the pipes. As far as possible, in designing
air-brake piping for cars, "ells" should be eliminated and long,
easy bends substituted.
It has been suggested by one of the air-brake companies that
im Plate 9 of the Association Standards for Air Brakes on
Freight Cars, the dimension showing the location of angle cocks
should be given, as well as the angle at which this cock should
stand with reference to the vertical. Your committee would
recommend that this feature be referred to the Committee on
Supervision of Standards, for them to consider and make defi-
nite recommendations at our next convention In 1901.
Your committee does not believe that It would be advisable
to continue a general Committee on Air-Brake Appliances and
Specifications for Air-Brake Hose at the present time, but
there would seem to be an opportunity for a special committee
to take up the subject of The Use of Slack Adjusters and the
Consideration of the Necessity of Additional Brake Power on
High-Capacity Cars, together with the subject of Specifications
for Brake Beams for High-Capacity Cars.
[Faster (;ar Builders /\s$ociation.
fop Jouppi^L ^K By 10'
I M.C.4. Joi.iir<*L Sw r*f> 5*/ 9'.
and in connection with specifications for air-brake hose. Only
eight replies were received to the circular from representatives
of railroads, showing apparently that very little vital interest
is taken in this subject at the present time.
It seems to your committee that those in charge of motive
power and car departments on railroads should see that em-
ployes who have to do with the repairs, maintenance and ad-
justment of air brakes on cars give more attention to the im-
portance of a correct piston travel in order to have the brakes
operate as nearly as possible at their point of maximum effi-
ciency.
Your committee would call attention to the great neglect
regarding the proper care of air-brake cylinders on freight cars.
Many seem to think it simply necessary to remove the oil plug
in the cylinders and put in a quantity of inferior-grade oil,
leaving the packing leathers oftentimes hard and badly cut
or worn. Experience seems to show that a light grease is more
advantageous to use than a heavy oil. and it has also been
found desirable to have the cylinders made without any oil
hole, thereby making it necessary, whenever the cylinder "is to
be oiled, to take off the cylinder head, and so that "at the same
time the lubricating is done the packing leather and rings and
the inside of the cylinder will receive proper attention in the
way of cleaning, and any other necessary repairs required.
It has also been recommended by some that further consid-
eration be given to the subject of Air-Brake Hose Specifica-
tions by a committee who will take up this subject exclusively.
These suggestions and the information given above are re-
spectfully submitted.
JOURNAL BOX, BEARING AND WEDGE FOR CARS OF
lOOrfOO POUNDS CAPACITY;
Also
JOURNAL BEARING AND WEDGE GAUGE FOR CARS OF
80.000 AND 100,000 POUNDS CAPACITY.
Committee — Wm. Garstang, J. J. Hennessey, W. H. Mcrrf'tAiI.
Your committee, instructed to prepare plans for a Journal
box, brass and wedge for 5% by 10 in. axles for cars of lOO.lOO
lbs. capacity, and limit gauges for Journal bearings and wedges
for cars of SO. 000 and 100,000 lbs. capacity, submits drawings
for these parts for your consideratio.i :
In preparing these plants it has been the aim to design the
parts, as far as possible, with a view of using present standards
without detriment to the design. This has been found practi-
cable with regard to the Journal-box lid only. The present
standard lid for 5 by 9 in. boxes is of sufficient size to oo^■er
230
AMERICAN ENGINEERAND^AILROAD^OURNAU
the necessary opening in the proposed 5% by 10 in. box. by re-
ducing the overlap on each side reducing the
wearing surface as ^^''^^8 Possible^ possible to decrease
The size of the box Jf/^P'^l^^'^fitf special reference to
weight and increase •*? .^^;^"fJ'' i^'7or oil and waste, and
making the box °f J"«^"^^^t fapac tv to an amount that will
fe^%^ciTn\"foi^prCr"lubHc^trn. but will not admit of a
^-#e"reUmm"rnd^Th1\^o^x^t?r\ade^w^th ci.
it has all the advantages that ^ave already he ^^^^^^^ ^^
relative to that point: ^^ 'be same time u is ^^^^^^ ^^^,
^llrw^ mrp:^e?e,"trs\?otTor, ZiZ Z . larger oil capacity
°V:'^dL^r^^r attention to th^f^ that the box, wedge
and brass as described will .nte^hange joO.OOO-lb. ca-
r,acitrca%"°^ic"h"are p"aa?c"ally"n the cars of this capacity
"T;; ^^L-^prTaTatl^n of the ^-wings the not Uons -^e^
ll^c^"a:"was dic^^ed^rd arp\^TTnThe^clfse of the same parts
tor the SO,000-lb. car.
(To Be Continued.)
AMERICAN RAILWAY MASTER MECHANICS'
ASSOCIATION.
Thirty-third Annual Convention.
Abstracts of Reports.
POWER TRANSMISSION BY SHAFTING VS. ELEC-
TRICITY.
Committee-George Gibbs, F. Mertsheimer, William Renshaw.
W A. Nettleton, R. A. Smart.
ing general headings: :t„^if
1 Relative economv in cost of power itself.
V^^el.^'t^lf'^^^r T. raTge°pl-^op^?ti^on of the shop
■■r^^?rc^mpare the^ relative efl^iencies c^^^nglne and
electric transmission, it will o«^ "^'^*^^2,'*'^^„ tj,is completely
rJld'le^d'to^n^dle'^l^-'oni^ratr.^unofpJ^^^^
""f s^o'rDlan?"n'whk-h each building has its own power plant
I- Ihop plant in which all buildings are furnished with power
"The"m"?ner' of°"connection from the prime mover to the
wmmmmm
vriJS, ^^s^f 'H-ffi. "iasss'sif.; .r^;i3;
saving in.the lattei arrangemenL individual building,
small saving m powei ^«1"" i^'' jj" ^^^^^ ..gry considerable
as before shown and s,«,ndfiom ^^y ^^^ ^^.^^^
ntJnfove. that of se"/ial smal" ones. In extreme cases, where
plant o\ei tnat °^ ^^^-^ di<5ii1ace small non-condensing ones,
'^T- -'"lar^f s"ltion! havfng a unfto.™ load, the fuel saving
^"av '?eadif appro^maTe 33^1/3 per cent., as is shown in an
^luend"ance'-The Uem oTattendance will next be considered.
Itis made°up ol thi^ee classes of labor-engineers and firemen;
care of shafting and belting: electrical i^epairs In a" electric
system the costs ean be reduced by consohdatng ^^^ ^^6^^^
and boiler plants and by '^e elimination oi^s ^^.^^^
belts, large shaft bearings and the ^°"fequent g .^^^
overheating, ''educing labor probably one hi£ out .^^^,^^^^^^_
-.Sf wfu ^-^of f^rU^r|,^h.vir.^th^
S^^J'^^.^e^r p!!^2^^>dei.b. si.e. ^^^^^^^
fo^rirn-Ic^/url^te-rtl! T '!^5:n '^ihe^rVor^ro! ot
dom kept separately in Shop accounts. Thej;ec^^ ^^ ^^^^.
large establishment ha\e, h°" e\ ^r oee^ ^^^^. ^^^
committee and the saving found in these ite ^^^^j^nt
electric driving «>:«tem, is f ound to be " ^^ ^^^ ^^nclusion
ree^m%^fu;t?^erXrrhe7e°;ai.f^^^^Ul not be materially
-s^-t-^^ =?l^rlSSurt^ iStST^
and interest on investment. " is dimcmt r electric and
basis of comparison between the ^^f /^f^^ °i ^^^ ^.^^^^^^
a steam transmission plant for the reason additional
sought to be aecomplished by the forme P e,,,,!^ m a
shop facilities, and are therefore not iigu^y ^^ ^.^
substitution sense. Considering however the ^^^ ^^_
substitution in a single ^hop, « here the po p electric
rangement and .""mber of tools is re^a ned^^^^^ ^^^^ ^ _
driving IS certain to mx oU e i^ '*'^=ftj method. But in a
approximately double that t.°' .f hatting i j^jng ones in
modern shop plant "ther cons.demtions aie the g,^. g^ ^^^^^_
selection of the power system such ^s fie ^ ^^ ^^^ ^^^^^^.^
S^-Je^tetomes-a^-rfght^ul ?h"^rLe^^gainst the advantages so
%V^,%,. therefore any attempt t°^d-w a strict c=ompar^^^^^^^
between first costs, it m^y.^e^'^'gual to include an allowance
cost of power machinery t is usual to^ ^^,^^ ^^ replace the
for interest and foi a smkmg lunu equality with best
plant when its utility is no longer on an i ^^ ^g ^^^
^'^fln fiS^fosf a ^sum^Tountin'g 'o"u|hly fo one-fourth of
^^rtorai-^ruLl^Wnse^ - th^po..r ^r^^
Convenience and Shop uuipuL. referred to to-
closely inter-dependent that they can oesi u
gether. , . „, ^.^y, =tpam power transmission, both
** The ordinary shop Pl^^'^^^/'at-Tot machines, is the slave
in the arrangement of building ana ^^.^ ^^^ ^^^ ^^^^
to the limitations of this system, it mu ^.^ ^^
the shafting and engme connect^on^^s as d^r^^^^ .^ ^^
possible; the machines m"^t be compac j ^^.^^ ^ ^^.^^ ^^j_
lines, and the ceilings and columns desig ^^^ ^^^^^ ^^^^
erence to shafting supports In other ^^„„ „( power
be installed with A'-st^ I'eference to ^"e "j^ handling the
and hot. as should he the case x^.th ref e. enc^ ^^^ ^^ necessity
work to best advantage. Handling op ^^.^^.^^^ gven must
work to best advantage. Handling up..... .^.^.^ ^^^^
•b^Jfocltfd ■^tt-h-flVrr^r^f uf getling the^ power to them with
the least awkw'ardness and expense. ^o,^„ittee has not
While generalizing in this manne^ > transferring machinery
lost sight of the fact tha^ handling and t ^^^^^^.^.^^^ ^^^
may be operated by other mean^ limited practical
equally true that devices of this nat^^e^^ ^^^^ electricity is to
?rcJ-edU?d ^u'h^usheXg'in^a^ew era of labor-saving shop
^^^S^rical transmission Places n^^-striction^on ^he^^ocat.n
of the machines, and each shop may dp ^^^^^ ^^^ ^.^^
to handling its.product with least w a ^^^^^ ^^^
greatest convenience of access to tne further, the
be transported trom place to place to t ^ ^^^.^ insures bet-
partial or entire absence of ove^heaa^ cleanliness. These
^r;tr ?rU\e chl^iZlnets a°n"d'"an improvement in both
-T\"e"'Jlea?\e\rV'oU;p°e;.^|^^the universal aPPl^
varfous forms of traveling cranes tor serves ^^^.^^^ ^^^^^
for conveying operations, furnisning^ ^^ ^ ^eans
yet developed for mcreasing shop econo y _^^^^ _^^^ ^_.^^^_
E^Tbl^rh'avl'Td^arge-srr'-arplilnces of the same nature
driven by steam and aii"- electricity shares a large field
Special Appliances^-ln these e^ectr^ y^^^ ^^^^ ^.^.
with compressed air. ^" must pe attention at the
have up to the present time leceive .^ ^^^ ^^
hands of the railway '^ec'ia^^e e% act in^.^^g.^^^ specialist
the lack of practical l'""!'' of Lr tools. With, however, the
and to the greater cheapness of a^r too ^^^_ ^^^^^^ ^^^
general introduction of electnc ^ ,^ ^^^ agency, an ex-
bfv-e^rp",^Srof eTe^tr^rlaC-saving devices is certain
to result.
,Uity.-The extensor, o a snop uu...-^^ ^
ent under the shafting systern b ^^^^ ^j^^^
much difficulty, and the attempt to add to^ ^^ ^^ ^^ overload-
results in inconyenient e^°^.?,'a"!ing svstem. a fact which fully
,ng or complication of the ^hatting ^y sometimes rjuoted
^c?ounts for the extren^ely poor effle ency ^^ ^^^ ^^^^^
Cor shafting transmission In an e ecu. J ^^ ^^^ buildings
a
for
?or shafting transmission. /" JJ" ^7secured, as new buildings
hand, great flexibility in extension ^ss^^^^^^^^^ ^^^
roThe'dr'Ssysttm^w t"hopt"a<te?ting the intermediate links.
JULY, im AMERICAN ENGINEER AND RAILROAD JOURNAL. 231
TABLE No. I.-I'OWKR KKQUIRED FOR MACHISK TOOLS.
Tool.
70 in. wheel latho.
Horizontal lathe
Larsre double frame planer
Sloiler, 18 in. stroke
Blotter. 1^-in. stroke
.16-in. planer.
Drill proas
Hoiler-plate shears.
Boiler-plate rolls . .,
Jib crane, 10 Ion, 10 h.p. motor.
Jib crane. 6 ton. 8 h.-p. motor . .
Travelinif crane, 5 ton
Planer.
Shafting.
Planer and sid ing machine
24-in. planer
Molding? macnine
Daniel ;fli in. head planer . .
a-.-'pindle boring mill.
i.arf^e tenoning machine
Circular rip saw, 28 in diameter.
Hand saw plate, 1^^ in. wide.
Nature of Work.
Wheel center
32 in. wheel ecnter
56-in. whejl center
.'jfi-in. wheel center ...
Two frames
Frames
Wrought iron, 6 in. thick.
Frames
l-in. drill, wrought iron .. .
l!^-in drill, wrought iron
aki-in drill, wrought iron
r^n-in. plate steel
I ;-in. by 10 ft. 6 In. long, steel .
Lifting 10 tons
Lifting 7 tons
Lifting 6 tons
Lifting and carrying 4 vons.. . .
Empty
1 tool
i tools
Kmpty
6 planers . .
t milling machines
2 latnea
I huff wheel
6-in. oak flooring
12 in. yellow pine
6H-in. yellow pine carlin
Oak tender end sill
OaK,2-in bits
Onk end sills
Oak, ii'j-in. bv !4-in. cut
Oak, 12 in. thick
••{
Horse-Power Required.
Empty.
Light Load.
Full Load.
No. ofCuttcrs.
4.4
7.9
2
4.7
5.8
2
1.6
5.2
6.2
2
4.3
7.1
1
11.0
, ,
21.6
2
2 :!
5.0
10.3
1
1.5
2.1
(i.5
1
3.4
4.2
7.4
1
3.4
11.3
2
.97
1.94
2.9
1
.97
1.92
2 2
1
.97
1.94
2 85
1
3.5
6.0
19. 0
1
4.5
11.4
19.8
1 2
13,0
1.2
11.0
1.2
11.6
11.9
19.3
3.4
■■7.1
U.O
15.0
20.0
28.0
30.0
31.0
8.0
3-.'.0
2.5
11.0
1.5
85
3.7
8.8
0.5
2.5
3 0
T.O
....
1 .5
20.0
1.5
6.0
H^'inHrkH.
Light cut.
H-ln deep cut.
a In <lccp cut.
l^in. deep cut.
Heavy cu'.
Top and sides plancl.
Top only.
1 sides.
(..ut I'e in. off top
%-in. s .^-iu. X loin. cut.
Speed Control. — The case of speed control between wide limits
of certain types of electric motors is a valuable feature and
will result in more frequently securing a greater adaptability
of the tool to the work than is possible where a change in
speed involves stopping the tool and shifting belts and gearing.
Increase in Output. — This constitutes, in the opinion of your
committee, the chief claim of electric transmission to the at-
tention of shop managers, and it follows from the previously
mentioned facts, as, by the use of electric handling devices, the
tool is quickly served with its work and the product placed
in the most favorable position for operating upon and idle
time cut down, and, by independent driving, the capacity Is
increased by reason of the perfect control of speed possible.
POWER REQUIRED TO DRIVE MACHINE TOOLS.
Data for power required for shafting and for certain tools
may be found scattered through the transactions of various
engineering societies, especially in the papers of Professor
Benjamin, in the proceedings of the American Society Mechan-
ical Engineers, 1896 and 1897, which give valuable figures; but
the amount of exact information attainable anywhere is not
very considerable. In the nature of things, figures for fric-
tional losses in shafting must be exceedingly variable, and
under the plan of connecting the shop power system to one
main driving engine, there is no ready means of analyzing the
figure of engine-indicated horse-power to determine the con-
sumption of any particular section of shaft or of a single tool.
With the introduction of electric driving, however, the sub-
ject is becoming better understood, as it is a simple matter
to connect a test motor to a shaft or tool and thus obtain
figures from which to design a power plant for maximum
efficiency.
Electric Efficiency. — An electric transmission plant varies in
efficiency as follows:
Generators 86 to 90 per cent.
Transmission lined 90 to 95 percent.
Motors 78 to 90 per cent.
Total final efficiency 62 to 77 per cent.
The above arc figures for full loads on the different elements
and the variation arises from the difference in sizes of units
employed and in line losses assumed. At partial loads the
machine efficiencies will drop, but the line efficiency will in-
crease, so that the resultant will be nearly independent of the
load. In fact, it is generally possible to shut down many of
the separate motors when operating the plant at partial load,
and the efficiency of transmission may thus actually increase
under such conditions. In an average size of railway shop
plant a resultant all-day efficiency of 65 per cent, from the
engine to the motor pulley may be assumed.
Shafting Efflciency.^The average friction horse-power in
heavy-machinery shops to drive belts and shafting, from
engine to tool pulleys, as given by various authorities, varies
from 40 to 55 per cent, of the total power used, and perhaps the
round figure of 50 per cent, is as near the correct general
average as the data will permit. Considering a separate shaft
only, with compactly arranged tools, a better efficiency than
the above can be assumed, and your committee concludes from
a number of experiments with electrically driven line shafts
that 20 per cent, fairly represents the average loss in shaft
and counter-shaft bearings and belts on the tools, or an effi-
ciency of 80 per cent.
Some authorities attempt to express the actual horse-power
lost in friction per 100- ft. length of shafting and per counter-
shaft and per belt, but while figures of this kind would be
useful if approximately correct even, your committee has been
unable to check them closely enough to feel warranted in
quoting them.
As a rough guide in laying down shop power plants, it would
appear that the horse-power of generating station required
per man for railway shops will average about 4 h. p.
Table No. 1 gives a few examples from tests of the power
required to drive typical railway shop tools, both for iron and
wood working. The greater number of these results for metal-
working tools were taken from tests at the Baldwin Locomotive
Works, and for wood-working tools from Pennsylvania Rail-
road Company's tests.
Suggestions Upon the Manner of Installing an Electric Trans-
mission Plant.
System.— Both direct and polyphase alternating current sys-
tems are applicable for shop use, and each system has its
advocates among electrical engineers.
For long-distance transmission, say one mile or more, alter-
nating transmission is almost a necessity; for shorter dis-
tances, and in cases of isolated plants in compactly grouped
railway shops, the direct-current system can be employed with-
out any practical disadvantages in waste of power in trans-
mission lines.
Mechanically the induction type of alternating motor has
great advantages in its simplicity and the absence of rubbing
contacts. When it is said that probably 90 per cent, of all
direct-current motor repairs are to commutators and brushes,
the importance of this statement is clear. A further advan-
tage in the induction motor is the strong mechanical design
of the revolving element. This is built up of heavy copper
bars firmly bolted to a cast center. The direct-current motor,
on the other hand, is a complicated assemblage of small wires,
made additionally weak by the necessities of installation.
The disadvantages of the alternating-current motor are its
high speed and the fact that it is essentially a constant-speed
machine. For driving line shafting, a constant-speed motor
is entirely satisfactory, but for independent tool driving a
variable-speed motor has umiuestionable advantages.
If the alternating system is to be adopted, it is important
to specify that the motors shall be of the '•induction" type,
as this is the only variety which is at all applicable for shop
uses.
A further element of importance in the alternating system
is that of "frequency" or number of alternations of the cur-
rent per minute. It is difficult to give a positive recommenda-
tion as to the proper frequency without qualifications. Real-
izing, however, the importance of standardizing apparatus,
your committee venture to suggest the specification of "3.000
alternations per minute" for adoption in railway shop plants.
Alternating motors of this frequency are now in general use
and have the very great advantage of fairly slow speed.
Voltage. — Direct-current generators are built for 125. 250 and
530 volts pressure, which, allowing for ordinary losses in lines.
corresponds to motor pressures of 110, 220 and 550 volts re-
spectively.
The 220-volt direct-current motor is practically the standard
for shop purposes; the 550-volt motor is used for railway pur-
232 AMERICAN ENGINEER AND RAILROAD JOURNAL.
poses, but this pressure is indescribably high for shop use.
Incandescent lamps may be obtained for 220-volt circuits, or
the more common 110-volt lamp may be used on such circuits
by connecting two of them in series. A 250-volt generator, to-
gether with 220-volt motors, are therefore recommended for
shop plants.
Alternating-current motors are wound for either 220 or 440.
and for similar reasons to the above, the 220-volt system is
recommended.
Type and Size of Generator. — As between the direct-connected
and belted machines the relative advantages may be thus
stated: The direct-connected generator is more compact and
more solid in construction, especially in small machines, due
to the greater size of its parts. It is therefore more durable
and somewhat more efficient on account of elimination of fric-
tional losses in belting.
The belted generator has an advantage of cheapness in first
cost, due to its higher speed, which means mnre output tor
the same amount of material; and the further fact, often of
importance, its ready applicability to existing engine plants.
For generators of 75 h. p. or less, the belted machine an-
swers every practical purpose, but above this size the purchase
of direct-connected machine will be found an economy in all
new plants.
In planning the installation of a transmission plant with
small beginnings of running, say, one electric traveling crane,
transfer table, turn-table outfit and a few portable tools, a 75
or 100 h. p. belted generator will be found a convenient unit
size. It may be installed cheaply by belting from counter-
shaft at the main shop engine, but it is altogether better to
provide a separate engine, for the reasons that the electric
drive may be needed twenty-four hours in the day for special
work (such as roundhouse turn-table), and it makes a good
emergency power plant for portions of the shops working
overtime. It may be also used at night to light the round-
house and other buildings. When the transmission plant out-
grows the capacity of this generator, it may still be used as
"spare" or for overtime work.
In laying out a complete system of electric transmission to
displace engine and shafting transmission, careful attention
should, of course, be given to selection of unit sizes. Little
advice can be given offhand for such a case, as the determina-
tion of average and maximum loads is the basis of all calcu-
lations. In large plants, say of 500 h. p. or over, there should
be two, and possibly three, units of the direct-connected type
and selected so that the engines shall run as far as possible
at economical loads, and that one unit may be out of service
for repairs.
Calculation of generator capacity required can be made ap-
proximately from published data on power required to 'run
machine tools. It is usual to install motors having a consider-
ably larger nominal capacity than figured requirements, so
that generator capacity need never be as great as the added
capacities of motors attached. In fact, the generator load in
an ordinary shop seldom runs above 50 per cent, of that of
the combined motor capacity, and in shops having a large
motor load the effect on generator of running a traveling
crane, a transfer table and turn-table need not be considered,
as the momentary overload capacity of the machine will be
ample to take care of such requirements.
Rating of Generators.— Generators are sold with a guarantee
to deliver their rated capacity, when driven at a certain speed,
indefinitely, with a maximum temperature rise, due to electrical
losses, of an amount supposed not to be injurious to insulation.
This rise should not exceed 40 degrees Centigrade above the
temperature of the surrounding air. They are also guaranteed
to carry an overload of 25 to 50 per cent, for two hours, and
short-period overloads of 100 per cent, without injurious heat-
ing. These guarantees have led to the objectionable but common
practice of figuring the engine size on the overload capacities:
that is, it is quite customary to couple a generator to an engine
having its economical rated capacity equal to the 50 per cent,
overload capacity of the generator. The consequence is that
load is piled on the generator as long as the engine will pull
it without seriously dropping of¥ in speed, and an expensive
generator is finally ruined for lack of the common-sense pre-
caution which would be furnished by a properly adjusted en-
gine unit.
Motors. — If the direct-current system be adopted, a wide
range of selection in motor types is possible.
For line-shafting, motors should be of the shunt type.
For individual tool driving, the shunt motor is also in most
common use: but the compound- wound variable speed motor
is recommended as a desirable substitute. In fact, it is the
belief of your committee that one of the great advantages of
electric driving is in the possibility of simple speed regulation
for large tools, and the attention of the electrical companies
should be called to the importance of filling this requirement
in their line of standard motors.
Motors are preferably of "open" construction; that is. with
the ends of field frame uncovered. Where exposed to the wet
or to mechanical injury from articles falling into it. the closed
type of motor may be employed, but this type is not desirable
where it can be avoided on account of its lack of ventilation,
which means overheating unless the motor is of relatively
large size for the work to be done.
For traveling cranes, hoists, transfer tables, locomotive turn-
tables and boiler shop plate rolls, which start under load, run
at variable speed, stop and revei-se. the series-wound motor is
the best, and is preferably of the enclosed style, which allows
of more universal connection in any position, by gearing or
otherwise, than the open type, and the question of heating is
not so serious, on account of intermittent running.
For alternating motors, the same considerations as for the
"direct" apply: but, as elsewhere explained, variable speed
running in this type for tool-driving motors is not practicable.
For crane work, however, the induction motor is successfully
applied by attaching speical controlling devices.
In selecting motors, the importance of keeping down the
number of sizes should be had in mind. This should be done
at the expense of some increase in first cost and in spite of
some waste of power due to reduced efficiency of underloaded
motors, especially as their reliability is thereby enhanced. Com-
petition among the makers of cheaper grades of motors has
resulted in giving ratings dangerously close to the maximum
safe working limit, and with all motors a reduction in the
working load greatly increases their durability.
In deciding upon the make of motor to be purchased there
is the same range for selection as found in other lines of ma-
chinery; but as an electric motor is a somewhat delicate ma-
chine, it is important to select only ihose made by reliable
manufacturers. Such can be had of several companies, but
they are not the lowest in first cost, and, in absence of definite
information, it is generally safest to avoid very cheap ma-
chines. Even the best manufacturers make motors with dif-
ferent ratings as to speed and heating limits, and the lowest
speed and lowest heating limit motors should be selected. This
latter should not exceed 40 degrees centigrade rise above ex-
terna! temperature at continuous full load run. The speed
should be the so-called "slow-speed" variety. Table No. 2
gives about the proper speed for each of the standard sizes
of shunt motors. It also gives the approximate selling prices
of the list, based upon the highest grade machines; price in-
cludes motor, with pulley, base-frame and belt tightener, and
starting box.
A corresponding list of "medium-speed" motors may be ob-
tained, the speed for a given power being about 50 per cent,
higher than given in table, the prices being about 20 per cent,
less on smaller and 35 per cent, less on larger sizes.
TABLE NO. 2 -SPp-.ED AVD PRICES OF SLOW-SPEED DIRECT-
CURRENT MULTIPOLAR MOTORS.
Rated Output, H. -P. Speed. P. P. M. Price. Prce per H.-P.
2 1,200 $135 $67
3^ 1,050 190 55
5 950 2t0 48
7!^ 850 310 11
10 750 400 40
15 650 500 33
20 600 600 30
.% 575 850 28
40 550 1,050 26
50 550 1,200 24
Manner of Tool Driving. — This varies in accordance with
the motor arrangement and may be by
fa) The group system.
(b) The individual system.
The selection of one or the other system depends upon the
size of the tools and the consideration of intermittent or con-
tinuous running. In general, where the tools require less than
three-horse-power each, it is best to drive them in groups
from short-line shafts, which, as a rule, should not require
:iiore than 25 horse-power per shaft group. Where, however,
three horse-power or over is required, or where variable speed or
intermittent running is desirable, each tool should have its own
motor.
In the group system the motor may be either belted to or
direct-connected on the end of the line shaft, accordingly as
space or plant cost permits.
In individual driving either belted or geared motors are
employed. The belted arrangement is somewhat clumsy, but
reduces shock and prolongs the life of the motor, and is, in
the opinion of your committee, the better arrangement for
general use.
Conclusions.
1. In a small shop, consisting of practically one building,
having an equipment of small tools for light work only, electric
transmission will not be found a paying investment. In such
a shop, however, an electric lighting dynamo will be a con-
venience, and may be utilized to run a few labor-saving elec-
tric tools, such as a cylinder-boring outfit, a turn-table mo-
tor, etc.
2. In an extensive i-ailway shop plant the installation of a
central power station and electric transmission will always
be found advisable, as it will not only result in the most
economical system in respect to operation, but will make pos-
sible far more important shop economies, namely, an increase
in quantity and quality of output and a reduction in cost of
handling the same.
SUBJECTS FOR 1901.
Committee— R. Quayle. G. W. Rhodes. F. D. Casanave.
FOR COMMITTEE WORK DURING THE COMING YEAR.
1. What is the most economical speed for freight trains?
2. Different types of locomotive fire-boxes now in use. and
most promising type for passenger, freight and switch engines?
3. What is the cost of running high-speed passenger trains?
4. The most satisfactory method of handling, cleaning and
si-fting boiler tubes?
5. What is the most promising direction in which to effect a
reduction in locomotive coal consumption?
6. What should be the arrangement and accessories of an up-
to-date roundhouse.
7. Maximum monthly mileage that Is practicable and ad-
July, 1900.
AMERICAN Er^GINEER AND RAILROAD JOURNAL 283
visable to make;, how best to make it, both In passenger and
freight servii'e?
S. What is the most approvncl method fur iinlnMciiiiK Ichiphio-
tive coal, prior to belnR unloaded on the tank?
WHAT CAN THK MASTEIi IVI|i;CHANICS' ASSOCIATION
DO TO IN(;KEASK its USi-:FUL,NESS'.'
Committee — T. R. Hrowne, G. M. Basford, I,.. K. Pomeroy.
This report embodied suggestions for possible Improvements
in the methods now used by this Association and are summed
up in the following:
A nomination of officers Ijy a nominating committee; an im-
proved method of admitting associate members; the taking of
record votes on questions of practice; more preparations for the
iTitroduct ion of discussions, and mttrc comi)lcte plans foi- their
consideration; the abolition iif the luiivcis.il practice cif ap-
pointing as chairman of a committee the member who suggests:
the subject for committee investigation to tlie committee on
subjects; I'ecommendatitms to the president by the committee
on sul^jects of meml)ei-s best (|ualified to present them; com-
mittees of investigation composed of small numbers of indi-
viduals; provision for the re<'eption of individual papers; strict
adherence to the rule requiring the presentation of long papers
by abstract; the co-operation of railway clubs and special
t)rganizations in tlie pi'esentation of opinions on practice, and
in the suggestion of subjects for investigation; more explicit
instructitms to committees as to arrangement, and advancing
conclusions in reports; the appointment of several additional
standing committees on subjects concerning motive power
progress; increased responsiliilities of the committee on sub-
jects in the actual work of the convention; provision for a
thorough printed index of the proceedings of the Association
from the first volume; an effort to make the reports presented
to the Association thoroughly reliable; a typograpiiical ar-
rangement of reports which will render the conclusions and
decisions niore easily found; the establishment of a lil:)i'ary
similar in plan to that of the Western Railway t^lub.
FLANGED TIRES.
Committee— S. Higgins. W. H. Thomas, Wm. Garstang.
"Is it desirable to have flanged tires on all the drivers of
mogul, ten-wheel and consolidation engines? If so, with what
clearance should they be set?"
The original report presented one year ago contains the
results obtained at that time, which results the committee
did not consider to be conclusive on account of the difficulty
experienced in taking the readings of the dynamometer that
was placed between the engine being tested and the engine
doing the work. The results now presented, in the opinion
of the committee, can be taken as conclusive and reliable in
every respect, inasmuch as they were obtained with a self-
registering dynamometer car of approved construction, the
operation of which will be explained further on in the report.
For information concerning present practice as to tire ar-
rangement on mogul, ten-wheel and consolidation engines the
members of the Association are referred to the first report.
The committee met in Buffalo, N. T., last fall, and the meet-
ing was attended not only by the members of the committee,
but also by representatives of the Roadway Department. At
that meeting it was decided to do the work with a self-regis-
tering dynamometer car, the tests to be made on the line of
the Lehigh Valley Road at the same place where the tests
were made one year ago. The tests to include not only a
consolidation engine, but also an engine of the ten-wheeled
type. It was furthermore decided that the track on which
the tests were to be made should be put in first-class shape
with elevation and gauge on curve to represent what is the
average practice at the present time. It was decided that a
test should be made with ten-wheel type of engine, and with
each tire arrangement, on straight track to ascertain the
lateral motion of the engine. It was agreed that both engines
to be tested should be engines just out of the shop with the
lateral motion between hub of wheel and box X/16 in. on
each side.
The diagram accurately represents the track on which tests
were made, the track used being the right-hand or east-bound
track, and the flags shown on diagram represent the points
between which the readings were taken.
The lateral motion of the ten-wheel engine on straight track
with each tire arrangement was determined with an instru-
ment known as a hydrokinetimeter. As before stated, dyna-
mometer tests were made with a consolidation engine, also
with an engine of the ten-wheel type.
With both engines main rods and valve rods were discon-
nected, boiler and tender cisterns were full of water, and
there was about two tons of coal on each tender.
The dynamometer tests were made by hauling the engine
to be tested through the curve, entering at the lower end so
as to have the grade (56 ft. to the mile) to contend with, at
speeds approximating ten, twenty and thirty miles per hour
for each engine, with each tire arrangement. The start was
made at a sufficient distance from the first flag, to enable
the engineer to get the test train at the desired speed when
passing that flag. The test trains were made up in the follow-
ing order: First, Engine hauling train; Second, Dynamometer
car; Third, Engine being tested. The couplings were blocked
with wooden wedges, to take up the slack.
The hydrokinetic tests were made between two semaphores.
2.63 miles apart, on straight and level track. In making the
tests the train was started at the first semaphore, and brought
to a speed approximating forty miles per hour, which was
maintained until the second semaphore was passed, when the
train was gradually brought to a stop.
Three series of dynamometer tests were made with each
engine, or six in all. The first test was made on the morning
of April 10, and the tests were finished on April 12. The dis-
tance between backs of flanges on engine truck wheels in all
tests was 53^4 in. The distance between backs of flanges on
driving wheels, in all tests except No. 6, was 53% ins. In test
No. 6 the distance between backs of flanges on front and back
pair of drivers was 53% in., while this distance for the middle
drivers was 53% in.
The plain tires were located on driving-wheel centers so
that the center of the tread of tire coincided with the center
of the rail head on straight track. Tires used were Master
234 AMERICAN ENGINEER AND RAILROAD JOURNAL
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Mechanics' standard section, flanged tires 5% in. wide, plain
tires 6V4 in. wide.
The records obtained in the dynamometer test are shown in
the table at the end of this report. A comparison of results
of the tests on engine No. 710 is shown nn Plate 24, and on
engine No. 6S9 on Plate 25 (reproduced here). The results
obtained from engine No. 710 by the hydrokinetic tests are
shown on Plate 26, reproduced as follows;
HYDROKINETIMETER TESTi, ENGINE 710.
Test Number.
Averagre speed, miles per hour..
Maximum speed, miles per hour
Height of float at stiirt. inches
Volume of water at start, cu. in
Height oi float at finish, inches ..
Volume of water at finish, cu in 1693. i3
Volume of water displaced, cu. ins
Per cent, of water displaced
Test No. 1 was made on the 10-wheel engine with rigid truck
and forward drivers plain. In all the other tests swing motion
trucks were used. Test No. 2, consolidation, had second and
third pairs of tires plain. Test No. 3, 10-wheeI engine, had
))lain tires on the middle drivers. Test No. 4, consolidation
engine, had plain tires on the second pair of drivers. Tests
5 and G, 10-wheel and consolidation respectively, had flanged
tires on all wheels.
The hydrokinetimeter consists of a reservoir 18% in. in diam-
eter, 12 in. deep, with a copper float in the center to permit of
accurate measurement of the volume of water displaced; the
different volumes of water displaced indicating the lateral
motion of the engine as affected by the different tire arrange-
ments, and before starting it was filled with water. At the
end of the run the water remaining in the instrument was
measured and the difference represented the volume of water
displaced. The instrument was bolted on top of the fireman's
shield, which is fastened to the top of the back boiler head.
The results obtained justify the members of the committee
in concluding that it is desirable to have flange tires on all
the drivers of mogul, ten-wheel and consolidation engines.
With mogul and ten-wheel engines the tires should be set so
that the distance between the backs of flanges will be 53% in.
With consolidation engines the tires on front and back pairs
of wheels should be set so that the distance between backs
of flanges will be 53% in.; with the other two pair of drivers
SUMMAUY OF DYNAMOMETER TESTS.
BNGINB 710 (10-WHEEL).
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Test No. 1.
Test No. 3.
Test No.
5.
Run. Speed,
im.p. h.
Load,
lbs.
Run.
Speed,
m. p. h.
Lead,
lbs.
Run
Speed,
m.p.h.
12.975
24.600
29.150
Load,
lbs.
1
9.967
16.200
27.275
l7.814
3,780
4,261
3,860
3,967
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Ave'ge...
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22.95
29.70
21.183
' 2,970
3,560
3,170
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2,450
2
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3,350
3,327
Ave'ee .
22.208
3,042
ENGINE 6S9
(OONSOl
IDATION
).
Test No. 2.
Test No. 4.
Test No. 6.
Run
Spec I,
m.p.h
Load,
lbs.
4,410
4,510
4,640
4,510 1
Run,
Speed,
m. p. b.
Load,
lbs.
3,410
3.99U
4,06' 1
3,830
Run.
1
2
3
Ave'ge.
Speed,
m, p. b.
13.0-S3
18.600
27.325
19.669
Load,
lbs.
11.030
18.610
25.700
18.790
1
U ?30
22 675
27.550
20.518
3,300
2
2 . .
3
Ave'ge..
3,730
3
Ave'ge..
3.940
3,657
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5P££0 /rt /f/L£S P£fi HOi/fi.
the tires should be set so that the distance between backs of
flanges will be 53% in.
It should be understood that the committee assumes that
the engines will have swinging trucks.
BEST TYPE OF STATIONARY BOILERS FOR SHOP
PURPOSES.
Committee— J. F. Dunn, J. J. Ryan, John Hickey.
For a medium-sized steam plant, such as is ordinarily re-
quired for a railroad repair shop, a well-constructed and prop-
erly set horizontal tubular boiler with flre-brick lining gives
very good and economical results under varying conditions of
water, fuel and the average flreman, where the steam pressure
to be carried does not exceed 125 lbs. per square inch and
simple non-condensing engines are to be used; as in a properly
constructed return tubular boiler, the radial surface of the
shell exposed to the action of the fire is accessible, and the
interior can easily be kept clean, and the heating surface of
the shell exposed to the fire does' nearly 50 per cent, of the
total work of the boiler.
With water-tube boilers, the heating surface being almost
entirely confined to the tubes, the insoluble salts are deposited
and adhere to the interior surface of the tubes in spite of the
vigorous circulation claimed for this type of boiler, but the
introduction of soda ash and lime into the feed-water will,
of course, act equally as favorable in this type of boiler as in
the others in the prevention of scale forming, and while ordi-
narily it might be considered a difficult matter to keep such
tubes clean, and that the cost of maintenance might be greater
owing to the liability of the tubes leaking where set in the
headers and uptakes, yet all reports received by your commit-
tee indicate the contrary when fairly good feed-water is used,
and invariably those who have used this type of boiler mention
it very favorably, especially the type having straight tubes
(without bends) that are easily accessible at both ends. It is
doubtful, however, whether the water-tube boiler can show
much better efflciency than a properly designed and properly
set return tubular boiler under all conditions. If, however,
the magnitude of the steam plant is designed for compound
condensing engines a properly constructed, first-class water
tube boiler may be preferable to the return tubular for the
reason that it is economical to carry steam at a higher pressure
on compound engines than has heretofore been the practice
with the return tubular boiler. It appears to be the prevailing
practice at the present time, especially so in large steam plants,
to use water-tube boilers capable of carrying a working press-
ure of ISO to 200 lbs, per square inch in connection with com-
pound condensing engines, as, with the water-tube type of
boiler, its heating surface is considered more effective because
of having the heating surface made of very much thinner
material than is possible with the return tubular boiler de-
signed to carry such a high pressure.
Another important point claimed for the water-tube boiler
is its comparative freedom from disastrous explosions in com-
parison with the various other types owing to the subdivision
of the water spaces into smaller volumes, or areas, and that
repairs can be made much quicker on account of not having
to wait so long for boilers to cool down as with the return
tubular type, owing to the heat contained in the shell and
brick settings of the latter; and the ordinary repairs in the
former generally consisting in the renewal of a tube, header
or uptake, which can be replaced in much shorter time than
patching the shell of return tubular boilers, which quite often
necessitates removing a portion of the brick settings. It seems
to be generally conceded, however, that the return tubular
type furnishes the drier steam.
The locomotive type of boilers with internal firebox deserves
some mention on the following point of merit, namely, they
are portable, which permits of their being easily removed from
one point to another, and are a type with which the average
shopmen are familiar and can readily make repairs, and it
requires no expensive brick settings, taking up less room than
either the return tubular or water-tube type, and the heat
from the fuel is absorbed entirely by the heating surfaces of
JOLY, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 286
the boiler; whereas with the return tubular and water-tube
type, the briclc walls enclosing the boilers absorb and radiate
considerable of the heat. However, your committee does not
consider them as economical on fuel as the other types men-
tioned, for the reason that as a rule quite a portion of their
heat-radiating surfaces are exposed to the varying conditions
and changes of atmosphcrt-, thereby causing loss of heat by
radiation. They also require more attention In firing, owing
to the limited grate area, and as a whole the locomotive type
of boiler is much more expensive in construction in mainte-
nance than the return tubular type and can only be recom-
mended to be used as is the generally prevailing custom,
namely, utilizing such boilers as a temporary expedient as
are discarded from locomotives.
It appears that the general practice is to use tubes 3 in. in
diameter for hard or anthracite coal; SMi-in. tubes for first
quality bituminous or high-grade soft coal, and 4-in. tubes for
low-grade bituminous coal; the tubes being not less than 12
nor more than IS ft. in length. The ratio of grate area to
heating surface for return tubular Ixiilers with a natural
draught, using ordinarily good bituminous coal as fuel, is
about 1 sq. ft. of grate area to 35 sq. ft. of heating surface,
and for water-tube boilers, with like conditions, the mean
average ratio is practically 1 sq. ft. of grate area to 45 sq. ft.
of heating surface; but with anthracite coal the ratio is some-
what less, and the mean average ratio of heating surface per
horse-power averages I21/2 sq. ft. for return tubular boilers
and 10 sq. ft. for water-tube boilers.
Your committee regrets that it is not prepared to malce any
recommendations as to preference between the return tubular
or water-tube type of boilers, and simply mention that either
type is both efficient and economical under the conditions as
mentioned in the foregoing report. The important factor gov-
erning either type is to have it of adequate capacity to meet
the varying demands of the load without having to be forced
to its maximum capacity, at which point any type of boiler
ceases to be economical. It is also desirable to have as large
a grate area as practicable within reasonable limits, to permit
of burning slack or refuse coal, and the smokestack should
be of ample area in both diameter and height, as a good
draught and consequent greater heat tends to more perfect
combustion, especially of the volatile part of the fuel, of which
almost all American bituminous coals contain a large amount.
Another very important factor of which the members of this
Association are cognizant, but which quite often is not given
the attention its importance deserves, is the matter of keeping
boilers, including the brick walls (of the settings), tight and
free from leaks and the interior of the boiler as clean as pos-
sible under existing conditions, as a very small leak in the
boiler will very often materially affect the evaporative effi-
ciency, and the leak, if only a simmer, if allowed to continue,
forms corrosion which eats the plates away and eventually
necessitates the application of a patch, which could be pre-
vented by a few minutes' caulking at the start.
(To Be Continued.)
INCREASE IN THE USE OF THE PINTSCH LIGHTING
SYSTEM.
At the close of each year it is the custom of the Julius
Pintsch Company of Berlin, Germany, to make a report show-
ing the number of cars that have been equipped in the various
countries with the Pintsch system of gas lighting; also the new
buoys supplied for harbor and channel lighting, and the num-
ber of gas works that were erected during the past twelve
months.
The report for the year closing December 31, 1S99, showing
the progress made with the Pintsch system, which is now in
use in twenty-one countries for lighting cars and buoys, has
just been received and is printed below. It is evident from the
large number of cars equipped in the year 1899, which are
7,292, that there is a constant extension of this system of car
lighting by roads that some years ago adopted it, and also
a rapid adoption of the system by smaller roads, which have
postponed making a change from oil to gas.
Statement for 1S99. Buoys
Loco- Gas and
Cars. motives. Works. Beacons.
Germany 36,305 3,784 71 98
Denmark 45 3 21
England 18,290 18 87 236
France 5.425 22 238
Holland 3,166 114 9 60
Italy 1,528 .... 4 15
Switzerland 380 9 1
Austria 3,211 .... 10 1
Russia 2,275 57 13 13
Sweden 475 S 4 2
Servia 154
Bulgaria 33 1
Turkey 103
Kgypt 2 .... 3 112
Canada 49 2 46
Brazil 974 31 1 31
Argentine 1,041 .... 10 2
Chili 46 .... 1
India 7,744 .... 10
Australia 2,053 .... 3 29
United States 14,883 .... 51 134
Total 98,182 4,021 306 1,038
Increase for the year 7.292 367 3 146
The new locomotive equipments furnished in the various
countries in 1899 were 367. These are used almost exclusively
in Europe, and, in fact, all but 31 were for European roads.
the 31 being supplied to railroads in Brazil. There were three
new Pintsch gas works erected In 1899. and 146 new buoys and
beacons supplied to the various governments. The total num-
ber of cars now equipped with Pintsch gas throughout the
world foot ui) to 98,182. These figures, as before stated, were
up to Uecimbir 31, 1899, and it is safe to say that there are
now throughout these 21 countries over 100,000 cars so equipped.
The total number of locomotives now figure up to 4,021; gas
works 306; and buoys and beacons 1,038. These figures are
Interesting and speak well of the satisfaction that results
from the use of the Pintsch system.
EXHIBITS AT THE CONVENTION.
The following is a list of the exhibits at the Mechanical Con-
ventions at Saratoga, N. Y. :
Adams & Westlake Company, Chicago, 111.— Exhibited Adlake
acetylene gas car lighting system.
American Balance Slide Valve Company, Jersey Shore, Pa..
and San Francisco. Cal— Exhibiting American balance slide
valves for locomotives, marine and air engines and American
balanced piston valves.
American Brake Company, St. Louis, Mo.— Locomotive brakes
and engine truck brakes, automatic slack adjuster.
American Brake Shoe Company, Chicago.— Exhibiting brake-
shoes.
American Car & Foundry Company, St. Louis.— Canda box car.
designed for 100,000 pounds' capacity; Canda self-clearing
wooden gondola car, designed for 100,000 pounds capacity; D. L.
& W. structural steel hopper car, class S. H. 50, for coal and
ore, designed for 110,000 pounds' capacity.
American Carbide Lamp Company, Philadelphia.— Exhibit of
lighting device in Boston & Albany car No. 84 at foot of 'Wash-
ington street.
American Locomotive Sander Company, Philadelphia, Pa. —
Pneumatic track sanders— Leach, Houston, She, Curtis and
Dean.
American Steam Gauge Company, Boston, Mass. — Standard
locomotive gauges with rigid or hanging non-corrosive move-
ments, Duplex air brake gauges, pop safety valves, original
Thompson improved indicators.
American Steel Foundry Company, St. Louis, Mo.— Exhibiting
models of steel trucks and body bolsters.
Armstrong Bros. Tool Company, Chicago, HI.— Complete line
of planer and machine shop tools.
Atlantic Brass Company, New York, N. Y.— A. B. C. journal
bearing.
Atlas Railway Supply Company, Chicago, 111.— Samples of
Atlas primer and Atlas surfacer, made under the Thomas S.
Vaughn formula for passenger cars and locomotives; also
their I. X. L. composition forall kinds of wood and ironwork.
Automatic Air & Steam Coupler Company, St. Louis, Mo. —
Model of the device.
Automatic Track Sanding Company.— Manufacturers pneu-
matic track Sanders, both hand and pneumatic, for all classes
of locomotives, Boston, Mass.
Ball Bearing Company, Boston, Mass. — Ball bearings.
Baltimore Ball Bearing Company, Baltimore, Md. — Ball side
bearings.
F. W. Bird & Son, East 'Walpole, Mass. — Torsion proof car
roof.
Bierbaum & Merrick Metal Company, Buffalo, N. Y. — Lumen
bronze, car bearings, side rod brasses, etc.
R. Bliss Manufacturing Company, Pawtucket. R. I. — 'U'ood's
platform gate for steam, elevated and street cars; Crone's pat-
ent air gate for steam and elevated railways.
Boston Artificial Lea;ther Company, 12 East Eighteenth
street. New York. — Car seats covered with moroccoline, strips
of moroccoline in different colors and grains.
Boston Belting Company, Boston. — Samples of, air brake,
steam and car heating hose, mats, matting.
Bradley Company, Syracuse, N. Y. — Bradley hammers and
forges.
Butler Drawbar Attachment Company, Cleveland. O. — Tan-
dem attachments.
Carborundum Company, Niagara Falls. N. Y. — Carborundum
wheels; also Yankee drill grinders and specialties, cloth and
paper.
L. C. Chase & Co., Boston, Mass. — Exhibiting complete line
of Chase plushes, made at the Sanford mills, consisting of plain
and frieze goods; also a new line of artificial leathers.
Chicago Pneumatic Tool Company, Chicago, 111. — Exhibiting
Chicago reversible drills in five different sizes; Boyer drill, two
sizes; Chicago rotary drill, four sizes; flue cutters, flue welders,
Chicago piston breast drills, Chicago rotary breast drills, 10-
horse-power motor, Boyer long stroke riveting hammer. Boyer
clipping and calking hammer, shell riveters, Boyer speed
recorder, Chicago sand rammers, Chicago painting machine,
Chicago oil rivet forges. Boyer yoke riveters. Chicago staybolt
biter. Chicago staybolt chuck, Ford dolly bars, pneumatic
holder-on.
Chicago Grain Door Companj', Chicago. III. — Grain door, se-
curity and lock brackets.
Chicago Railway Equipment Company, Chicago, 111. — Nation-
al hollow, Kewanee, Diamond and Central brakebeams, auto-
matic frictionless side bearings, and have a specially adapted
brakebeam for high-speed brake service.
Cleveland City Forge 'Works, Cleveland. O. — Turnbuckles and
drawbar pockets.
Cloud Steel Truck Company. Chicago. 111. — Cloud pedestal
truck. Cloud pressed steel archbar truck, Bettendorf I-beam
body and truck bolster.
236 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Consolidated Car Heating Company, Albany, N. Y.— Exhibit-
ing steam, hot water and electrical car heaters.
Consolidated Railway Electric Lighting & Equipment Com-
pany, New Yorli, N. Y.— Model o£ the system ot lighting cars
by electricity generated from the axle; also a private car
equipped with this system of electric lights and fans in opera-
'crosby Steam Gauge & Valve Company, Boston, Mass.— \^■a-
terback locomotive gauges, muffler and plain pop valves, chime
whistles, spring Beat globe and axle valves, Johnstone blow-off
VfllVB
Cur'ran & Burton. 70 Kilby street, Boston, Mass.— Exhibiting
the Huff track sanding device. Huff automatic steam blower.
Huff aux;;i&.ry variable exhaust.
Curtain Supply Company, The, Chicago, 111.— Exhibiting Bur-
rowes and Forsyth "roller tip" and Acme and Climax "cable"
car curtains and fixtures. ,^ t.- j ,* ■
Dayton Malleable Iron Company, Dayton, O.— Five draft iig-
gings, complete, of four different types, single and double spring
with malleable iron and wooden draft sills.
Frank S. De Ronde Company, New York and Philadelphia.—
Lythite paint and painting machinery. ., , v, •
Detroit Lubricator Company, Detroit, Mich.— Detroit lubri-
cators with the Tippett attachment, back pressure values for
steam chests. .
Drexel Railway Supply Company. Chicago.— the Schroedei
grain door and Cardvvell brakeshoe.
Dunlap & Plum, Columbus, O.— The U. & W. piston air drill.
O M Edwards, Syracuse, N. Y.— Window fixtures.
Fairbanks Company, New York, N. Y.— Exhibiting Fair-
banks valves, Merrell pipe machines, Oster stocks and dies,
Nicholson compression coupling, Nicholson adjustable mandrel.
Dart couplings and flanges. Durable wire rope, Walker mag-
netic chuck, vulcabeston packing, pneumatic drills.
Garry Iron & Steel Roofing Company, Cleveland, O.— Exhibi-
ting revolving pneumatic crane and a pneumatic car jack.
Gem Manufacturing Company, Pittsburg, Pa.— Gem oiler.
Gold Car Heating Company, New York and Chicago.— Car
heating apparatus, duplex coil system and straight stem
operated under steam; also various parts of apparatus shown
Goodwin' Car Company, New York, N. Y.— Steel model of car,
full size section drawings and photographs.
Gould Car Coupler Company, 25 West Thirty-third street,
New York N. Y.— Showing passenger and freight slack ad-
justers improved M. C. B. Journal box, model of the improved
malleable draft rigging for freight equipment with spring
buffer blocks- a quarter size model of the Gould vestibule con-
tinuous buffer, M. C. B. passenger coupler and improved steel
passenger platform. , , ,. ,
M. C. Hammet. Troy, N. Y.— Richardson balanced valves, link
grinders and Sansom bell ringer. ^ , ^ r^ „ i,v.-»- tv
Harrison Dust Guard Company, Toledo, O.-Bxhibiting the
Harrison dust guard in the four following sizes; 40,000, 60,000,
80,000, 100,000 pounds' capacity.
Hale & Kilburn, Philadelphia, Pa.— Pressed steel car seats.
Heywood Bros. & Wakefield, Boston and New York.— Exhi-
biting car seats, showing Wheeler, Henry and Bushnell makes,
rattan parlor car chairs. „, „
Illinois Malleable Iron Company, Chicago.— The Bruyn auto
swinging smoke jack. „ , , . „ ^ t.
International Correspondence Schools of Scranton, Pa.—
Demonstrating car in charge of W. N. Mitchell. Located on
H W Johns Manufacturing Company, New York.— Full as-
sortment of asbestos goods. Specialties in fire felt, locomotive
lagging Kearsarge gaskets and vulcabeston for piston rods;
packing valves; stems and air brake packing rings.
Joyce Cridland Company, Dayton, O.— Hydraulic Jacks,
geared lever lacks, screwjacks and single lever jacks.
Philip S. Justice & Co., Philadelphia, Pa.— Reliance hydraulic
"''^Keasbey & Mattison Company, Ambler, Pa.— Magnesia loco-
motive lagging and train pipe covering.
Keystone Drop Forge Works, Philadelphia, Pa.— The Key-
stone conrecting link. To take the place of a weld for connect-
ing brake, guard or wrecking chains.
Koko Cream Company, New York.— Preparation for cleaning
varnished surfaces and interior of cars.
Lappin Brake Shoe Company, New York.— Car and locomo-
tive brakeshoes. „,,_ t, , *• c
Leach & Simpson, Chicago, 111.— The Ferguson locomotive fire
kindler. ,..,..i.
Locomotive Appliance Company, Kansas City.— Exhibiting
model of Economic valve. ,. „ r • .
Lunkenheimer Company, Cincinnati, O.— Injectors, globe
valves and swing check valves. „, ^ , . .
Manhattan Rubber Manufacturing Company, New York.— Air
brake hose, rubber packing, Victor driving brake packing, hard
rubber valves, gaskets, zigzag stitched belt.
Manning, Maxwell & Moore, New York City.— Metropolitan
injector Hancock single and double inspirators, boiler checks
and main steam valves, intermediate swing checks for delivery
pipes duplex boiler check with Inside stop valve, Ashcroft
steam gauges and Consolidated safety valve.
' McCord & Co., Chicago and New York.— McCord journal box,
McCord coil spring damper, Johnson hopper door.
Michigan Lubricator Company, Detroit, Mich.— Michigan im-
proved triple lubricator No. 3, and automatic steam chest plugs,
also air brake cups. ^ » ,^ ,, u ., ,.j
Monarch Brake Beam Company, Detroit.— Monarch and solid
brakebeams.
Moran Flexible Steam Joint Company, Louisville, Ky. — Large
joints and all-metal steam-heat couplings.
National Car Coupler Company, Chicago. — Automatic car
coupler.
National Elastic Nut Company, Milwaukee, Wis. — Exhibiting
self-locking steel nuts.
National Railway Specialty Company, Chicago, 111. — N. R. S.
journal bearing key. Royal dustguard.
National Malleable Castings Company, Cleveland, O. — Tower
couplers, Stevenson dustproof oil box and lid.
National Lock Washer Company, Newark, N. J. — Exhibiting
the National sash lock.
New York Compressor Company, New York, N. Y. — One
straight line and one duplex compressor.
A. O. Norton, Boston, Mass. — The Norton patent ball-bearing
jacks and "sure drop" track jacks; also a full line of other
jacks for all kinds of service.
The Pantasote Leather Company, New York. — Exhibit show-
ing section of palace car fitted with pantasote curtains, head
linings and upholstery.
Peerless Rubber Manufacturing Company, New York. — Air
brake hose, steam hose, engine and tender hose, gas hose, pack-
ings, rubber matting, hose for pneumatic tools, etc.
Pearson Jack Company, Boston. Mass. — Pearson jacks, Pear-
son kingbolt clamp, Goodwin brakebeam clamp.
Penberthy Injector Company, Detroit, Mich. — Erwin steam
ram.
Pneumatic Crane Company, Pittsburg, Pa. — Exhibiting self-
propelling hoist and trolley, with unlimited travel and revers-
ing air motor.
Powers Regulator Company, Chicago, 111. — Temperature con-
trolling apparatus.
Pressed Steel Car Company, Pittsburg, Pa. — Exhibiting N. Y.
C. Hat car; C. & A. flat-bottomed gondola, capacity 100,000
pounds; Great Northern hopper gondola ore car, designed to
carry 110,000 pounds of ore; Erie hopper gondola coal cai-, de-
signed to carry 110,000 pounds of coal, new type, having no side
sills; P. R. R. hopper gondola coal car, with side sills, designed
to carry 119,870 pounds of coal; also Buckeye truck frame.
Railway Appliance Company, Chicago. — Gilman-Brown emer-
gency knuckle.
Rand Drill Company, New York, N. Y. — Rand compressor.
Roberts Car & Wheel Company, Three Rivers, Mich. —
Pressed steel wheel, also an emergency air brake hose clamp.
Safety Car Heating & Lighting Company, New York, N. Y. —
Exhibiting car lighting and heating apparatus. The new feat-
ures are fancy deck lamps, bracket lamps, gas ranges for priv-
ate cars and buoy lantern.
Schenectady Locomotive Works, Schenectady, N. Y. — One
New York Central mogul, one Northern Pacific 10-wheel com-
pound and one Northwestern fast express engine.
Simplex Railway Appliance Company, Chicago, 111. — Simplex
bolsters for 80,000-pound capacity cars, also same for 60,000-
pound. Susemihl frictionless roller side bearing.
Smillie Coupler & Manufacturing Company, Newark, N. J. —
Smillie improved coupler.
Standard Coupler Company, New York. — Standard steel plat-
form and improved standard pressure coupler.
Standard Pneumatic Tool Company, Chicago, 111. — Pneumatic
drills, boring machines, pneumatic hammers, reversible boring
machines, reversible flue rolling machines, chain hoists, re-
versible staybolt, reaming-tapping machines, long stroke rivet-
ers and yoke riveters.
Sterlingworth Railway Supply Company, Easton, Pa. — Exhi-
biting rolled steel car, Sterlingworth rolled steel truck, Sterl-
ingworth rolled steel body and truck bolster and Sterlingworth
rolled steel brakebeam.
Standard Paint Company, New York. — "Ruberoid" locomotive
cab roofing, paints for iron or wood exposed to dampness or the
action of acids or alkalies, preservative paints.
Standard Railway Equipment Company, St. Louis, Mo. —
Pneumatic tools.
Star Brass Manufacturing Company, Boston, Mass. — Air and
steam gauges, chime whistles, pop valves.
Thornburgh Coupler Attachment Company, Detroit, Mich. —
Coupler attachments for all classes of equipment, either with
single, double or triple springs, with or without metal draft
arms.
United & Globe Rubber Manufacturing Companies. Trenton,
N. J. — Exhibiting a full line of rubber supplies for railroad use.
Universal Car Bearing Company, Chicago. — Car bearings.
Universal Railway Supply Company, Chicago. — Car doors.
Walworth Manufacturing Company, Boston, Mass. —
Ratchets, Stilson wrenches, stocks and dies; pipe taps, pipe
vises, pipe cutters, nipple holders. Smith's railway track
ratchet, steam whistles.
West Disinfecting Company, New York. — Disinfecting appli-
ances.
Western Railway Equipment Company, St. Louis. — Combina-
tion lug and follower casting. Economy slack adjuster, tandem
combination lug and follower, sill and carline pocket, bell
ringer. Western flush door, interchangeable door, safety and
security truck and casting, the Mudd sander, the Lindstrom
non-freezing suction pipe, St. Louis flush door, Acme pipe
clamps, Downing card holder. Acme tender pocket, lugless draft
beam, side bearings.
J. H. Williams & Co., Brooklyn, N. Y.— Exhibiting car
wrenches, track wrenches, hoist hooks, eyebolts. pipe wrenches
and special forgings.
Woven Steel Hose & Cable Company, Trenton, N. J. — Exhi-
biting woven steel hOB*.
adgdst, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 2S7
«AMERICAN-^
ENcmEER
RAILROAD ^JOURNAL
AUGUST, I'JOU.
OOaSTTEHTTS.
Paere
ILLUSTKATKD AKTICI.ES :
Norlhwostern Type Locomotive 237
Test Car, University ot llliiioiH. 2.W
Twelve- VVliOL'l Locoraoti\'o, I. 0.
K. R 212
Hollow Valve Stem and (iuide.. 217
Passenger Locomotive for Fin-
land 250
Strength of Iron Jaws 255
Lubricated Center Plates 25(1
Graduated Dials on Lathes 257
Brakpshoes at the Paris Exposi-
tion .... 258
Master Mechanics' Association
Heports 263
Editohi.vls:
Encouragreuipnt of Subordinates 252
A. Gas Knurine Test 252
The New York Harbor Fire 252
Malleable iron Sold as Steel 252
Starting Power of Compound
Locomotives 252
Heating surface of iVater Tube
Boilers .. ... 253
The Merits of Large Grafs. 253
Articles Not Illustkateu:
The Consulting Engineer and
Shop Plans 238
Better "l<'ootplate3' Needed. ... 238
Problems the Wide Kirebox
Solves 244
Page
AKTici.ica Not Illustrated:
Comparison iil High Speed
Trains
The Modern llotiiulhousc
Opinion of the Coiupound Loco-
motive
End Doors in Passenger Cars..
Satisfaction with Compound
Locomotives
Cast >teel Driving Wheels
Train Lighting from the Axle..
VVanted-*A (iood Kailroad —
Direct Current Electric Motors.
Ferrell Wood Fireproofing Pro
C mses of Flange Wear of
Wheels 2JSI
Three Applications of Electric
Motors in Shops
Personalo
The storehouse
The Purch 'Sing Agent
rhc Steamship " Deutschland ''.
Yellow Signal L'giits
Railroad Rolling Stock Sta-
tistics ...
Hooks and Pamphlets
Equipment Notes
M.ister Car Builders' Associa-
tion Reports
Master .Vlecbanics' Association
Reports
215
215
241)
247
2J7
218
248
218
248
219
251
251
254
255
2.i7
•257
258
258
261
•?62
••NORTHWESTERN' TYPE PASSENGER LOCOMOTIVE.
Chicago & Northwestern Railway.
The Schenectady Locomotive Works are building six most
interesting passenger locomotives for the Chicago & North-
western Ry., one of which was exhibited at the Saratoga con-
ventions and is now in service. The wheel arrangement is that
of the Atlantic type, but the features of the rear end are so
unusual as to justify giving it another name, the '•Northwest-
ern" type. This engine has the largest amount ot heating sur-
face ever given to an engine of this wheel arrangement, and the
grate area, due to the wide firebox, is the largest ot which we
have record, for a design Intended exclusively for soft coal.
We con.sider this engine as a remarkable step In the develop-
ment of powerful fast passenger locomotive!-, and In order to
do it justice we shall take it up again in our columns when per-
formance records have been made, with a discussion of the
prominent features of the design. At this time attention will
lie confined to the general features.
The chief departure from the usual Atlantic type Is in the
frame arrangement at the back end and the use of outside
journals for the trailing wheels. Wider support for the firebox
than can be had with the Atlantic type was desired. A wide
firebox with the usual arrangemtnt of fiames cau.es consider-
able overhang of the mini ring at the sides, an<l with outside
journals and supplemental frames the supports ate placed
directly under the mud ring at its extreme width. The purpjse
of this is to steady the engine and prevent excessive vibratory
movements at high speeds. This design also simplifies the
difficulties of getting in a good ashpan. and it removes the trail-
ing journals from the heat of the as-hes. The wide firebox is
the special feature of this engine. It gives a large grate area
without excessive length, and it may be increased in width if
desired. In this respect the engine is callable of ftirthei- growth
and increase of power.
The valves are of the piston type with inside admission and
the motion is direct. In every particular the engine represent-;
great care in design and construe^on, and its influence upon
future practice in fast passenger locomotives may be expected
to be very strong in favor of larger grates. In fact we believe
it to be the forerunner of a general introduction of wide grates
for soft coal engines hauling heavy passenger trains. 'It is,
therefore, considered one of the most important of recent
American locomotives. Messrs. Quayle and Henderson, as well
as the Schenectady Locomotive Works, are congratulated upon
this production.
The following particulars have been furnished by the build-
ers:
■•North- Western" Type Locomotive.
General Dimensions.
Gauge 4 ft. 8>4 in.
Fuel Bituminous coa I
Weight in working order 160,000 lbs.
Weight on drivers 90,000 lbs.
Wheel base, driving 7 ft. 0 in.
Wheel base, rigid 16 ft. 0 in.
Wheel base, total 26 ft. 9 in.
Wheel base, total ot engine and tender 54 ft. 8% in.
"NORTHWESTERN" TYPE PASSENGER LOCOIVIOTIVE.
Chicago & Northwbstern Railway, Schenectady Locomotive Works, Builder
Weights; Total of engine I60,0001bs.; on drivers 90,000 lbs ; total, engme and tender, 20 ',000 lbs.
Wheelbase: Driving 7ft.; total of engine 26 ft, 9 in ; total, engine and tender -54 ft 8?i in.
Cylinders: 20 x •ib in. Wheels: Driving .. . ....80in: truck 3ii in. ; trailers 48 in.
Boiler: -'traight, radial stays, diameter 68?^ in; boiler pres.'ure ::001bs.
Firebox Length 102^ in.; width 65'4in.; depth, from ... 76!4in.; depth, back C7 in
Grate: Rocking; area ..46.2sq. ft.; Tubes 338 2-in .... l!<2in. long.
Heating surface : Tubes... •2,816.9 sq. ft.; watertubes 28.27; firebox 170.7; total S.Olosq.ti.
Tender: Eight-wheel; tank capacity 5,'200 gals, water, 8 tons coal.
238 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Cylinders.
Diameter of cylinders 20 in.
Stroke of piston 26 in.
Horizontal thiclfness of piston 5% in.
Diameter of piston rod 3^ in.
Size of steam ports 1% in.
Size of exliaust ports 2% in.
Size of bridges 1% in.
Valves.
Kind of valves Piston
Greatest travel of slide valves 6 in.
Outside lap of slide valves H4 in.
Inside lap of slide valves % in.
Lead of valves in full gear Ijine and line, 0 in.
Kind of valve stem packing Hemp
Wheels, Etc.
Diameter of driving wheels outside of tire SO in.
Material of driving wheel centers Cast steel
Driving box material Cast steel
Diameter and length of driviing journals 9 in. dia. by 12 in.
Diameter and length of main crank pin journals (main side tj% by
4V2 in. ) 6 in. dia. by 6 in.
Diameter and length of side rod crank pin journals
41/^ in. dia. by 4 in.
Engine truck, kind Four-wheel, swing bolster
Engine truck, journals 6 in. dia. by 10 in.
Diameter of engine truck wheels 36 in.
Kind of engine truck wheels "National" steel tired
Boiler.
Style Straight
Outside diameter of first ring 68% in.
Working pressure 200 lbs.
Material of barrel and outside of firebox Carbon steel
Thickness of plates in barrel and outside of firebox
11/16 in., % in., 7/16in.
Firebox, length T...V)2'^ in.
Firebox, width 76^4 in. F; 67 in. B.
Firebox, depth 76% in. P.
Firebox, material Carbon steel
Firebox plates, thickness
sides % in., back % in., crown 34 in., tube sheet 14 in.
Firebox, water space
front 4 to 5 in,, sides 3V4 to 5V4 in,, back 3Vi to iV^ in.
Firebox, crown staying Radial
Firebox, staybolts Taylor iron
Tubes, material Charcoal iron No. 12
Tubes, number of 33S
Tubes, diameter 2 in.
Tubes, length over tube sheets 192 in.
Fire brick Supported on 4 water tubes
Heating surface, tubes 2.S16.91 sq. ft.
Heating surface, water tubes 28.27 sq. ft.
Heating surface, firebox 170.7 sq. ft.
Heating surface, total 3,015.88 sq. ft.
Grate surface 46.2 sq. ft.
Grate, style Rocking, C. & N.-W. style
Ash pan, style Sectional
Exhaust pipes Single
Exhaust nozzles 4% in., 5 in.. 5>4 in. dia.
Smoke stack, inside diameter 16% in. at top, 14 in. near bottom
Smoke stack, top above rail 15 ft. 1% In.
Boiler supplied by Two Monitor injectors, size No. 1(1
Tender.
Weight, empty 43,200 lbs.
Wheels, number of 8
Wheels, diameter 36 in.
Journals, diameter and length 5 in. dia. by 9 in.
Wheel base 16 ft. 10 in.
Tender frame 10-in. steel channels
Tender trucks 4-wheel, channel iron, center bearing and
side bearings on both trucks
Water capacity 5,200 U. S. gallons
Coal capacity ,S tons
THE CONSULTING ENGINEER AND SHOP PLANS.
In summing up the progress which has been made during
the past ten years in various branches of railroad work, that
of shop arrangement and equipment has not had its share
of attention. A great deal has been achieved in shop improve-
ment and the electric motor seems destined to work still more
changes, not only in arrangement of buildings and machinery,
but even in the matter of location of shops. A few years ago
motive power department draftsmen were able to plan and
carry out extensive shop improvements. The problems were
comparatively simple before it became necessary to decide
upon the methods of power distribution, the capacities of
generators with reference to those of the motors, the most
favorable selection of units for individual and for group driv-
ing, the sizes of groups, the determination of voltage and
the systems of wiring. Now also the gas engine and steam
turbine come in for attention in the power-house ques-
tion. These questions and those of shop heating, ventilation
and lighting may all be settled indifferently well by consul-
tation with those who are prepared to contract for the com-
plete equipments of the various kinds, but there is a better, a
more satisfactory and almost necessary method, entrusting
all of the plans and details to a specialist, a consulting
engineeer who has the necessary experience and information
and can bring to bear a knowledge which no one else may
hope to possess. The tendency to employ a consulting engineer
tor the plans of new shops is a marked step in advance which
should be recognized. There are three good reasons why he
should be called upon. The mechanical officers are now over-
loaded, and while they are always ready to do this work, some-
thing else must suffer if the new shops receive the attention
they require. The questions call for a wider special kind of
experience than the motive power man can be expected to
have, and last and most important, the right kind of consult-
ing engineers for this work are now available. Railroad man-
agements will do well to take these facts into consideration
in connection with new shops. It is not necessarily the best
arrangement from a steam engineering standpoint that will
give the best results, but rather a balance of a large number
of very peculiar factors and the fact that they will affect the
cost of the repairs of rolling stock for many years should
lead to the right view in regard to the engineer's fee.
BETTER "FOOTPLATES" ARE NEEDED.
Methods for fastening the rear ends of locomotive frames
need more attention as the capacities of locomotives increase.
The old-time, heavy cast-iron footplate is now seriously
missed as a factor in holding the frames against the tugging
action caused by the sudden application of high pressure
against large pistons. As soon as a little motion is pi'oduced
between these pai'ts looseness and wear begin, and then frames
and cylinders begin to break and saddles loosen from the
smokebox. The back ends of the frames need to be more
rigidly secured than ever before. The single or double bars
across the frames at the ends with a gained joint are insuffi-
cient in stiffening capacity, and they are often put together
with a joint which is almost impossible to fit with accuracy
when built and is sure to work loose in service. When once
loosened the stresses which should be met here are ti-ans-
terred to some other point. The part which now takes the
place of the footplate should have ample bearing surfaces and
plenty of bolts. It should be made with a view of securing a
tight, firm fit, and whether bolted or riveted, precautions should
be taken to avoid the shocks of pulling and buffing. A good
way to accomplish this is to provide a spring buffer between
the engine and tender which will keep the tender draft link
always in tension. If the slack of this link is always taken
up the whole frame system of the engine will be relieved from
a lot of destructive stresses. It may at first appear impos-
sible that excessive lead of the valves should exert an influ-
ence upon the rear frame connections; but it has recently de-
veloped that this is the case. It should be remembered that
steam pressures have been rising as weights have increased,
and excessive lead with 200 or 225 lbs. boiler pressure sub-
jects the whole engine to a series of violent shocks. Framing
and bracing must be strong to resist them. These facts are
brought to mind upon seeing heavy engines built, as they are
now being built, with only two relatively small wrought-iron
braces across the back ends of the frames. This is not be-
lieved to be a good way to save weight.
Scale is genei'ally removed from boiler flues by "rattling"
them in a tumbling barrel or by machines to cut through the
deposit and grind it off. An impi'oved and very convenient
method used at the Sayre shops of the Lehigh Valley is I'e-
corded by the "Railroad Gazette." The flues are heated to a
cherry red in a long furnace and then dropped into cold water.
The difference in the contraction of the tube and the scale
causes the scale to crack off and leave the tubes. It is found
to be cheaper than the other methods at Sayre.
Professor W. F. M. Goss has been chosen Dean of the engi-
neering schools of Purdue University, a merited honor upon
which we join his numerous friends in congratulations.
AuGusT.iuoo. AMERICAN ENGIN E E R AND RAILROAD JOURNAL. 239
, _ -40-0'' OrerSm ^ „ ...
^.
-%--■■ ~
Railway Test Car, Illinois Central R. R. and University of Illinois.
Fig. 1.— Side View and Plan.
Fig. 2.— End View.
TEST CAR OF THE ILLINOIS CENTRAL RAILROAD AND
THE RAILWAY MECHANICAL ENGINEERING DE-
PARTMENT OF THE UNIVERSITY OF ILLINOIS.
By Edward C. Schmidt,
Instructor in Railway Mechanical Engineering.
This car is now almost completed at the Burnside shops of
the Illinois Central Railroad at Chicago. It will be owned
and operated jointly by the Illinois Central Railroad and the
Railway Mechanical Engineering Department of the Univei-slty
of Illinois, the car being built by the former and the appa-
ratus and other equipment by the latter. It is designed for
general railroad experimental work and will be adapted for
the following purposes, for each of which it has its special
equipment: Measurement of train resistance; autographic
track Inspection, locomotive road tests and air brake tests.
Hydraulic transmission of the pressure and motion has been
adopted for the apparatus for dynamometric work and for
track inspection; the latter, however, is not being at present
installed. The car has been designed under the direction
of Mr. Wm. Renshaw, Superintendent of Machinery, Illinois
Central Railroad; Professor L. P. Breckenridge of the De-
partment of Mechanical Engineering of the University of
Illinois, and the writer. The car itself has been specially de-
signed for this work and is shown in Figs. 1 and 2. It has
been made particularly heavy, in order to withstand the usage
it will receive in the heaviest freight service.
It Is 45 ft. 4 in. in length and 40 ft. over the end sills, which
is as long as is compatible with the necessary stiffness and
rigidity. It is 8 ft. 4% in. wide inside, 9 ft. 1% in. outside,
with an extreme width of 10% ft. over the observation win-
dows. About 15 ft. in the rear end is occupied by the berths,
lockers, closets and toilet-room, leaving 25 ft. working space
in which are placed the tables and instruments. The lookout
shown in the rear of the car affords facilities for observing
the handling of the train, and in it are placed the push-but-
tons controlling the signals to the operators below, and also
the pens which mark on the dynamometer record the location
of mile posts, stations, curves and grades. The projecting
windows at the front end also provide means for watching
the train and engine. The next three figures show the gen-
eral arrangement and some of the details of the apparatus
used in experiments for the measurement of train resistance,
which constitutes at present the more important part of the
equipment, the track inspection apparatus not being designed
as yet. Fig. 3 is a diagram showing the various parts of the
apparatus in their relations to one another. The pressure
due to the pull on the draw-bar is taken in a cylinder filled
with oil, and this pressure transmitted by the oil to the re-
cording and indicating gauges in the car above. The record
of the amount of draw-bar pull is made on a continuous strip
of paper 6 in. wide, which is drawn past the marking pen
on the recorder at the rate or 13.2 in. per mile.
The paper is driven from the car axle as indicated and upon
240 AMERICAN ENGINEER AND RAILROAD JOURNAL
Speed 6jje
Fig. 3.— General Arrangement of Apparatus.
it are marked, in addition to tlie curve showing the pull on
the draw-bar. tlie location of mile posts and stations, and also
time. The mile post pen. which is controlled by electro-mag-
nets, draws a continuous line and at mile posts and stations
is drawn slightly aside by these magnets, which are oper-
ated from a push-button touched by the observer in the look-
out. The pen recording time is similarly made and Is auto-
Dynamometer Cylinders.
matically controlled by a clock which makes electric contacts
every five or ten seconds as desired. A speed record is also
obtained upon a separate chart in the speed recorder shown
at the right. *
The oil pump receives its supply from the oil supply tank,
and by properly arranged piping forces it into the three cyl-
inders of the dynamometer. Compressed air, taken from the
au.xiliary reservoir of the air-brake sys-
tem, is used to clear the oil from the cyl-
inders when necessary, and also to aid in
filling them and to blow oacK from the
leakage tank whatever oil leaks by the
pistons and stuffing-boxes of the three
cylinders.
From the switchboard electric connec-
tions are made to the various signals and
pens, to the revolution counter in the car
which shows the
revolution of the
driving wheels
and also to the
electric signals
for indicator
cards at the front
end of the en-
gine.
The dynamo-
meter cylinders
are shown in Fig.
4. They are made
in three castings
held together by
stud bolts, not
shown in the
August. 19U0. AMERICAN ENGINEER AND RAILROAD JOURNAL, ^41
drawing. Tho effective area of the largest cylinder
is BO sq. in., of the second 30 sq. in., and of the
smallest .5 sq. in. It is intended that the working
pressure of the oil in the cylinders is to be from
300 lbs. per sqviaie inch lo 1,000 lbs. per square
inch, and for this range of i)ressures cylinder No.
1 has sufficient capacity for the heaviest freight
service. No. 2 will be used when working with a
train of ordinary tonnage, while No. 3 will be used
for passenger service. In this last case the work-
ing pressure may be somewhat higher. If it should
become necessary, cylinders 1 and 2 could be
coui)led up in tandem, thus giving an effective
piston area of 90 sq. in.
EhID U View EiCrATION
Fig. 5.— Table and Plan of Dynamometer, Recording Gauge and Speed Recorder.
The piston rod is connected to a draw-bar yoke of special
design and is so arranged that when the piston travels for-
ward too far beyond its working position the pull is taken
on the springs of the ordinary draw-bar rig. Pushes on the
rod are likewise received immediately upon these springs.
An electric "tell-tale" arrangement notifies the operator when
the piston passes its proper limits on account of the leakage
of oil. The cylinders are reamed, the pistons ground and the
piston rod ground where it moves through the stuffing-boxes.
The stufflng-boxes were designed particularly for this arrange-
ment and consist essentially of the inner sleeve or gland,
which is ground internally to fit the rod and grooved as shown
to retard the leakage. The forward end of the gland is ground
spherical and fits into a ground spherical seat in the stuffing-
box casting. This spherical seat is used to permit the three
sleeves to align themselves properly on the rod. The pressure
of the oil keeps the gland on its seat and the oil pressure is
supplemented by the pressure of several helical springs placed
between the rear end of the sleeve and the plate shown at
the inner end of the stuffing-box. Considerable difficulty was
experienced in making the joints between the cylinders and
pistons and between the stuffing-boxes and rods sufficiently
good to prevent undue leakage; but this has now been accom-
plished and the leakage under the upper limit of the working
pressure, i.e., 1,000 or 1.200 lbs. per square inch, is not suffi-
cient to in any way interfere ™ith the proper working of the
apparatus. The pistons will move forward on account of the
leakage: but so slowly that t*>e cylinders can be refilled from
the pump at stops, or if necessary when the cylinders are under
pressure. This design was resorted to in order to avoid the
uncertainty concerning the frictional resistances incident upon
the use of the usual packed pistons and stuffing-boxes.
The cylinders have been calibrated, in connection with their
gauges, upon an Olsen testing machine, and the total pull on
the rod necessary to overcome the friction in the apparatus
found to be about 30 lbs. The cylinders are secured to the
draught timbers by means of the fianges shown at the sides
and top.
In Fig. 5 is shown the table upou which are placed the dy-
namometer recording gauge, the rolls for driving the paper
chart, and the Boyer speed gauge. The vertical shaft project-
ing through the floor under the middle of the table derives
its motion from the car axle by means of spiral gears and
bevel gears. Its motion is transmitted, by means of the gears
shown, to the speed gauge and to the paper driving apparatus.
This last consists simply of a pair of driving rollers, around
which the paper passes, and a supply roller and receiving
roller. The paper is drawn from the former and fed to the
latter after running over the drum of the recording gauge
seen also at the left.
In addition to this apparatus the car is equipped, for loco-
motive road tests, with gauges for indicating and recording
boiler pressure and steam-chest pressure, duplex air gauge,
air brake train line pressure recording gauge, and the other
apparatus used in locomotive tests. The track inspection appa-
ratus and other apparatus are to be installed later.
242 AMERICAN ENGINEER AND RAILROAD JOURNAL.
BOILER AND
FRAMES— TWELVE-WHEEL
LOCOMOTIVE.
FREIGHT
Illinois Central R. R.
Built by the Brooks
Locomotive Works.
The largest locomotive
boiler ever built* seems
■worthy of illustration on
account of its size if it was
not otherwise interesting.
The locomotive built for
the Illinois Central by the
Brooks Locomotive Works
was illustrated in October,
1899. page 315. and we
now show the boiler
and frames. Attention
has already been called to
the high boiler pressure,
210 lbs., and the thickness
of the sheets. The boiler
is 82 inches in diameter at
the front end and 85 inches
over the smokebox. It is
90 inches wide at the fire-
box. The boiler is the
c "Player Improved Bel-
■*; paire" type. The heating
surface is 3,500 square feet
and the grate area 37.5
square feet. The heating
surface is large but it has
been exceeded. The grate
area is very large for a
narrow firebox engine, the
length being 11 feet. The
boiler is very high above
the rails," the center being
9 ft. 8 in. above the rail
tops. This is the highest
of which we have record,
the Great Northern 12-
wheel engines, at 9 ft. 5 in.,
being the highest previous-
ly built. This boiler is riv-
eted with lap seams, a
form which these buildei-s
appear to favor. There
are 424 2-inch tubes, 14 ft.
8 in. long, placed at 3 1/16
inch pitch; the drawings
clearly show the staying
and bracing, the arrange-
ment of the seams and
other details to which spe-
cial attention need not be
called. This boiler was de-
Bigned with a view of pull-
ing a train weighing 2,045
tons, exclusive of engine,
tender and caboose, up a
8S-foot grade, combined
with uncompensated curves
of 3 degrees, at a speed of
15 miles per hour. To do
this it will be necessary
for the boiler to furnish
steam enough to maintain a mean effective pressure of about
175 pounds. ^__
*Since this article was written a much larger boiler, that o£ the
Pittsburgh engine for tlie Pittsburgh, Bessemer & Lake Erie, has
appeared. See American Engineer, July, 1900, page 214.
Auacsr, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 243
Transverse Section of Boiler and Firebox.
The frames are heavy and strong. The front end is the
interesting feature. This form has been used by these
builders for all engines with piston valves since the comple-
tion of the 12-wheel engines for the Great Northern (.January
' 1898, page 3). The Great Northern engine had double bar
frames, but since that time the single form has been used and
with this bar of 4 by 9 inches section at the cylinders the con-
struction is strong and stiff. It is probably better than the
double frame of the Great Northern, and infinitely better than
the ordinary single bar frame. In this design the center line
of stress coincides approximately with the center line of the
frame. This is Important in heavy locomotives, and especially
so In those with four-wheel trucks, giving a long distance be-
tween the cylinder and the splice and to the forward driving
axle. In the double frame construction it is impossible to
balance the stresses in the upper and lower members. The
single bar frame in this case was not used to get out of the
way of the piston valves, but the entire front end arrangements
were planned to secure better construction, which should be
strong and stiff.
It will be noticed that the front ends of the upper bars of
the double portions of the frames are turned up to form knees
for the attachment of the guide yokes. This is done on all
piston valve engines with single bar front frames, and on
slide valve engines with four-wheel trucks a similar bracket
is forged upon the upper section of the forward rail. The
guide yoke is lugged over the frame lugs and securely keyed
against the frame in a manner similar to that with which
the frames are keyed to the cylinders, thus forming a double
lock. A double brace of hammered iron extends across the
frames at the forward drivers. It carries the transverse equal-
izing spring, and the boiler brace is attached to it. A cast steel
brace extends across the frames in front of the throat sheet
and makes the expansion connection between the boiler and
frames in front of the firebox.
The new torpedo boat "Viper" of the British Navy made a
new speed record July 13 of 43 miles per hour. Our readers
will remember that this boat is driven by Parsons steam tur-
bines. The speed is remarkable, and is very close to that of
long-distance railroad trains. Absence of vibration and small
space per horse-power, with excellent steam economy, are the
features which render the steam turbine specially desirable
for such service.
The lease of the Fitchburg Railroad to the Boston & Maine
has at last been accomplished. Changes will probably be made
in the operating departments, but what will be done has not
yet been announced. This move places the valuable terminal
facilities on the north side of Boston under a single manage-
ment, and it seems likely to result profitably to the stock-
holders of both roads, particularly if the prospective lease of
the Boston & Albany to the New York Central is carried
through. The necessary legislative action has been taken since
the above was written, and the New York Central now reaches
Boston.
The Wheeling & Lake Erie are planning extensive improve-
ments in their shops at Ironville, a suburb of Toledo. The old
paint shop will be replaced by a new building 100 by 300 ft.,
which will be used as an erecting shop, and the old erecting
shop will be used as a paint shop. A new machine shop, black-
smith's shop and store room will be put up. The plans are
being prepared by Mr. Charles Hazen, Master Car Builder, un-
der the direction of Mr. Braden, Superintendent of Motive
Power of the road. The shops will he equipped with new
tools. At present the road is turning out eight new high-
sided coal cars per day on an order for 1,200.
In many ways the "Daily Railway Age" at Saratoga this year
is a worthy example among newspapers. It is a unique pro-
duction in conception, purpose and conduct. 1-or years the
members of the Association have found it convenient and
valuable as a prompt and extensive record of the proceedings
of the conventions. It is more than a daily record of the dis-
cussions, for, until the appearance of the official volumes, it
is the most complete account available, and to members who
are prevented from attending it must be invaluable. Railroad
men and supply men alike commended it especially this year
and it is evident that the enterprise of the management is
appreciated. This is indicated by the demand for the papers
as they came from the press and by the unusual amount of
advertising this year.
244
Atvlt£RlCAN ENGINEER AND RA1j_ROAU JOURNAL.
PROBLEMS THE WIDE FIREBOX SOLVES.
From the Fireman's Point of View.
By J. S. S. Fulton.
A study of how the demands of modern transportation and
continued high speed with heavy trains have been met by the
Motive Power Department shows very little departure from
the old, and one may say the locomotive has simply grown in
size to meet these demands. But that the firebox of the mod-
ern locomotive has reached the limits permissible under struc-
tural and operative conditions, must be conceded. Carefully
considering the changes of conditions that time has brought
about, and tracing the failures for steam with impartiality to
find the direct cause, we perceive that the steam demand has
grown beyond the limit of the firebox.
For the past several years 1 have kept a careful record of
the failures for steam by the engines of the division to which
I was assigned. For 78 per cent, of the failures the following
causes are given by the engineer and fireman: "Poor coal,"
"fire getting too dirty," "had to stop to clean fire." These
failures were repoitcd on runs of an average of 150 miles, many
of which made no stop. These failures are both undesirable
and costly, and by an application of the proper natural remedy
— grate surface — can be avoided.
The writer served eight years as a fireman on four of the
largest railroad systems, including four years with the wide
liieLox in every class of service, from a switcher to the "flyers"
on th3 Atlantic City R. R., with both anthracite and bitu-
minous coal. And from the investigation and study which the
ideal opportunity for comparison afforded me, I attained by
practical experience and experiment a conviction of the merits
of the wide firebox that cannot fail to assert themselves, when
the awakening to this fact becomes complete, which a refer-
ence to the railroad journals tells us has begun. The prejudice
of the railroad men to anything new oi- different from the
old "rut," coupled with the lack of the proper instruction that
usually fails to accompany any radical departure from the
usual practice and the unhandiness that comes with anything
different from what one has long been accustomed to, should
caution every Superintendent of Motive Power to prepare for
a "howl" when he introduces his first wide firebox. We all
remember the introduction of the injector and the improved air
brake. Neither can he expect the anticipated results for some
time, unless he procures the services of some competent wide
firebox fireman or engineer for a short time as instructor.
While I was firing an Atlantic type engine on the Atlantic
City R. R.. where a speed is attained and maintained that is
not possible with the narrow firebox (not considering that the
trains drawn consist of from 7 to 13 cars), a delegation of
engineers and firemen from some Western road, who were
East on a pleasure trip, came up to the engine as we were
lying in the depot at Camden waiting for the leaving time for
Atlantic City, 56.6 miles distant. After commenting humor-
o; sly on the queer appearance these engines present to the be-
l;o!der for the first time, one old gray-haired engineer remarked
with emphasis, "I wouldn't run such a looking machine"; and
several of the firemen seconded it by saying, "And I wouldn't
fire one." But when we stopped in Atlantic City depot just
19 minutes and 40 seconds after we got the starting whistle,
and while some of them had watched from the window in the
door of the first coach with what little effort and work it was
done, there were different kinds of expressions and a desire
to know more of the wonderful machine. But the whole story
was a short one — Grate Surface.
Returning to my engine failures. By investigating 1 found
that nine times out of ten, good, and in most cases the best
coal had besn ordered and paid for; but in consequence of the
ahort-sighted system of buying coal employed by most rail-
road companies the coal companies can practice the most un-
just imposition. It is expensive to buy good coal; it is still
more expensive to pay for good and get poor coal. A better
way would be to buy poor coal and design fireboxes to burn it.
I have seen and fired bituminous coal of so bad quality that it
was known among the men as "asbestos sand," and yet have
made all the steam required for the heavy fast freight service
on the Philadelphia & Reading R. R. between Allentown and
Harrisburg; and when the same fuel was put on a narrow
firebox engine, as an experiment, w'e could barely "crawl" to
the first coaling station.
A wide firebox will run about twice as far as a narrow one
without cleaning; and does not require the fire to be "built
up" and "burnt through" before starting as is necessary with
the narrow type. Fire enough to cover the grates when spread
just before leaving Is suflicient. (This is no small saving to
begin with.) These facts alone lead to the conclusion that the
narrow firebox has already outlived Its usefulness and is at
best a make-shift out of date.
The lack of a good design that will bring the engineer and
fireman together has been beyond doubt the greatest factor in
preventing its adoption; although the "Prairie Type" goes a
great way toward securing sufficient grate area and solving
this. Any design that isolates the engineer from the fireman
will never live as a standard. The death of the engineer with-
out the knowledge of the fireman is nof the only thing to
be feared; sleep comes much oftener during the natural life
of a man than death; and although I have never fired an At-
lantic type engine with an engineer a corpse at the throttle,
yet I have gone many miles, many times, with one asleep
there, and my experience leads me to doubt if they are any bet-
ter than corpses.
Although the best amount of grate area is perhaps unde-
termined, the writer conducted a series of experiments with
bituminous coal on a 19 x 24-in. cylinder engine with a wide
firebox of 76 sq. ft. grate surface and a 4%-in. single
exhaust nozzle. Thirty-six square feet of the front portion was
bricked off by covering the grates with fire-brick; after each
trip a row of brick was removed, and the exhaust nozzle en-
larged until all the bricks were removed and the nozzle en-
larged to 5 7/16 ins. lirtKh a decrease of fuel consumed each
trip until 60 sq ft. were uncovered, after which no per-
ceptible decrease could be noticed. There was a notable im-
provement in the smartness of the engine as the nozzle was
enlarged and almost entire absence of smoke. Another test
showed very little difference between the ratio of a poor grade
of coal in a wide firebox and a good grade in a narrow one,
proving that there is an avenue of waste in the narrow box,
either from imperfect combustion or from the amount of fine
coal that passes unconsumed through the fines, or both.
But there are still other problems the wide firebox solves.
Good fuel cannot always be had, especially in mid-winter
(when it is needed most) and when the demand for good grades
is heavy and the price high. The extreme exertion required to
fire the long narrow boxes that are designed on modern large
locomotives has led to a serious agitation and on some roads
an actual demand for two firemen on an engine. The wide
firebox will stave this off for a long time to come, as the work
is very much easier. Firemen on the Philadelphia & Reading
R. R. say it is like taking a day off to fire one of the Wootten
boilers after firing the narrow ones. The smoke nuisance is
giving more and more trouble every day, and of all the smoke-
burning devices and smokeless firemen I have yet met, none
will approach the solution of this great problem nearer than a
Wootten boiler properly fired.
As Mr. Edward Grafstrom's suggestion in the May issue of
this magazine is open for criticism I venture to say that his
proposed arrangement of ashpan over back drivers will burn
out grates faster than they could be cast. The writer has had
some experience along that same line. But if it were not for
this objection it embraces more desirable features than any
design yet produced.
AuausT.im AMERICAN ENGINEER AND RAIi-ROAD JOURNAL. 243
COMPARISON OF HIGH-SPEED TRAINS.
A novel and interesting comparison of high-speed train.s has
been compiled by Mr. T. A. Lawes, Superintendent of Motive
Power of the Chicago & Eastern Illinois Railroad, which is
reproduced in the accompanying table. The Chicago, Rock
Island & Pacific and the Chicago &. Northwestern show the
highest tonnage per square foot of grate and of heating sur-
face. The Lehigh valley train, however, is probably hauled
at fully as great advantage as the others in expense per ton
mile. Such a comparison is new to us, and it is suggestive of
the wide differences in locomotive practice in different parts of
the country. The table is as follows:
to pass around both ends of the engine, and to truck materials
when necessary. The outer wall should be of brick with ample
window area In It, and the inner wall should consist of cast-iron
columns, spaced about 13 ft. centers with rectangular door
openings and with plenty of glass In and above the doors. The
rectangular doorway Is better than the arched one, as It permits
a hinge to be placed near the top of the door, which Is of value
In preventing the door from getting out of shape and racking
to pieces.
The roof trusses should be of wood, as Iron Is corroded
rapidly by gases present In the house. The best form Is the
common shed roof with a moderate slope, the greater height
being on the Inside walls.
The engines, when standing in the house, should face the
outer wall; the chief reason being that there is more room and
Nameof R.R.
From -To.
a
a
»-i
4)
O
1
5
c
o
Ofl
•3
a
o
Is
1°
1
CQ
O
It
§
s
a
a
u .
Il
a
■a
n
0 .
To
© ?
1- a
©
a
•5
a
<B
o
©
■5.
35
©
1
0
©
in
to
a
0
2
s
&
S
0
Total sq. ft. hea^
ing surface.
a
£
1
I
© 0
|-=
p. 0
li
ml
1'on miles per
hour per sq. ft.
of grate area.
Ton miles per
hour per sq. ft.
of heating sur-
face.
N. Y. 0. &. H.
R
New York 1
Albany. /
Chicago \
Burlington . /
H.M.
In.
In.
143
206
4
4
190
200
none.
2
103
2 40
3 52
53.7
53 3
8 Wh.
Columbia.
19x24
18x26
78
84
31.2
31.8
1,974.0
1,599.5
180
200
17,000
17,045
327.0 j
335.2 1
5.1
C. B. &Q {
6.6
B.&O 1
Baltimore \
Washington. /
40
7
240
none.
45
53.3
10 Wh.
2, x26
78
34.3
2,155.1
190
23,740
372.9 j
5.9
Wabash |
Tilton \
Granite City.
176.6
7
302
8
22
3 36
49.0
Atlantic.
19x26
73
29.8
2,423.2
200
21,860
496.2
61
Lehigh Valley 1
Buffalo
Jersey City.
446.6
7
226.7.)
11
40.6
9 31
46.9
10 Wh.
19x26
70
63.9
2,200.0
180
20,510
166.4
4.83
C.&N. W....|
Clinton
Chicago.
138
9
170
6
23
3
46.0
8 Wh.
19Wx26
68
30.4
2,504.2
190
23,495
711.1
8.63
C. R. 1. & P. {
Engevvood \
Rock Island. /
174
10
404
14
12.4
3 51
45.2
8Wh.
19}^x26
78
24.5
1,988.3
190
20,482
745.3
9.IS
C. C. C. & St.
L
St. Loui-s 1
Indianapolis. /
DoltonJct. 1
Danville Jet. f
273
106. .-J
8
5
340
190
9
8
30,3
13.3
6 5
2 25
44.8
44.1
8Wh.
8Wh.
8Wh.
Mogul.
20x26
18 X 24
18x24
18x24
78
66
66
63
31.0
16.3
24.3
26.1
2,162.0
1,393.4
1,397.4
1,482.3
200
170
180
180
22,665
17,020
18,020
18,880
491.3
514.0
344.8
319.8
7.04
C. & E. I . {
6.01
5.9
5.65
L. S. &M. S.{
Chicago 1
Buffalo. /
Richmond 1
Charleston . /
535
8
335
14
3S.2
12 53
41.8
10 V\ h.
18x24
68
27.35
1,866.0
190
18,485
511.9
7.5
Atlantic Coast
Line
396
5
225
2
198
9 46
40.5
Atlantis.
19x24
72
26.1
2,047.2
180
18,410
345.3
4.4
Grand Trunk. 1
Fort Huron 1
Blue Isl'd Jet. /
315.5
9
300
15
20
7 .55
40.4
10 Wh.
20x26
72
33.3
2,001.0
200
24,550
363.9
46.05
Great North-
Minneapolis
Barnesville .
210
11
I not
I given.
}«
26.2
5 20
39.4
10 Wh.
19x26
73
24.6
1,797.0
180
19,670
M. C .. {
Detroit \
Kensington. /
271
8
262
9
30.1
7 10
37.7
10 Wh.
19x21
62
28.5
1,703.8
160
19,000
346.5
5.79
Northern P a -
ciflc
Northtown J. \
Fargo. /
229.2
8
330
6
38.2
6 15
37.2
10 Wh.
20x26
69
30.8
2,485.0
200
25,620
398.5
4.9
III. Central. ..|
Fulton 1
Memphis. /
121
10
395
o
24.2
3 30
34.5
10 Wh.
19!.a X 26
69
28.0
2,031.7
200
24,416
486.6
6.7
THE MODERN ROUNDHOUSE— WHAT IT OUGHT TO BE.
The business advantage of the maximum possible mileage
of locomotives has been sought during the recent season of
extraordinary traffic in order to make the most of the avail-
able power, and whether or not pooling of locomotives has
been accepted as the best way of accomplishing this result, all
are endeavoring to secure large mileage. An effect of this,
which is probably to be permanent, is to Show J;he weakness of
present roundhouse practice. Roundhouse repairs become more
important with the increase in size of engines, and the expense
of running repairs aggregates "almost as much per 1,000 miles
run as do the shop repairs." This fact and the necessity for
"turning engines" quickly give to roundhouse work an im-
portance which it never had before. Because of its thorough
treatment of the subject and its suggestiveness, the attention
of our readers Is directed to the following recent report on
the equipment and arrangement of roundhouses by Messrs.
W. H. Marshall, George W. West and C. H. Potts to the Cen-
tral Railway Club:
Modern locomotives have outgrown the dimensions of old
houses and even recent houses are not, in all cases, made large
enough to accommodate modern power. The up-to-date house
should be at least 80 ft. between inside walls. As modern
engines will approximate 65 ft. in length, this will leave only
1!) ft. to be divided Into spaces, which will permit workmen
better light between engines at the machinery, where most of
the work is required, than would be the case if the engines
faced the table. To those that desire clean engines, there is an
incidental advantage in that the engines, wiien starting out of
the house, back on to the table, thus throwing less of the dirt
from the stack over the engine.
The turntable should be a substantial affair, and a length
of at least 70 ft. is to be preferred. It should be operated by
electricity, if the current is obtainable at a reasonable cost.
A compressed air engine is a good substitute when electricity
is not available.
There is such a wide divergence of opinion regarding the
roundhouse floors that we hesitate to indorse any one con-
struction without qualification, but we believe that something
better than a dirt floor is required for what might be called
the work section of the house, where boiler washing and the
heavier machinery jobs are done. Vitrified brick would appear
well adapted to this section of the house. Whatever material
is used for the floors, there should be planks suitable for jack-
ing upon placed immediately outside of the rails.
All the steam, water and air pipes should be placed over-
head, nothing going undergi-ound except the sewers. The main
sewer should, if possible, be outside the outer walls and all pits,
including the turntable, drained into it. The overhead pipes
should include the water pipes for boiler washings and filling
boilers, also an air pipe for kindling fires and a steam pipe for
the blowers. There should also be placed overhead a pipe of
not less than 4 in. in diameter, with suitable connections at
246
AMERICAN ENGINEER AND RAILROAD JOURNAL
each stall, so that engines may be blown o£E in the house
and the escaping steam discharged through this pipe. Such an
arrangement will not only do much toward keeping the house
free from steam in winter, but it will also prevent, to a large
extent, the injury to boiler jackets due to drippings from the
underside of the roof. Furthermore, the constant presence of
steam throughout the house causes a rapid deterioration of the
house itself.
The house should be lighted with electricity, if it is avail-
able. Economy demands better light than we find in most
roundhouses. The turntable and the coal chutes should also be
lighted by electricity.
The customary method of heating roundhouses is to use live
or exhaust steam, circulating in pipes placed on the two side
walls of each pit. The ventilation is supposed to be accom-
plished by ventilators of various kinds, placed on the roofs.
While some of these utilize the outside air currents to draw
the foul air and gases out of the house, they must all depend
upon natural draft when the outside atmosphere is quiet.
At such times the ventilation is practically nil. We believe that
the hot blast system of heating is not only an improvement over
the heating apparatus now commonly used, but will solve the
entire question of ventilation in winter. With a large volume
of warm air being forced Into the house, the gases and steam
will be driven out of the ventilators. Thus it is possible to have
a roundhouse that, with windows and doors closed, is neverthe-
less a comfortable place to work in. In summer the open doors
and windows take care of the ventilation. In using the hot
blast system the air should be delivered through ducts which
terminate in the side walls of each pit, thus delivering the air
where it will be most effective in thawing out engines that have
come into the house covered with snow and ice.
The general equipment of a roundhouse should comprise
such machinery, small tools and stock of supplies as will permit
all running repairs to be made with dispatch; the line should
be rigidly drawn, however, between roundhouse repairs and
work that properly belongs to the shop, and the roundhouse
forces should not be allowed to undertake extensive repairs up-
on an engine, except in rare emergencies. There is a disposition
on the part of some roundhouse foreman to keep at least one
engine under repairs at the roundhouse, so that when the regu-
lar work becomes light the men can be switched onto this job;
it invariably results in holding the engine undergoing the re-
pairs many times as long as would be required if the work had
been done in the shop, and furthermore the expense of such
repairs will be higher than it should be. But while thus
excluding the shop work from the roundhouse, we believe there
should be a sufficient equipment of tools at every large round-
house, so that the running repairs can be handled quickly.
Such tools as are installed should be first-class in every respect
and should not be old-fashioned, worn-out tools discarded by
the shops. Modern tools should be provided even if it is neces-
sary to purchase new ones in order to accomplish it.
The equipment should consist of not less than one 14-in.
lathe, one 26-in. lathe (or larger), one 30-in. drill press, one
bench drill, one IVa-in. single-headed bolt cutter and one 26-
in. shaper (planer movement), and one 30 by 30-in. planer.
These tools, if supplemented with a suitable outfit of jacks,
small tools, etc., will give a roundhouse force every facility
needed for doing work promptly. Drop pits should be provided,
and in the large houses it is better to have one pit for driving
wheels and another for truck wheels, the latter pit being con-
structed so that the wheels can be transferred laterally and
brought up to the fioor between the tracks. For boiler washing
purposes, we believe in supplying a duplex pump of ample
capacity, capable of supplying a pressure of not less than
120 lbs.
We believe that it should be the aim of every large round-
house to perform the heavier work on engines on pits in close
proximity to the machine shop. On these same pits the work
of boiler washing should be done, as, at that time, it is usually
practicable to do considerable other work on the engine. In fact
if the roundhouse work is handled properly, the washing out
of engines need not be such a bugbear as it often is. If an
engine, in arriving at a house, requires repairs that would take
six, eight or ten hours, the boiler can be washed out at the
same time, even though it is not the regular wash-out day
for- that engine. Then, when the engine goes out it will run
longer before being again subjected to the delay incident to
the washing out. If roundhouse work is to be handled in this
manner, the work section and the washing-out section of the
house should coincide, and that portion of the house, as already
stated, should be near the machine shop, and in it should be
located the drop pits and other facilities for doing heavy work.
If it appears to some that the roundhouse facilities recom-
mended in this report are more elaborate and complete than are
provided in modern practice, we would call attention to the fact
that engines are getting larger and that the strain to which
the various parts are subjected is much greater than in engines
built a few years ago. If large engines are to make good mile-
age between shoppings, they must have excellent care in the
roundhouse. Many minor repairs in the smaller engines that
could be safely permitted to go for a trip or two, until there
was time and opportunity to do the work, must be taken care
of at once on the larger engines in order to avoid failures on
the road and damage to the engine. Furthermore, engines of
all sizes are compelled to work harder to-day than they ever
did before, and the hard work locates all weak spots and ex-
poses poor roundhouse work in a manner that is mortifying to
the mechanical department and expensive to the company.
A LOCOMOTIVE BUILDER'S OPINIONS OF THE TWO-CYL-
INDER COMPOUND LOCOMOTIVE.
With special reference to the two-cylinder compound, Mr. J.
E. Sague of the Schenectady Locomotive Works expressed
opinions before the convention of the Master Mechanics' As-
sociation as follows:
In regard to the attitude of the builders of compound loco-
motives, I can speak to some extent for the Schenectady
Locomotive Works and say that we favor the compound en-
gine very thoroughly. We have had very flattering reports
from most of the compounds we have built during the last
six or seven years. We consider the compound engine entirely
out of the experimental stage. We expect, however, to im-
prove the details from day to day, and think that in ten years
fi-om now our compoimd engine may be materially different
from what It is to-day.
Some of the objections raised to compound locomotives at
the beginning of their use In this country are interesting
reading now. It was objected to the two-cylinder compound
that the low pressure, cylinder would be unduly large for
heavy locomotives; as a matter of fact, no cases have arisen
in our experience in which the large size of the low-pressure
cylinder was a governing factor. The limiting clearances
in the case of heavy two-cylinder compounds are generally
the clearance of the cab and the clearance from the track of
the main crank pin, the same as for simple engines.
We do not urge the compound engine in season and out
of season. We believe It is a subject in which the mechanical
men should have the decision. I think the hesitancy in using
the compound locomotive on some roads is due to the fact
that they think compounds are in a state of development,
and that by waiting two or three years they may get a better
compound engine than now. I should hardly think that that
attitude is a good one because for heavy freight service, at
least, the compound engine is surely sufficiently better than
the simple engine at this date.
There seems to have been a tendency to decry two-cylinder
compounds to some extent for passenger service. I believe
that the two-cylinder compound engine is thoroughly well
adapted to passenger service, and in some cases will effect
as much saving in passenger service as in fi-eight service.
There is, however, not generally the same chance to effect
saving in passenger service as in freight service, as the simple
passenger locomotive operates usually at a better rate of
expansion than the freight locomotive and, therefore, is
more economical. There is, for this reason, not the same oppor-
tunity for saving by compounding. This applies to all types
of compound locomotives. In one case trials were made of
two locomotives, one simple and one compound, for passen-
ger service. The indications were that the compound engine
AuonsT, 1900. AMERICAN ENGINEEK AND RAILROAD JOURNAL. 247
was better (or certain heavy divisioiKs whore the grades were
long, anil tho simple was, if anything, better on some undu-
lating divisions. The result was that we got an order for
duplicate engines, part simple and part compound, but before
the order was executed we were asked by the officials of the
road if they could not change the entire order to compound
locomotives.
One featui'c in which the oorai)ound locomotive compares
unfavorably with the simple locomotive in passenger service
is the weight of reciprocating parts, and this has not been
touched upon in this discussion. It is an impossibility to
make reciprocating parts as light in compound locomotives
as in simple locomotives. We have urged for years before
this association that reciprocating parts should be reduced
to the minimum, and a number of builders have done all they
could, and strained a point perhaps, to make the pistons, pis-
ton rods and crossheads light, for the purpose of diminishing
the reciprocating counterlialance on the track, and this has
been lost sight of somewhat in compound locomotives for
passenger service. We think it would be well to state in loco-
motive specifications that the dynamic effect upon the track
must not exceed a certain amount, say 25,000 pounds for
each driving wheel at 60 miles an hour. In order to meet
such a condition we would have to consider carefully the
weight of the reciprocating parts. We are now generally
called upon to balance the locomotive so that it will ride
easily, and I have only known two cases in which the railway
has analyzed the effect of the reciprocating parts upon the
track.
Another point occurs to me in regard to the statement in
this discussion, that the compound locomotive occupies an
unfortunate position when in use among a number of simple
locomotives. My experience has been different from this. We
recently built a compound locomotive for service among a
lot of 18 simple locomotives. The pooling system was used
and the results of the compound locomotive were so favorable
that the men tried to get the compound engine in preference
to the simple engine.
HOLLOW VALVE STEM AND GUIDE.
Itiriiiiicjnd Locomotive Works,
A neat design of hollow valve steam, as made by the Rich-
mond Locomotive Works, is shown in the accompanying en-
graving, and we also show a drawing of the guide In which
the enlarged portion of the valve stem works. This valve
stem is made of 2-inch hydraulic pipe into which the solid
ends are welded. The pipe is upset for a distance of 'J% inches
at the center in order to avoid weakening by wear. As the
length is over 8 feet in this instance, and often as great as
■^^S±SZ22;
End doors in passenger cars for suburban and elevated
railroad service seem to have decided advantages over side
doors for rapidly delivering and taking on passengers. This
will surprise those who have not given the subject careful
thought, because it seems at first almost self-evident that
the greater the number of entrances the quicker the loading.
The "Railroad Gazette" investigated this subject in 1894, and
in a recent issue presents interesting figures comparing the
two systems. The average length of stop on the Manhattan
Elevated with end doors only is put at 12 to 15 seconds, while
that of the London Underground is 30 seconds with side doors
at each compartment. Mr. R. H. Soule, when in South Africa,
a short time ago, noted the average length of stops on the local
trains of the Cape Government Railway to be 22 seconds with
side doors, which he afterward compared with almost exactly
similar suburban service on the Illinois Central in Chicago,
where the average stop was 11.5 seconds. The latter service
had end doors. The reasons given for the better results with
the American cars with end doors are the assembling of pas-
sengers at the ends of cars before reaching a station and the
possibility of taking on a group of passengers from a platform
without the delay occasioned by a selection of seats or com-
partments before the train starts. In our cars the seating may
be done after the train starts, whereas in the side-door system
a passenger may detain the entire train while he picks out
a seat to his liking. The side doors must be closed by the
train men, which causes additional delay.
(- uide for Hj.Ij.v Va.ve Rod.
< e-Pi
Hollow Valve Rod.
Richmond Locomotive Works.
9 feet 6 inches, it is desirable to furnish a guide, which, in this
case, is in the form of a bushing made in halves and tapered
so that it may be drawn up easily to suit the valve stem. To
take up lost motion, due to wear, the edges of the split bush-
ing are pared off and it Is drawn in closer than before, so as
to close to the correct position for the stem. These hollow
valve stems are in use upon a number of 10-wheel engines on
the Southern Railway and also on passenger engines of the
same type where unusual length was involved, on the Plant
system and the R. F. & P. R. R.
Dr. Winthrop E. Stone has been chosen President of Purdue
University, to succeed the late Dr. James H. Smart. Dr. Stone
has been Vice-President of the University for several years.
In speaking of improvements in the compound locomotive.
Mr. W. S. Morris of the Chesapeake & Ohio recently said:
"The intercepting valve we are using is of the same design as
that u.sed eight years ago. and we have not yet found room
or reason for improvement. The one referred to is working
to-day as well as when it was first applied, and has not cost
a cent for repairs. In the slide valve and steam distribution
considerable improvement has been made. In this connection
I refer to the application of the Allen valve, having the aux-
iliary port so arranged in relation to the steam ports in the
valve face of the cylinder, that it serves as an exhaust port
in the early part of the exhaust period, thus relieving the back
pressure in the cylinder to a considerable extent, especially at
high speed. By special investigation we have found with an
engine on which the double-ported valve was put in the place
of the old plain valve a speed of 26 to 39 miles per hour indi-
cated a gain of 18 to 41 per cent, in power comparatively, and
would undoubtedly have continued at that rate still higher
if we had cards from the plain valve for comparison at higher
speed."
248 AMERICAN ENGINEER AND RAILROAD JOURNAL
CORRESPONDENCE.
CAST STEEL DRIVING WHEELS.
To the Editor:
Some time ago (February, page 43, and March, page 90, 1900)
you published in the American Engineer two articles on cast
steel wheel centers illustrated by examples o£ the latest prac-
tice. As I have been trying to get permission from some of the
railway officials to make our centers with rims cut in four
places, I had the gist of your articles translated into Russian,
and also a sheet of drawings made representing your cuts as
an argument in favor of my proposition. As it may interest
you to see what your article looks like when done into Russian,
I herewith enclose a copy of it and one of the sheets of draw-
ings.
W. F. Dixon,
Chief Engineer Sormovo Works.
Nijni Novgorod, Russia, June 17, 1900.
[This cutting of rims of cast steel driving wheels brings out
differences of opinion. Mr. Prince, of the Philadelphia & Read-
ing, leaves them solid and uses elastic moulds. Mr. F. W.
Webb, of the London & Northwestern, does not find it neces-
sary to cut them. In neither of these cases has there been
any trouble. — Editor.]
TRAIN LIGHTING FROM THE CAR AXLE.
To the Editor;
In view of the two appalling railway accidents that recently
occurred almost simultaneously in Georgia and Wisconsin, in
which a large number of passengers were burned to death
through the conflagration and explosion caused by the use of
oil lamps in the cars, I deem it not inappropriate, through the
medium of your valuable paper, to call the attention of railway
ijffleials to the system of electric train lighting from the car
a.\le. the use of which on passenger cars absolutely prevents
the possibility of conflagration or explosion in case of a rail-
way accident or wreck. This system, which is known as the
"Axle Light" system, is in use on several of the leading rail-
way lines and is already growing in favor and in use because
of its superiority over all the old methods of car lighting, its
safety in case of railway accidents being only one of its many
attractions for the American travelling public.
JOHN N. ABBOTT,
Vice-President and General Manager,
Consolidated Railway Electric Lighting & Equipment Co.,
100 Broadway, N. Y.
WANTED— A GOOD RAILROAD.
To the Editor:
I have read your article, "What Motive Power Officers are
Thinking About," in the March number of the American Engi-
neer. The entire article is readable and to the point, but I am
most directly interested by the statement that "subordinates
should be selected with a view of the possibilities of advance-
ment." This seems quite reasonable, and I certainly will not
attempt to contravert it, as the principle involved should oper-
ate to my advantage.
I am a stenographer, 26 years of age; I have had two years'
experience in the motive power department of a railway, in
addition to a previous experience of five years in connection
with correspondence in general office work, and a college educa-
tion. During the two years I have been engaged in railway
work I have obtained a pretty thorough insight into the office
routine and correspondence of a motive power department and
have, so far as I can say, given entire satisfaction to my em-
ployers. For my services I have received a small salary and
the above-mentioned experience, the value of which I will not
deny. However it has struck me forcibly that the officials of
the road by which I am employed do not trouble themselves
greatly with the "advancement of subordinates," and I would
be thankful for any information leading to the discovery of a
railway whose officials devote more thought to this subject.
.You might be able to help me in this respect, or possibly you
J/iay consider my letter worthy of publication as an indication
of the interest with which your articles are read. If so I shall
certainly deem it a favor.
X presume your article has more particular reference to em-
ployes possessing technical knowledge in connection with mo-
tive power department matters, but 1 think you will agree that
the proper handling of office work and correspondence is of
perhaps greater importance than has heretofore been admitted,
and should therefore receive more attention than has been de-
voted to it. Possibly you may consider this suggestion as
worthy of attention, and devote more space to this class of
work in your valuable publication in future. In the meantime
if you are able to direct me to such a railway as I have men-
tioned above I shall be grateful. "Reader."
[Comments upon this letter will be found on the editorial
page of this issue. — Editor.]
DIRECT CURRENT MOTORS FOR VARIABLE SPEEDS.
To the Editor:
In looking through your July issue, we find a quotation from
the paper read by Prof. W. S. Aldrich, at the Mechanical En-
gineers' Convention, as follows;
"The induction machine as it stands to-day is probably the
most perfect motor yet developed from the standpoint of elec-
tric transmission in factories and mills. It may be started
and operated from any point at any time at practically any
load and speed within its predetermined ranges. It will permit
of higher lineal speeds than are possible with any other type
and cannot be burned out from rough usage and overloads.
This makes the induction motor especially fitted for driving
almost all classes of shop machinery."
It is our opinion that Prof. Aldrich became unduly enthusias-
tic over the induction motor when he wrote those lines, for the
reason that the facts do not bear out the assertion. The state-
ment that "the motor cannot be burned out" is too strong.
It might be true in a machine designed w'ith that point alone
in view, but in the commercial machine there are limiting con-
ditions. For instance, a Westinghouse No. 4 crane induction
type motor, running normally at 825 revolutions with 200 volts,
may be run for one hour at 720 revolutions; at 670 revolutions
for 15 minutes; at 620 revolutions for 2% minutes; at 500 revo-
lutions for 1 minute, and at the end of the time limits given
the secondary has reached a limiting temperature.
As to the statement that "the induction motor can be started
from a distance." This is true of but one make of these motors,
and while some conditions may demand that a motor be started
from a distant point, it would eliminate the advantages of
competition to specify this feature. We doubt if any business
man would consider it good policy to place such limitations
upon his affairs. Regarding variable speed for induction mo-
tor service, we doubt its practicability, and one of the best
assurances that our position is well taken comes to us in the
July 7th issue of the "Electrical World and Engineer." On page
34 of that issue will be found a description of the new works
of the Westinghouse plant at Havre, Prance. It states that
"the big crane will be operated by the 500-volt direct current,"
although constant speed induction motors are used to operate
shafting. If variable speed induction motors are thoroughly
practical and desirable, why have they not been installed upon
this crane? After an experience of several years with the in-
duction motor on their crane at East Pittsburg, the judgment
of the manufacturers in selecting the direct-current motors for
crane service practically proves that the induction motor is not
desirable where variable speeds are necessary.
In further support of our position, permit us to quote from
the report of the committee appointed by the American Rail-
way Master Mechanics' Association, of which Mr. Geo. Gibbs,
a man of wide practical experience and who is intimately as-
sociated with the manufacture of the induction motor, was
chairman. This report says: "For alternating motors the same
considerations as for the 'direct' apply, but variable speed run-
ning in this type for tool driving motors is not practicable."
"The disadvantages of the alternating-current motor are its
high speed and the fact that it is essentially a constant speed
machine."
After a consideration of the above facts, do you really think
that the statement mafle by Prof. Aldrich that "induction mo-
tors are specially fltt&d for driving almost all classes of shop
machinery" is true?
We certainly do not think so, and when we further consider
the statement made by the committee above quoted, that "it
is the belief of your committee that one of the great advan-
AuausT.isoo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 249
tages of electric driving is In the possibility of simple speed
regulation," we are not giving undue praise to the direct-current
machine when we say that It is the only practicable motor
for direct connection to machine tools or other machinery re-
(|uiring a variable speed.
In connection with this subject, it is also Interesting to note
what this same committee says regarding the selection of
a system. We quote as follows: "For long distance transmis-
sion, say one mile or more, alternating transmission Is almost
a necessity: tor shorter distances, and in cases of Isolated
plants in compactly grouped railway shops, the direct-current
system can be employed without any practicable disadvantages
in waste of power in transmission line."
This same conclusion has been arrived at by Mr. Alexander
Selmens, who, in the discussion of the paper on the subject of
electric transmission before the Institution of Civil Engineers,
said:
"The advocate of any one system desires to see that system
adopted everywhere and deprecates any competing scheme.
Such a controversy is now taking place between the three-phase
system and the direct-current system: but they both have their
good points. To my mind the alternating currents have the
great advantage that the currents can be generated at a low
voltage, transmitted at a high voltage, making it possible to
use thin conductors, and then used at the motors at a low
voltage, a transformation taking place at each end of the line.
The great drawbacks of the three-phase induction motors are
that they give their best efficiency at one particular speed, and
if they are slightly overworked they stop. I have invariably
found that for any small distance like 200 to 1.500 yards, a
direct-current plant is cheaper than the three-phase plant;
but for larger distances, the calculation comes out differently.
The great ease with which the direct-current motors can be
regulated and run at different speeds, together with their cor-
responding good efflclencies, induce me to be a strong advocate
of direct-current motors. Another reason why I advocate these
machines is that the three-phase currents for lighting are not
so simple as the direct-current, as the current has always to
be kept exactly equal In the three branches, or there will be
a disturbance."
These remarks, coming from so eminent a gentleman as Mr.
Seimens, and the remarks quoted from the report of the very
able committee appointed by the American Railway Master
Mechanics' Association, should have great weight with in-
tending purchasers of electric machinery for power and lighting.
Bullock Electric Manufacturing Company,
Frank G. Bolles, Manager Advance Department.
THE FERRELL WOOD FIREPROOPING PROCESS.
By invitation of the New York Shipbuilding Company a large
and distinguished party of representative business men from
New York, Philadelphia, Boston and other large cities, gathered
at their yards in Camden, N. J., recently, to witness an extremely
interesting and practical test of the merits of wood, fireproofed
by the Ferrell process, owned by the United States Fireproof
Wood Company.
For the purpose of the test two small buildings, 6 ft. square
and 12 ft. high, had been erected, each built identically the
same, except that one was built of ordinary wood and the other
of fireproof wood; the outside was built of white pine, the In-
side of poplar, with cherry and ash casings, the floors of Geor-
gia pine and the roof of cypress shingles.
The houses were supported at the corners and raised 2 ft.
above ground, with a large o*'lmney In the center of the roof
and rising 4 ft. above It; the lower portion below the floor
being built of ash and open lattice work, leaving it perfectly
free to the passage of air. Under each house and against the
sides were piled shavings, cotton waste and wood saturated
with oil, and at a given signal both houses were Bred. In a
few minutes the house built of ordinary wood was on fire, the
flames spreading rapidly, and in 16 minutes it fell to the ground
in ruins.
On the other house the effect was remarkable; the flames from
the fuel had died out, leaving no traces whatever, except a thin
charred and blackened surface where they had come in direct
contact with It — Just as would have been done to asbestos un-
der the same conditions — but the house remained structurally
Intact and uninjured. More wood soaked with oil was then
piled inside the house, the heat being so intense as to crack
and melt the glass; this was done again and again, but with
a similar result; it was Impossible to set It on Are.
In addition to this test two other houses, 5 ft. square and 8 ft.
high, had been built, one of fireproof wood and another of
oidlnary wood, with live electric wires coiled around and through
from floor to roof; the current was turned on, but no effect
was noticeable on the fireproof wood save the blacking of It
by the glowing wires at the points of contact, while the or-
dinary wood was in flames in six seconds, the tests terminating
by the melting of the wires. Tests were also made with the
Bunsen blast burner and a flame of 3,000 degrees Fahrenheit
projected against the treated wood, a flame powerful enough
to melt iron or copper, but the wood merely charred and glowed
where the flame was directly applied, the part surrounding It
remaining cool and unaffected by the Intense heat.
An exhibition was also given showing samples of the treated
wood of all kinds, oiled and varnished, which showed that the
treated wood could more readily take and hold the oil and
varnish than the untreated. Pictures of the demonstrating
and testing plant, which Is located at 2218-20 Race Street, Phila-
delphia, where the process can be seen In actual operation, were
also shown and the process explained.
Tha demonstration was not merely to show that wood could
be made fireproof, for that has been done before, but to show
that the Ferrell process can, in a short time, heart-treat thor-
oughly all kinds and sizes of wood, whether green or dry, In
its natural state. Just as It comes from the lumber yard; and
without any previous boiling or drawing out of the natural
juices; and that, at a cost so very little higher than the un-
treated wood that It can be used commercially for all purposes,
and not be confined to the higher grades of woodwork as it has
been heretofore: in fact the wood can be treated quicker and
cheaper than by other processes. The chemical solution used
in the fireproofing is non-volatile, thus Insuring the aermanency
of the treatment; it Is also non-hygroscopic and non-corrosive.
It is forced in under heavy hydraulic pressure, mechanically
controlled, without in any way injuring the fibrous tissues or
changing its color or natural qualities. The treatment In every
way tends to preserve and improve the wood, making it take
paint, oil and varnish better, besides being as easy to work
with tools as the untreated wood.
The right to use the patent in New York and adjacent terri-
tory has recently beeen purchased by the New York Fireproof
Wood Company, and they have now in course of erection at
Long Island City a plant covering three acres of ground and
capable of treating 15,000,000 ft. of lumber annually. By direc-
tion of President Henry G. Morse the tests were conducted by
Captain Wm. G. Randle, Treasurer of the New York Ship-
building Company, and the results were in every respect satis-
factory.
The causes of flange wear of car wheels has been studied
and discussed at considerable length before the St. Louis Rail-
way Club and one of the most important contributions was
made recently by Mr. P. H. Griflin, President of the New York
Car Wheel Works, In connection with the differences In diam-
eter of wheels on the same axle. If one wheel is larger
than the other the larger one will advance ahead of the smaller
one as far as the flanges will permit and both wheels will then
revolve with the flanges crowding against the rails. It is evi-
dent that this will cause flange wear and that it becomes worse
with increasing speeds and loads. Mr. Griflin refers to the
well-known fact that wheels of different diameters are fre-
quently found under new cars. In spite of the greater care
which is now exercised in taping and gaging wheels, there is
room for improvement in this direction. Mr. Griffin believes
that the average difference in diameter of cast wheels is now
about % inch and considers present practice in fitting wheels
as far from what it ought to be. Flange wear is known to
increase the resistance of trains and this, in addition to the
incidental wear and tear of the track and equipment, consti-
tute good reasons for taking this question with vigor. It is
increasingly important as speeds become higher and loads be-
come heavier.
250 AMERICAN ENGINEER AND RAILROAD JOURNAL
ns..
■■■ '"">,||ii-
H '
*
^
TEN-WHEEL SIMPLE PASSENGER
Finland State Railways.
LOCOMOTIVE.
Richmond Locomotive Works, Builders.
Weights : Total of engine 90,000 lbs.; on drivers 65,000 lbs.; total engine and tender 117,000 lbs.
Wheel base: Driving 12 ft 6 in.; total engine and tender 39ft.llHin.
Cylinders: 16x24 in. Wheels: Driving ,...62in.i trucli 33^in.; tender 37 in.
Boiler: Radial stay, straight top . ... 52 in. diameter; pressure ISOlbs.
Firebox: Length, ,.,56Ji in. width.... 37 in.; depth, front. ...GSU in.; back . ..67 in.; gratearea 15.2 sq. ft. Tubes, 170 2-in...l2 ft. 7% in, lorg.
Heating surface : Tubes l.lUsq.ft; firebox SOsq.ft.; total 1,194 sq. ft.
Tender. six-wheel. Tank capacity 2,100 gals, water, 5 tons coal.
TEN-WHEEL PASSENGER LOCOMOTIVES.
Finland State Railways.
Built by the Richmond Locomotive Works.
The locomotive shown in this engraving is one of ten just
completed for the Finland State Railways by the Richmond
Locomotive and Machine Works. Nine of them have been
shipped direct to Helsingfors, Finland, and the tenth has been
sent to the Paris Exposition, These engines are not heavy
or large In comparison with recent practice here; they have
copper fireboxes, copper staybolts and brass boiler tubes.
The tender is carried on six wheels, the first pair being in
pedestals and the other two pairs in a four-wheel swiveling
truck. The cab is of steel. The air brakes are of the West-
inghouse "European" pattern with the driver hrake shoes in
front of the wheels. The design, except as noted with regard
to boiler materials and a few other details, is similar to usual
American practice. The valves are the "American balance,"
by the American Balance Slide Valve Company, Jersey Shore,
Pa. The engines are lighted by Pintsch gas. The following are
the chief characteristics:
General Dimensions.
Gauge 5 ft. 0 in.
Fuel Coal
Weight on drivers 65,000 lbs.
Weight in working order 90,000 lbs.
Wheel base, driving 12 ft. 6 in.
Wheel base, total engine and tender 39 ft. IIH in.
Total length of engine and tender 50 ft. 9V4 in.
Cylinders.
Diameter IC in.
Piston stroke 24 In.
Piston packing Cast iron
Piston rod, 2% in Steel
Piston rod packing U. S. Metallic
Steam ports H4 in. by 15 in.
Exhaust ports 2% in. by 15 in.
Bridge width 1 in.
Slide Valves.
Style '. American balanced
Greatest travel 5Vi in.
Dap, outside % in.
Lap, Inside 0 in.
Lead in full gear 1/32 in
Valve stem packing U. s. Metallic
Wheels.
Driving, number 6
Driving, diameter 62 in
Driving centers Cast steel
Driving boxes Cast steel
Driving axle journal 614 in. by 8 in.
Engine truck, style Center bearing, swing motion
Engine truck wheels, diameter 33"8 in.
Engine truck wheel centers Wrought iron
Engine truck axle Steel
Engine truck journals iy, in. by 7Vi in
Boiler.
Type Straight top, radial stayed
Working pressure 180 lbs.
Outside diameter, first course 52 in.
Thickness of plates in barrel V: in.
Thickness of plates, roof and sides % in.
Seams, circumferential Double riveted
Seams, horizontal Butt sextuple riveted
Firebox, length 56% in.
Firebox, width 37 in.
Firebox, depth Front, 68^4 in.; back, 67 in.
Firebox material Copper
Firebox, plates Sides, % in.; back, V^ in.
Firebox, plates Crown, % in.; tube, Vi in. and % in.
Firebox, water space Front, 4 in.; side, 3 in.; back, 3 in.
Firebox, crown stays 1% in. "Brown" iron
Firebox, stay bolts 1% in. copper
Tubes Material, brass and copper; length, 151% in.
Tubes Number, 170; diameter, 2 in.; thickness, Nos. 12 & 15
Heating surface, tubes 1,114 sq. ft.
Heating surface, firebox^ SO sq. ft.
Heating surface, total.. .4^, 1,194 sq. ft.
Grate Style, wrought iron; C. iron dump
Grate area 15.2 sq. ft.
Exhaust pipe, style Single
Exhaust pipe nozzle 3 in., 3% in. and 3% in.
Smokestack, inside diameter 15% in.
Smokestack, top above rail 13 ft. 5 in.
Tender.
Weight, empty 27,000 lbs.
Frame Steel
Wheels Number, 6; diameter, 37 in.
Journals Steel, 4 in. by !:! in.
Wheel base ' 9 ft.
Tank capacity, water 2,100 gals.
Tank capacity, coal 5 tons
STEEL VERSUS WOODEN CABS,
The relative advantages of wood and metal cabs have been
considered by all mechanical officers and locomotive designers,
and it probably looks to many that the future development of
American locomotives will involve a much more extensive use
of steel cabs conforming to the almost universal practice in
foreign countries. Considerable can be said on both sides of
the question.
In favor of metal cabs: Increased strength and durability,
and thus lower cost of maintenance.
Against them : Greater first cost and increased weight.
Steel cabs are standard on all Southern Pacific lines, and
their mechanical engineer, Mr. F. W. Mahl, says that the first
steel cab built was in 1S91 on the Southern Pacific system in
Arizona. In July, 1S95, nothing had been expended for repairs.
Since 1895 no wood cabs have been built. In 1895 a number of
22 by 26-inch mountain locomotives were built with steel cabs.
Nothing has been expended on them for repairs. It is re-
ported that paint on metal cabs lasts longer than on wood.
The Southern Pacific cabs are lined and have double roofs.
AuoosT.iooo. AMERICAN ENGINEER AND RAH ROAD JOURNAL. 251
and are said by engineers and firemen to be as cool as wooden
ones.
Against steel cabs: An incroascMl first cost and increased
weigtit. At present prices of material average steel cabs cost
$100 more than wood. Their increase in first cost Is probably
justified, however, in view of the sa.ving in maintenance. The
increased weight is a more serious feature. Comparison of the
weight of average designs roughly shows for small cabs 900
pounds increaso, and large ones 1.300 pounds. Some special
designs show l.r]00 ixnmds or higher. This increase prohibits
the use of steel cabs in some new designs where all possible
must be done to save weight at the back end of engine to keep
within driving wheel weight limits and obtain maximum boiler
power. This would apply to many recent designs of large
passenger engines, examples of which will readily occur to all.
In other types the extra weight of steel cabs may improve the
distribution. Many cases will occur in which increased weight
is allowable in renewals where railroad men have latitude in
new work as bridges and track get stronger and the bridge and
track department grow less conservative.
Steel cabs are almost essential also in hot and dry climates,
or where moisture and dryness are destructive to wood. — [J. E.
Sague. — Topical discussion before Master Mechanics' Associa-
tion.]
THREE APPLICATIONS OF ELECTRIC DRIVING IN
SHOPS.*
Chicago Great Western Railway.
The new shops of this company at Oelwein, Iowa, were
planned for electric driving throughout, the system being of the
220-volt direct-current type, with group-driven machine shop
tools. The exhaust-steam method of heating is employed, using
two fans, each driven by a 25-horse-power motor. An elec-
trically driven transfer table furnishes means for all trans-
ferring operations, large and small, the shops being specially
arranged to be served from this one table, which travels at a
speed of 200 to 400 ft. per minute.
The electrical energy needed in winter, including power re-
quired to drive the heating fans, is:
Average electrical horse-power, without llKhts 325
Maximum electrical horse-power, with lights 450
NIghtload 65
Nominal motor capacity, horse-power 450
Nominal generator capacity, horse-power 525
The generating station is arranged with three equal units of
150 horse-power, an unusually liberal amount of power for the
capacity of the motors connected — a fact in part accounted for
by the large percentage of power used to run the heating fans
and for the lighting.
General Electric Company's Shops.
The enormous plant of this company, at Schenectady, N. Y.,
is, as would be naturally supposed, equipped for electric driving,
and represents their latest ideas.
In this plant the methods for driving of both light and heavy
machinery may be studied. Small and medium size tools are in
general driven by the group plan, the short lines of shafting
being run by variable-speed motors mounted directly on the
ends of the shafts, constituting a novel plan of driving without
belting or gears, while large tools are driven by individual
motors attached direct or by gearing.
A noticeable feature is the use of portable or shifting tools
for very large work. These tools are provided with geared
motors, the tool being moved to the work, instead of the work
to the tool. This method is especially applicable for the ma-
chinery of very heavy and bulky product, but may be used to
advantage for special light tools in railway shops, as is pointed
out elsewhere.
The entire shops are served by the indispensable electric power
crane. These are, in the larger sizes, provided with auxiliary
hoists operating at fast lifting speeds for light work.
Their system of wiring and the type of motors deserve special
mention. The motors are of the direct-current variable-speed
type, and the speed is regulated by a combination of two
methods, as follows: The distribution is on the "three-wire"
system, the two outside wires having a voltage of 250 between
' Appendices to report on Power Transmission by Shafting vs. Elec-
tricity. Master Mechanics' Association. See American Engineer, July
l900, page 230.
them, while the middle wire carries a potential difference of 125
volts from the other two. The motors are wound for 250 voltB,
and are connected between the outside wires to run at a certain
standard speed; for a lower speed the connections are switched
to one outside and one Intermediate wire, operating, therefore,
at one-half voltage. From this lowest speed to the normal one
at 2ri0 volts a gradual speed rise Is effected by weakening the
magnet strength of the motor Held; and, on the 250- volt con-
nections, the motor is furthi-r speeded up by again weakening
the field. It Is seen that these valuable properties of wide speed
range are obtained in a very slmfile manner.
Examples of thi- speed variation possible In these motors are:
4^ horse-power motor runs at 400 to 800 revolutions per minuic.
7 " 250 " .'iOO
12J4 " 15() •• 3(W
15 •' 130 '■ 260
Baldwin Locomotive Works.
These works Illustrate one of the earliest as well as probably
the most extensive examples of electric machine shop driving.
It is not too much to say that their manufacturing methods
to-day hinge largely upon changes made possible by the use of
electric power, and that no other agency could be substituted
wholly therefor except at incomparably greater expense In
space, installation and maintenance. In these immense works,
situated in the heart of a large city and employing S.OOO men.
the fullest utilization of space and the utmost simplicity and
rapidity of handling operations are essential, and many In-
genious examples of the convenience and economy of electric
driving are here to be seen.
The electric plant is of the 250-volt direct-current type, the
generators being direct-connected and aggregating 1,550 horse-
power normal capacity. The motors are almost exclusively of
the multipolar belted type, and number 320, having a total
rated capacity of 3,500 horse-power. Only about 5 per cent, of
these motors are of the "series" type — an unusual condition,
and due to the fact that the cranes are equipped with shunt
motors.
About 950 horse-power at the powerhouse switchboard Is re-
quired on an average to run' the entire power plant, and this
figure is fairly constant throughout the day.
Electricity was first introduced in the erecting shop for driv-
ing two lOi-ton traveling cranes, and an immediate saving of
80 men in the laboring force was thereby effected. The possi-
bility of this result is seen when it is noted that a crane is
capable of lifting an entire locomotive, or the parts of same,
thus allowing the erection of a large number of locomotives to
be carried on in a contracted space and without interference or
delays connected with manual handling operations. Hand-
drilling operations were also largely reduced in this depart-
ment by substituting electric portable drills.
In the wheel shop large economies resulted from electric driv-
ing. By remodeling the shop the overhead shafting was done
away with, each lathe being equipped with a separate motor.
The two long main aisles formerly necessary for handling the
work in and out of the machines were utilized for additional
lathes, giving about one-third more machines in the same floor
space: and the shop was served by an overhead traveling crane,
instead of the hand jib-cranes in former use. The result was a
reduction of common labor force from forty men down to six,
and a reduction of the time consumed in reloading a lathe from
thirty to five minutes. The saving in power for this shop was
also considerable, estimated at fully 50 per cent.
Similar results followed the introduction of electric driving
in the frame shop, where the cutting out of overhead shafting
and the use of traveling cranes enabled them to cut down the
laboring force 60 per cent.
In all the above cases the use of cranes was made possible
only by the electric driving of the tools to be served by them.
The motors are, in general, connected to large individual tools
by belting from a self-contained countershaft and speed-chang-
ing drive mounted on a frame connected with the tool. Group-
driving is employed for small tools from short-line shafts.
The cranes are of the single-motor type, having a shunt
motor belted to a train of gearing and clutches. This type of
crane is highly thought of in these works, and is considered
superior to the three-motor type in its smoothness of action,
ease and accuracy of handling and reliability. It is, however,
higher in first cost than the latter type.
The cost of electric power at these works has been estimated
at about $1,200 per week, which sum includes cost of fuel, en-
gineers and firemen, labor and material for repairs of power-
house, lines and motors. It also includes interest and depre-
ciation on first cost of plant. It is interesting to note that this
entire amount is about 1.2 per cent, of the shop pay-roll.
2B2 AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Establlslied 1832)
AMERICAN
NCmEE
RAILROAoliOURNAL
PUBLISHED MONTHLY
BY
R. M. VAN ARSDALE,
J. S. BONSALL, Business Manager.
MORSC BUILDING NEW YORK
G. 91. BASFORD, Editor.
E. E. SILK, Associate Editor.
AUGUST, 1900.
Subscription.— $2.00 a year for the United States and Canada : $2.50 o
year to Foreign Countries embraced in the Universal Pottal Union.
RtTnit by Express Money Order, Draft or I^ost- Office Order.
SubscHptioTis for this pa per will be received and copies kept for sale by
the Po.<;t Office A'eios Co., 217 Dearborn .St.. Chicago, III.
Drrmrell. d; Uphani, 283 Ji'ashinfjton St., Boston, Mass.
Philip Boeder, 307 North Fourth St.. St. Lovis, Mo.
R. S. Duvis dt Co., 346 Fifth Ace., Pittsburg, Pa.
EDITORIAL ANNOUNCEMENTS.
A 600-h. p. four-cycle gas engine at the works ot the John
Cockerill Company, Seraing, Belgium, showed excellent re-
BUltB in a recent test. The gas is obtained direct from the
Bessemer blast furnaces and, on its way to the engine, passes
through dust collectors and receives a proportion of steam to
cool it and increase its density. In the tests the thermal
efficiency of the engine was 27.16 per cent., the net efficiency
about 20 per cent., and the mechanical efficiency between 73
and 80 per cent. The consumption of gas was about 31 cubic
meters per borse-power hour. Of the total amount of heat sup-
plied, 20 per cent, was converted into work, 20 per cent, went
out in the exhaust, and 52 per cent, into the circulating water.
Advertisements.— JVoiftinfl' tvill be inserted in this jmtrnal for
pay, EXCEPT IN THE ADVERTISING PAGES. The reading pages will
contain only such matter as we consider of interest to our
readers.
Special Notice.— 4s the American Engineer and Railroad
JoDRNAi. is printed and ready tor mailing on the last day of
the month, correspondence, adverlisements, etc., intended for
insertion must be received not later than the 20th day of each
month.
Contributions. — Articles relating to railway rolling stock con-
struction and management and kindred io)jics, by those who
are practically acquainted with these subjects, are specially
desired. Also early notices of official changes, and additions of
new equipm,ent for the road, or the shop, by purchase or construc-
tion.
To Subscribers.— r/ie American Engineer and Railroad
Journal is mailed regularly to every subsci'iber each
month. Any subscriber who fails to receive his paper ought
at once to notify the postmaster at the office of delivery, and in
case the paper is not then obtained this office should be notified,
so that the inissing paper may be supplied. When a sub-
scriber changes liis address he ought to notify this office at
once, so thai the paper may be sent to the proper destination.
The paper may be obtained and subscriptions tor it sent to the
faUowing agencies: Chicago, Post Office News Co., 217 Dearborn
Street. London, Eng., Sampson Low, Marston & Co., Limited
St. Dunstan's House. Fetter Lane, £. C.
The New York harbor fire horror of June 30 surprised every-
one because of the feeling that the fire protection of modern
ships was adequate to prevent such disasters. The rapidity
of the spread of the fire and its extent were overwhelming, not
allowing time for preventives to be brought into action. The
lesson to be learned from this loss of 175 lives and $7,000,000
worth of property is an important one, because a similar com-
bination of circumstances may occur at almost any time in
New York. Better piers of steel and concrete, with flre-resist-
ing partitions, are needed. Cotton bales of the cylindrical type
are known to be much safer than the old forms which con-
tributed to this disaster. Fireproofed wood is now available
and may be used in ships with no disadvantage except a slight-
ly increased cost. The cabin and stateroom ports, or "dead
eyes," should be made large enough to admit the body of a
man. The most horrible feature of the whole di-saster was the
death of many whoni the would-be reScUera could, see and talk
with through these openings, which were not large enoUg'h to
permit of escape. There seems to be no reason Why these
things can not be done, , - ,.
A letter from a young stenographer which appears under
Correspondence in this issue suggests what we consider one of
the best opportunities for improvement in railroad service, the
development of humanics in all departments. We withhold
the name of the writer of this letter at his own request, and
we commend the spirit of honest ambition which he expresses.
We are glad to print this protest against indifference toward
one of the most important fundamentals of organization and
management. There are many cases of people who "do not
trouble themselves greatly with the advancement of subordi-
nates" and the number of roads looking outside of their own
forces for leading men is becoming alarmingly large. As a
broad principle it should never be necessary to look beyond our
own subordinates for a man to place In a responsible position,
and if the subordinates are selected carefully and encouraged
systematically there will always be a candidate at hand who is
ready for advancement. As to this young man, can anyone
give us the name of the railroad he is looking for?
Malleable iron is being sold as cast steel for small castings,
and the fraud as discovered recently in the department ot tests
of one of the large railroads, is interesting. A casting bought
as cast steel, and for which the corresponding price was paid,
was accidentally broken and the fracture was that of malleable
iron. Complaint was made to the makers and the part re-
turned as proof. This brought indignant protests from the
manufacturers and the sample was returned to the purchasers,
but the appearance of the fracture had changed and it then
looked like that of tool steel, so fine was the grain. This
transformation interested the test officer of the road to the
extent of a patient investigation, which revealed the fact that
the fracture of malleable iron may be changed to that of very
hard and fine steel by heating and chilling. By doing this,
fractures at one end of a piece of malleable cast iron may be
so much like that of fine steel as to deceive even the expert,
while that at the opposite end is the characteristic fracture of
malleable iron. -. .,
"There are two peculiarities in the compound not brought
into general notice, which are of inestimable value to the rail-
road, perhaps as much so as all the other advantages com-
bined," said Mr. W. S. Morris of the Chesapeake & Ohio at the
recent Saratoga convention. "One of these is that of starting
a heavy train as compared with the simple engine. The sim-
ple engine can seldom start its train without taking slack, and
often repeats this process three or four times. The conse-
quent shocks to draft rigging and cars are well known, and
are probably the hardest part ot the service, few riggings be-
ing strong enough not to be subjected to a strain far in excess
of their elastic limit. The starting of the compound differs
considerably in this respect from the simple engine, especially
since enginemen have become familiar with the handling of
the machine. There is no need of taking slack, and conse-
quently the slack that generally exists in the train before
starting is taken up with care and gentleness, and brings the
engine to an apparent standstill about the time when all coup-
lers are stretched.. From this moment the actual starting takes
AWGHST. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 283
place, and, as there is no lost motion left, there can be no
appreciable jerks in the train. This valuable advantage cannot
be overestimated, as it necessarily reduces the repair expenses
and prolongs the life of the rolling stock in general. The other
peculiarity is the possil)ility of utilizing from 33 to 35 per cent,
of the weight on the drivers for tractive power in emergency.
This feature, however, is not so easily explained, but makes
it possible to handle the trains under all conditions without
resorting to the destructive utilization of the slack."
The comparative evaporative values of the various tiers of
tubes in a water tube boiler in terms of evaporative power
have been obtained by Messrs. Nlclausse of Paris, the builders
of the Niclausse water tube boiler. A specially constructed
boiler was used, with 24 tubes in 12 stages of two each. Each
stage delivered its steam separately and was independently
supplied with feed water, which was carefully measured. The
results are available in a paper read before the British Asso-
ciation by Mr. Mark Robinson, and reported in "The Engineer,"
Sept. 22, 1899. The tests were carried out at rates of combus-
tion varying from 10 to 61 pounds per square foot of grate,
and the remarkable result was obtained that the proportionate
evaporation in each stage of tubes was almost exactly the same
at all rates of combustion. The lowest stage of tubes directly
exposed to the radiant heat evaporated nearly one-quarter of
the whole, the first three stages evaporated nearly one-half,
and the first six stages evaporated two-thirds of the whole.
The first three rows of tubes gave 7% square feet of heating
surface per square foot of grate, and the first six rows gave
15 to 1. The top row evaporated but 3% per cent., and the
law of decreasing efilciency was plainly indicated. The water
tube boiler lends itself very nicely to a test of this kind because
of the convenience with which the evaporation may be meas^
ured In sections, and it would be a great help in locomotive
designing if the same was true of fire tube boilers. The tubes
which add but little to the valuable heating surface are just
as heavy as those which are more eflScient and in the locomo-
tive the front ends of tubes are as heavy as the back ends.
The relative value of each foot of length under the working
conditions of present practice would be most valuable infor-
mation.
The opinion of the merits of large grates by an intelligent
and observing fireman are worthy of most considerate atten-
tion. Mr. Fulton in his article in this issue says a number of
convincing things about the large grate. Two of them stand
out prominently as good business reasons for increasing grate
areas. First the limitations of the physical strength of the
fireman. Unless larger grates are used there will be serious
agitation for two firemen on every large engine, and it will
soon be necessary to come out in the open and call them both
"firemen" instead of calling one of them a "brakeman" or
"coal passer." We have now reached the extraordinary record
of five tons of coal shoveled through a locomotive firedoor in
an hour, and in contrast with this let us note that in the most
successful stationary practice, where good firing is sought in
connection with best efficiency, only one ton per hour is ex-
pected of one man. He is fully occupied in placing this amount
properly on the grates. In England three tons handled in a
passenger run of 150 miles is considered very severe. The
second point made by Mr. Fulton is the possibility of burning
poor coal. The time will come when the grates will be studied
with special reference to the coal used and the active area of
fire will be adjusted in accordance with the special require-
ments of the fuel. In the combustion of locomotive fuel there
is a wide and promising field for experiment and investiga-
tion, and the way motive power men are taking up the increase
of grate areas for soft coal seems to us the most promising
improvement ever made in American locomotive practice. It
frtll soon seem strange that grates were kept narrow so long
and that the grate area question has been considered as largely
independent of the quality of the fuel. The strength of the
opposition to larger grates for soft coal seems to have come
from the famous opinion of D. K. Clark: "There may be too
much grate area for economical evaporation, but there cannot
be too little, so long as the required rate of combustion per
square foot does not exceed the limits imposed by physical
conditions." This celebrated experimenter based this con-
clusion on tests made with coke, and his opinion, we believe,
has been accepted in locomotive practice without appreciating
that fact. It is now evident that firebox and grate proportions
must be considered with reference to the characteristics of the
fuel, am! we are justified in placing this subject among those
of first importance in locomotive progress.
NOTES.
The water tube boiler has had a marked effect in increasing
the permissible amount of heating surface in marine practice.
With less weight in the boilers than was formerly necessary,
the heating surface is much more liberal. In a review of the
warship construction in 1899 in the English Navy "Engineer-
ing" states that the minimum for the year was 2.4 square feet
per indicated horse power against 1.7 square feet formerly.
An inexpensive dust guard, which has given excellent ser-
vice and has been adopted as standard on the Southern Pa-
cific System, is made of common pine wood and lined on both
sides by either old plush or canvas (canvas preferred), and
fastened with clout nails. ' The hole in the wood is V* inch
larger than the axle on which it is to be placed, and the hole
in the canvas is smaller than the axle fit. When put on the
axle it makes a snug fit, and after being in service for a short
time becomes saturated with oil, collecting all dust, and is
practically dust proof. These dust guards, which cost but nine
cents each, were spoken of very heartily by Mr. V. Lemay in
a recent paper before the Pacific Coast Railway Club.
In 1879 the car accountants expressed the opinion that "the
per diem plan for the use of cars is not feasible." Twenty
years later they resolved that "this association is in favor of
a per diem method of settlement for the use of cars." The
"Railway Age" takes comfort from this mark of progress and
says that in only one department of the transportation industry
to-day are there great leaks. That department is the freight
car service. With the constantly decreasing margin between
ton-mile revenue and ton-mile cost the responsible financial
managements are compelled to seek economies. "Doing this
they cannot overlook the fact that a system under which the
average freight car movement is only some thirty miles a day
is essentially extravagant and wasteful."
The use of chilled cast iron for coast defence turrets is not
new. According to Dr. Thurston, writing recently in "Science,"
the subject was investigated by our government in 1865 and
since then about 40 of them have been built for Various de-
fences in Europe. Mr. P. H. Griffin, well known for his work
in chilled iron car wheels, has recently acquired from the
Krupps the control of the Gruson patents in this country,
and has formed a company with works at Chester, Pa., for
the manufacture of these turrets. With the knowledge of
chilled iron which has been developed in this country, together
with plenty of the best chilling irons, the process may be
expected to improve, and the remarkable characteristics of
chilled cast iron may become important in defenses as well
as in transportation.
284 AMERICAN ENGINEER AND RAILROAD JOURNAL.
PERSONALS.
JASPER R. RAND.
Mr. A. E. Taber has been appointed Master Mechanic of the
Great Northern at Kalispell, Mont.
Charles R. Tunks, Master Car Builder ot the Lake Shore
& Michigan Southern, died suddenly June 29, at the age of 50
years.
Mr. J. C. Reed has been appointed Master Mechanic ot the
Seaboard Air Line at Portsmouth, Va., to succeed Mr. C. B.
Royal.
Mr. R. P. Schilling, General Foreman of the Norfolk & South-
ern, at Berkeley, Va., has been appointed Master Mechanic of
the D. L. & W., at Utica, N. Y.
Mr. James T. Wallis has been promoted from the position of
Assistant Master Mechanic of the Altoona shops of the Penn-
sylvania to be Assistant Engineer of Motive Power at Altoona.
Mr. D. F. McBain. formerly Traveling Engineer of the Michi-
gan Central, has been appointed Master Mechanic of the west-
ern division of the road at Chicago to succeed Mr. J. G. Riley,
resigned.
Mr. L, G. Parish, Master Car Builder ot the Lake Shore &
Michigan Southern at Chicago, has liad his jurisdiction ex-
tended over the Toledo division, which was under the charge
of the late C. R. Tunks.
Mr. G. S. Edmonds, who was formerly connected with the
Mechanical Engineer's office of the New York Central & Hud-
son River R. R.. has been appointed Mechanical Engineer of
the Delaware & Hudson.
Mr. H. Monkhouse. formerly Superintendent of Motive Power
of the Chicago & Alton, has resigned to become Superintend-
ent of Motive Power of the Chicago. Indianapolis & Louisville,
to succeed the late W. P. Coburn, who died suddenly June 21.
Mr. H. T. Herr, formerly with the Denver & Rio Grande, has
been appointed Master Mechanic of the Southeast Division of
the Chicago Great Western, with headquarters at Des Moines,
la., to succeed Mr. F. T. Slayton, who has. resigned. Mr. Herr
was educated at the Sheffield Scientific School of Yale Uni-
versity.
Mr. L. G. Barger, who was for many years connected with
the tran.sportation department of the West Shore Railroad, and
recently with the New York Air Compressor Company, has ac-
cepted the position of chief clerk to Superintendent Ketcham
on the Morris & Essex Division of the Delaware, Lackawanna
& Western Railroad.
Mr. George D. Brooke, formerly Master Mechanic of the St.
Paul & Duluth, has been appointed Master Mechanic and
Master Car Builder of the Iowa Central, at Marshalltown, la.,
succeeding Mr. B. Reilly. who has resigned. Mr. Brooke is
succeeded by Mr. J. H. McGoff, under the management of the
St, Paul & Duluth by the Northern Pacific.
It is reported that Mr. R, N. Durborrow, Superintendent of
Motive Power of the Philadelphia, Wilmington & Baltimore,
has been transferred to the same position in the Buffalo &
Allegheny division, with headquarters at Buffalo, and that
Mr. Alex. Kearney, Master Mechanic at West Philadelphia,
will succeed Mr. Durborrow on the P. W. & B.
Jasper R. Rand, who died Wednesday, July IS, was born
September 17th, 1837, in Westfleld, Mass., ot a family dating
its American ancestry from 1635 and including two colonial
governors; and which was well represented in the Revolution-
ary War. He obtained his education in the public schools and
academy of his native town and in Fairfax, Vt.
His earliest business connection was with his father, who was
a manufacturer of whips when Westfleld was the headquarters
of that industry. In 1865 his father retired from business, and
Mr. Rand and his younger brother, Mr. Addison C. Rand, suc-
ceeded him.
In 1870 he removed to New York and was for a time asso-
ciated with another brother, Mr. Albert T. Rand, President of
the Laflin & Rand Powder Company. In 1872 Mr. Addison C.
Rand began the manufacture of the Rand rock drills and other
mining machinery, and the two brothers subsequently organ-
ized the Rand Drill Company, with Mr. A. C. Rand as Presi-
dent and Mr. J. R. Rand as Treasurer, which arrangement
continued until the death of Mr. A. C. Rand in March, which
left the chief office vacant, when Mr, J. R. Rand was elected to
the position. From small beginnings this business has de-
veloped into an important industry. When the Messrs. Rand
became interested in rock drills, they were in the pioneer
stage, with — apparently — a small and uncertain future before
them, but they have come to be an essential part of every
mining outfit. Rock drills were among the first American
machinery products to find recognition among foreign en-
gineers, and they are to-day at work in nearly every country
on the globe where the mining industry has passed beyond the
most primitive stage.
In 1873 Mr. Rand removed his residence to Montclair, N. J.,
where he had ever been prominent in local affairs. For three
years he served on the Town Council; was for two years a
chosen freeholder of Essex County; a charter member and
first President of the Montclair Club, serving also another
term; for fifteen years he was a trustee of the Congregational
Church. He was one of the organizers of the Bank of Mont-
clair, of which he was continuously the President. He was a
member of the New England Society, the Hardware Club and
Engineers' Club of New York City, and for forty years a mem-
ber of the Mt. Moriah Masonic Lodge of Westfleld. Mass.
He was practically acquainted with every fleld of business
life from that of traveling salesman up. He had a remarkable
fund of wit and of pointed but stingless repartee, which made
him the most delightful of companions — qualities which natur-
ally brought him friends without limit. These and other qual-
ities also made him a presiding officer under whose gavel it
was a delight to sit. He was interested in all public enter-
prises and contributed generously to their support.
He leaves a widow, a daughter and a son, the latter now
representing the Rand Drill Company in Paris.
THE STOREHOUSE.
Methods of handling storehouse stock touch the economical
operation of railroads very closely. Mr. John M. Taylor, Gen-
eral Storekeeper of the Illinois Central, said before the West-
ern Railway Club last month that the delay in handling requi-
sitions and the uncertainty of getting material were responsi-
ble for a large proportion of the money that is tied up in
storehouse stock. He recommended telephone connection be-
tween the storehouse and all of the shop departments, with
a system whereby an operator at the exchange could take or-
ders from the shops for material and have the required num-
ber of boys under his direction to get the orders, have them
fllled, and deliver the required stores without involving the loss
of time of expensive men in coming to the storehouse.
A comparison of the different shops on a large system on
the basis of the proportion of the total value of stock issued
AuQusT.ioou AMERICAN ENGINEER AND RAILROAD JOURNAL. 2S8
each moiitli, was recommended as a good way to keep the
dopartment up in efflc'lcncy. A record of the total value of
stock iu each storehouse and the perccuitage handled during
the month, showed at a glance the amount of dead slock, and
such a plan was found advantageous in putting storehouses
upon a commercial basis. The storehouse distributing GO per
cent, of its stock each month showed at once the superiority
of its management over the one handling but 15 per cent. As
in a mercantile establishment, the one in which the stock is
"turned over" the greatest number of times in a year is the
one to get the greatest benefits from its investment.
l^rice books and record books of all kinds are recommended
very freely by writers on subjects of this kind. It seems strange
that the advantages of the card catalogue system have been so
slow in coming before those who are keeping complex railroad
records. The price book or record book of any kind is at once
at a disadvantage because of being a book. If the records
are kept on cards, changes and renewals or substitutions may
be made at any time without the serious inconvenience of re-
writing the entire record when this becomes necessary because
the booli is full. Cards, kept in a suitable case, are as a general
principle to be considered as not only more convenient but
much more flexible in a record system.
Mr. Taylor has mentioned one of the important, but often
neglected, factors of good shop as well as storehouse practice,
light. He says: "The storehouse should have good light. DarK
corners result in storing material out of sight, an expensive
practice. All material that can be so accommodated sboula
be carried on shelving, divided off into compartments of suit-
able size."
RELATIVE STRENGTHS OF IRON JAWS.
Malleable and Wrought Iron.
A comparison of the ultimate tensile strengths of wrought-
Iron and malleable-iron jaws used in interlocking signal work
was recently made at the laboratory of the Massachusetts In-
stitute of Technology. The tests were made for the Union
Switch and Signal Company in connection with the extensive
electro-pneumatic switch and signal installation at the new
South Terminal Station in Boston.
The wrought-iron jaws were made in the usual form, Fig. 1.
/4:
,^
3i::::x)
Fg '•
"WT*
Fig. 2.
of round iron, of the size of 1-inch pipe, and fitted at the ends
opposite to the jaws for the usual screwed and riveted con-
nection to the 1-inch pipe which is used for working the
switches. The malleable jaws are known as "screw jaws,"
because they are threaded upon the ends of the rods. They are
employed where small adjustments in the length of the con-
nections are necessary.
General opinion has favored the solid wrought-iron jaws as
being stronger than the malleable-iron screw jaw, but these
tests, instead of confirming this, point in the opposite direction,
and indicate that the malleable screw jaws are much stronger
than those of wrought iron. Three specimens of each form
were tested. The wrought jaws of Fig. 1 broke at the point
indicated in the sketch, two of them breaking in front of
the pin and the other at the side of the pin. The average
strength of these was 23,317 pounds, and the variation was
not large in the three cases. The malleable jaws of Fig. 2
broke at the points, 1, 2 and 3, only one being at the pin.
Breaks 2 and 3 were in the bends of the shanks, indicating
that greater strength might Ije expected from an irnprcjved
form at these points. The malleable jaws gave an average of
32,443 pounds, which is 'J,12li pounds more than the figure for
those of wrought iron. These figures are higher than the
strength of the usual screwed and riveted pipe connections,
which were also investigated in these tests. Three of the con-
nections between the jaws and the pipes to which Ihey were
joined gave an average strength of 26,010 pounds, which indi-
cates that the malleable jaws are superior and the wrought
jaws inferior to the pipe joints in strength. The sections of
the jaws of both kinds are of approximately the same area at
corresponding points, which reduces the comparison of the
jaws to a question between wrought and malleable iron as a
material for such purposes.
These figures are interesting in their bearing ujion the use
of malleable iron in connection with air-brake rods and
forks.
THE PURCHASING AGENT AND SPECIFICATIONS.
The place of the Purchasing Agent in railroad organizations
was suggestively discussed by Mr. Ira C. Hubbell in a paper
read before the Western Railway Clut in March, in which he
expressed hearty sympathy with the idea that the purchasing
department should not be considered as a separate and dis-
tinct institution, but rather as a co-operative branch of each
of the three great departments to which the operation of the
modern railroad is intrusted, and that the Purchasing Agent
should be, ex-officio, a member of each of them, as an expert
in his particular line.
Mr. F. A. Delano had found closeness of touch with the pur-
chasing department of great value, and thought it a mistake
to locate the offices of the mechanical and purchasing depart-
ments miles apart, as was true of many roads. The two depart-
ments should co-operate, and the Purchasing Agent should be
taken into the confidence of the Superintendent of Motive
Power. The Purchasing Agent should attend the meetings at
which the mechanical men discuss the needs of the depart-
ment. All this indicates the desirability of breaking down
the sharp department lines of the past for the sake of har-
mony, in which there is much to be gained.
In discussing the subject of specifications, Mr. F. W. Sar-
gent stated that he had received specifications calling for a
test bar on steel castings, where the test bar was longer than
the castings.
Iron which is suitable for staybolts on one road is equally
suitable for another, and yet nearly every road has its own
specifications. Some of the requirements may be met at mod-
erate cost, while others involve unnecessary expense. It seems
entirely practicable to adopt standard specifications for many
kinds of material, and the advantages would soon be apparent
in the prices. This seems to be a wise and practicable idea.
The oil engine, says "Engineering," is rapidly settling down
to one pattern, the variations being in the working of the
valves and small matters of that kind, and not in matters of
principle. In commenting upon the recent exhibition at York.
England, it was said that the expiration of the Otto patents
allowed all makers to adopt one design and there was no
longer any demand on their ingenuity in evading its claims.
At this exhibition special attention has been noticed with ref-
erence to lubrication, brushes being provided to catch the over-
flow of oil from the crankshaft bearings so that none could be
lost. One of the large engines was fitted with a self-starter.
This comprises a hand pump fitted alongside the cylinder. In
using it, the exhaust valve is first propped open and com-
bustible mixture is pumped into the cylinder until all the air
is expelled. The valve is then closed and a further supply of
combustible mixture pumped in. A valve at the top of the
ignition tube is then opened, and the mixture fiows up the
incandescent tube until It fires and explodes the charge. The
engine then gets away, and the ordinary cycle is taken up.
2B6
AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE DAYTON LUBRICATING CENTER PLATE.
The necessity of lubrication of center plates was a promin-
ent feature of the report upon this subject at the recent con-
vention of the M. C. B. Association, several forms of lubri-
cated center plates having been illustrated in the committee
report upon this subject. Among them was the Dayton lubri-
cating center plate, manufactured by the Dayton Malleable
Iron Company under the patent owned by them. The name of
the manufacturers, however, was not given in the report.
Our engravings show the construction of this center plate,
which provides an oil pocket in the lower plate to keep the
wearing surfaces constantly flooded with oil. It is made of
malleable iron and the chamber is provided with a screw plug
which may be removed for the addition of oil while the truck
is under the car. This method of lubrication will greatly re-
duce the friction between the plates and its effect upon the
this crank rested on an ordinary pair of platform scales. The
pivot of the bell crank was secured to one of the posts of the
warehouse, and the tackle block was pulled by means of a
windlass in order to give a continued, regular movement. The
first load weighed was 2,000 pounds, and readings were taken
as each additional 1,000 pounds were applied up to an aggre-
gate weight of 20,000. The test was in this way made, first,
with dry plates; the load was then entirely removed, the plat-
form lifted, and the lower plate and oil chamber filled with
oil, after which the test was repeated under exactly similar
conditions and with duplicate weights. It will be noted from
the figures that, as the travel of the platform Increased, a
greater amount of pull was acquired for turning it. This is
owing to the fact that the angle of the pull increased as the
platform revolved. It was found that the amount of pull de-
pended largely on the speed at which the movement was made,
and in making all tests this movement was made at as slow
a speed as possible. With heavier weights — that is, above
ec . CO.
The Dayton Lubricating Center Plate.
wear of wheel ilanges and the resistance of trains is exceed-
ingly important.
A test was made in the warehouse of this company for de-
termining the comparative resistance between dry and lubri-
cated center plates. Service conditions were, as far as practi-
cal, duplicated; but it is not claimed that exactly the same
results were obtained as are given by regular service. The
plates used were taken from stock, and were not finished nor
treated in any way, but used exactly as they came from the
rattlers. The lower plate was secured firmly by bolts to the
floor, and the upper one to a platform 8 ft. 6 ins. square,
the plates being engaged as in service with the exception of
the king bolt, or center pin, which was not inserted. Castings
to the aggregate weight of 20,000 pounds were loaded on the
platform and distributed to keep the platform balanced and
bring all the weight on the center plates.
The platform containing the load was revolved by means of
a windlass, a pointer being attached to one corner, and the
movement was sufficient to cause this pointer to travel through
an arc 6 ins. in length. The movement was effected by
means of a tackle block attached to the platform at a point
directly above that where the flange of the wheel would come
in contact with the rail. The other end of the tackle block was
attached to one arm of a bell crank, and the other arm of
12.000 pounds — readings were taken at each inch of the move-
ment of the platform.
From a large number of readings the following are repro-
duced:
Pounds Pull Required to Turn the Platform.
Weight.
Dry.
Lubricated.
2,000
150 to 225
40 to 47
15,000
600
155
20,000 to start
850
200
20,000
1 In.
travel 900
210
20,000
2 in.
travel 1,000
275
20,000
3 in.
travel 1,035
235
20,000
4 In.
travel 1,085
245
20,000
5 in.
travel 1,125
265
20,000
6 in.
travel 1,200
275
From these figures it appears that the frictional resistances
of these lubricated center plates are less than one-fourth of
those of dry plates.
"The oil and not the pigment of paint," says a well-informed
correspondent, "measures the life of paint, although some
high authorities hold to the contrary, I believe. The pigment
should be considered as the boards of a fence and the oil as
the nails. Then as soon as the weather rusts out the nails
the boards fall off. In a similar way the weather eats out
the gum and the life of the oil, and off comes the pigment."
AuGDST, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 2S7
GRADUATED DIALS ON LATHR CROSS SCREWS.
A great deal of money may be saved iu maehine shops by
a relatively small investment in micrometer calipers together
Willi graduated dials on the cross screws of machine tools.
.1. T. Slocomb & Company, manufacturers of micrometers,
Providence, R. I., have used dials, as illustrated in the accom-
panying engaving, for a number of years and the idea seems
to us excellent. They do not make them, but strongly advocate
their use. They are not expensive and they certainly save
time, labor and spoiled work. Several makers put these dials
on their lathes, but they are usually too small in diameter
and the graduations are too fine. At the shops referred to
the discs are fitted in the place of the usual ball crank. A
straight fit is turned on the quill extending from the lathe
apron, and the pointer, which is split and held by a binding
screw, is fitted to it.
They permit of turning sizes for accurate fits by the most
Graduated Dials on Lathes.
direct methods possible and without the usual "cut and try"
process. The work is simply rounded up and measured with
the micrometer, which shows how many thousandths are to
come off; then, by the reading on the dial, the cutting tool is
adjusted to take off the exact amount desired, with little
chance for mistake and securing a great saving of time. These
people say that any machinist of ordinary ability will never
give them up when he has employed them long enough to be-
come used to them. J. T. Slocomb & Company manufacture
calipers for all-around machine shop work and they recom-
mend them in place of all other outside gauges for work that
is at all close. These micrometer calipers used in connection
with the micrometer dials fill two "long-felt wants"; first, an
accurate method of measuring work, and second, an accurate
way for adjusting cutting tools in accordance with these
measurements.
Although the most valuable feature of the dials is in ad-
justment for sizes, they have other uses. These manufactur-
ers use them instead of the usual screw-cutting stop in cutting
screw threads. This permits of accurately gauging the depths
of cuts and avoids the troublesome springing of most screw-
cutting stops, which renders it difficult to take fine finishing
cuts. With the dial a 7/16-in., 14-thread screw on short work,
is started with five 0.005-in. ciits, followed by six cuts of 0.003
in. and finished by a cut of 0.001 or 0.002 In. All guessing
is avoided and the work is very easily duplicated for any
desired number of pieces. Taper turning is equally simplified
by this attachment and the dial may also be used for measur-
ing the extent to which work Is "out of true," and for meas-
uring cuts on inside work in places difficult of access.
It is evident that judgment and experience are required in
handling such work, and the lack of accuracy of most feed
screws must be guarded against. The variations often amount
to O.OOG in. in the length of a screw, but this will cause no
trouble with short work. These people say that the dials are
somewhat confusing at first, but, speaking from experience,
they find that it does not take long to become accustomed to
them. The dial must, of course, be graduated to fit the pitch
of the feed screw. For an 8 P. screw they use dials 5 in. In
diameter, graduated in 125 divisions by short lines for thou-
sandths and every fifth line extended and numbered. One
division on the pointer is graduated to quarter thousandths.
One division therefore reduces the diameter one-half thou-
sandth.
THE "DEUTSCHLAND.'
The twin-screw steamship "Deutschland" of the Hamburg-
American Line made on her maiden trip an average of 22.42
knots per hour for 3,044 knots from Plymouth to Sandy Hook,
arriving in New York July 12. Her daily runs were 308, 557,
553, 551, 532 and 543 knots, making the trip in 5 days, 16 hours
and 15 minutes, which beats the best previous record of west-
ern trips. On the return trip another new record was made
to Plymouth in 5 days, 14 hours and 6 minutes, the average
speed being 23 knots.
By courtesy of Mr. Emil L. Boas, General Manager of the
line, the ship was opened to visitors in New York. In appear-
ance the "Deutschland" resembles the "Kaiser Wilhelni der
Grosse," but is longer by 38 ft., and has 7,000 more indicated
horse-power. The "Deutschland" is 686V4 ft. long, her breadth
being 67% ft. and depth 44 ft., and displacement 16,000 tons.
The engines are in two sets, quadruple expansion, with six
cylinders each. The indicated horse-power is 35,000. There are
12 double and 4 single boilers, having 112 furnaces. Her
propellers are 23 ft. in diameter. She has six decks, 17 water-
tight compartments, and a double bottom divided into 24
chambers. She has accommodations for 467 first class, 300
second class and 300 steerage passengers. A large play room
tor children, and gymnasium on the promenade deck, are avail-
able to first class passengers, and a grill room upon the boat
deck, open until midnight. The promenade deck is 520 ft. long.
The ship has bilge keels and her appointments throughout
leave nothing to be desired for comfort and convenience.
NELS YELLOW SIGNAL LIGHTS, C. C. C. & ST. L. RY.
The Superintendent of Telegraph of the "Big Four," Mr. C. S.
Rhoads, writes of his experience with Mr. John C. Baird's new
glass in signals in strongly favorable terms. In a recent test
made on the open road, away from the view of conflicting city
lights, he found that he could get a good view of the red at
a distance of two miles. The green was also clear at that
distance and, he thinks, slightly clearer than the red. The
yellow glass, however, gave a distinct Indication at a distance
of three miles. Mr. Rhoads says: "The more I see of the yel-
low, the better I am pleased with the change we have made
in connection with the green as a clear signal. Our system
is being changed to conform to the new standard, taking one
division at a time."
It is pleasing to see such confirmation of the opinion of this
yellow glass, which this journal has repeatedly expressed. The
question of the color of signal lights has not received much
attention from motive power officers, but if they Interest them-
selves in it they will not only contribute important assistance,
but will find it a subject in which they are very directly con-
cerned, viz., one which has to do with the loss of time of trains.
It would help the reform in signal lights if the mechanical
department officers should consider this subject before the
railroad clubs. They really know more about the requirements
of signal lights than anyone else. The cost of running fast
trains is so great as to warrant consideration of every question
tending toward the certainty of signal indications.
258 AMERICAN ENGINEER AND RAILROaD JOURNAL.
"DIAMOND S" BRAKE SHOES AT PARIS EXPOSITION.
Appreciation of "Diamond S" bralte shoes is not confined to
tlie railroads using them in the United States, but it has extend-
ed to roads in all parts of the world. The exhibit at Paris, which
is shown in the accompanying engraving, is in charge of the
Paris representative of the company, Mr. Rochette. The ex-
hibit consists of new and worn "Diamond S" brake shoes with
bundles of expanded metal and records in the form of tables
and diagrams showing the performance and the effect of the
shoes upon tires. The enclosure of the exhibit is a network of
expanded brass in a framework of wrought iron. The arch at
the top of the front of the booth represents a section of a
tire with a brake shoe in position. Altogether the exhibit is
The International Brake Shoe Co.
Paris Exposition.
an attractive one, and its prominent position in the midst of
the locomotive exhibit brings it to the attention of all in-
terested in railway appliances. The patents on this brake shoe,
outside of the United States, are controlled by the International
Brake Shoe Company. This concern is now supplying brake
shoes to railways in England, France, Italy, Russia, Turkey,
India, South Africa, Central and South America, Mexico, Can-
ada and other countries. The president of the company, Mr.
W. D. Sargent, recently returned from a very successful trip
abroad. We are informed that the International Brake Shoe
Co. has been awarded the silver medal, which is the highest
award given this class of appliances at the Paris Exposition.
RAILROAD ROLLING EQUIPMENT IN THE UNITED
STATES.
locomotives, 20,728 as freight locomotives, 5,480 as switching
locomotives, and 601 are not classified.
The total number of cars of all classes in the service of the
railways on June 30, 1899, was 1,375,916, an increase of 49,742
being shown in this item. Of the total number, 33,850 are as-
signed to the passenger service, 1,295,510 to the freight ser-
vice, and 46,556 to the direct service of railways. It should
be understood, however, that cars owned by private companies
and firms used by railways are not included in the returns
made to the commission. The report under review contains
summaries intended to indicate the density of equipment and
the extent to which it is used. It appears that the railways
of the United States used on the average 20 locomotives and
734 cars per 100 miles of line; that 52.878 passengers were
carried, and 1,474,765 pasenger-miles accomplished, per pas-
senger locomotive; and that 46,303 tons of freight were car-
ried and 5,966,193 ton-miles accomplished per freight locomo-
tive. All of these items show an increase when compared with
corresponding items for the preceding year ending June 30,
1898. There was also a decrease in the number of passenger
cars per 1,000,000 passengers carried, and a decrease in the
number of freight cars per 1,000,000 tons of freight carried.
Both locomotives and cars being embraced in the term
equipment, it is observed that the total equipment of the rail-
ways on June 30, 1899, was 1,412,619. Of this number 808,074
were fitted with train brakes, the increase being 166,812, and
1.137,719 were fitted with automatic couplers, the increase in
this item being 228,145.
Practically all locomotives and cars in the passenger ser-
vice were fltteu with train brakes, and of 9,894 locomotives
assigned to that service 6,128 were fitted with automatic coup-
lers. Nearly all passenger cars were fitted with automatic
couplers. With respect to freight equipment, it is noted that
nearly all freight locomotives were equipped with train brakes
and 45 per cent, of them with automatic couplers. Of 1,295,510
cars in the freight service on June 30, 1899, 730,670 were fitted
with train brakes and 1,067,338 with automatic couplers.
A GRACEFUL ACKNOWLEDGMENT.
According to the figures of the Interstate Commerce Com-
mission there were 36,703 locomotives in the service of the
railways on June 30. 1899, or 469 more than the year previous.
Of the total number reported, 9,894 are classed as passenger
Mr. Bowen R. Church, leader of Reeves' Band, who furnished
the delightful music at tt(6 recent convention at Saratoga, was
presented with a fitting testimonial after the adjournment of
the conventions and the presentation was made in the following
letter, which was signed by the presidents of both associations
and the committee of the Supply Men's Association;
"The members of the Master Car Builders', American Rail-
way Master Mechanics' and Railway Supply Men's Associa-
tions, represented at the Saratoga Convention held in June,
1900, as a token of their appreciation of your willingness in the
past to give them Individually, as far as in your power, any
selections they desired, and for your efforts at all times to
please them and their guests, present to you this diamond ring,
the brilliancy of the stone being only eclipsed by the delightful
music furnished by you and your band. We hope that long
life may be given you to enable you to wear this memento
for many years to come."
BOOKS AND PAMPHLETS.
Railroad Operations: How to Know Them. Prom a Study of
the Accounts and Statistics. By J. Shirley Eaton, Statis-
tician of the Lehigh Valley Railroad- New York: The Rail-
road Gazette, 1900. Price, $2.00.
This book was intended specially for managers, investors,
students and railway experts. It is written from the standpoint
of an expert who is a close student of railroad statistics and
one thoroughly informed upon his subject. There are few books
in this field, and the great and increasing importance of prop-
erly prepared statistics renders such a work particularly appro-
priate. The recent years of business depression have induced
close watching of every department for the discovery of possi-
bilities for saving. The discussion in the press and among rail-
road men, of particularly interesting annual reports, was never
so common before, and we take this as an indication that rail-
road methods will be more closely studied and carefully com-
AoausT, I'JOO.
AMERICAN ENGINEER AND RAILROAD JOURNAL 259
pared as the number of opportunities for saving decrease. We
should say that Mr. Eaton has written also for the department
ollicers because a careful examination of the book will suggest
many improvements to many oflicers, such as the chief engineer,
division suiierintendent and superintendent of motive power.
The author treats not only of dry figures, but offers many sen-
sible suggestions. Under "Iteducing Expenses" he says: "The
order is 'retrench.' It comes as an emergency, with no time
to parley. It follows that much retrenchment lacks method.
Sometimes they adopt a rule of cutting requisitions in two.
A master mechanic needs just 60 feet of belt for his shop
engine and the manager reasims that for economy he must cut
the re(iuisiti(m in two, and the shop is delayed for .'!0 feet of
belting." Managers do more foolish things than this. Such re-
trenchment as adding two more cars per train, reducing train
mileage and increasing net earnings is advocated. Many of
the ideas concerning management are old, but no one can
glance through the book without being instructed or reminded
as to possible improvements. It will be seen by the following
list of chapters that the author is more than a statistician:
Hints for Examining Railroad Property; Watching Freight
Trafflc Currently; Expenses; Passenger Traffic; Reducing Ex-
penses; Examining Earnings; Car, Engine and Train Move-
ment Statistics; General Principles of Interstate Commerce;
Classification of Expenses; Maintenance of Way Expenses;
Maintenance of Equipment; Conducting Transportation; Gen-
eral Expense; Public Statistics; Operating Units; Averages;
Prorating; Railroad Statistics; Expense Classification; The
Earning Classification; Working Tools for the Statistician;
What is Cost? Capital and the Fundamental Theory of a Rail-
road.
We approve the author's arrangement of putting the histori-
cal at the end. It is the least important part of the work,
but is not without interest and value. To the reviewer the
fundamental ideas of the author seem to be two: 1, To show the
principles of railroad statistics. 2. To show how they may be
used currently by the men in charge of operation, to obtain
better results. The frequent use of the word "current" indi-
cates a broad idea of what statistics are for, not alone for the
investor, but for the operator, and to us the latter use is of
the more vital importance to the owners of the property. It is
evident that the author advocates the use of figures by the
various division superintendents for the comparison of their
work month by month and of that of other divisions.
A high place is given to the ton-mile unit, which Mr. Eaton
considers the best single unit thus far offered, but it is shown
to be necessary to have other units also. We find the book
much more interesting and a great deal more valuable than
the title seemed to indicate. It should be read by every man-
ager, superintendent, motive power officer and purchasing
agent.
Railway Signaling. By H. Raynor Wilson, of the Lancashire
& Yorkshire Railway, England. Published by the Publishers
of "The Railway Engineer," S Catherine Street, Strand, Lon-
don, England, 1900. Price (in England), 18 shillings.
This long-promised book has appeared in greater part in the
columns of "The Railway Engineer," and it is now brought up
to date and enlarged. The author desired to prepare a standard
work covering the entire subject of railway signaling, but the
phenomenal growth and development of the electric side of the
subject necessitated separate treatment, the work before us
being confined to mechanical apparatus. The author has con-
fined himself to apparatus which represents sound practice in
England, and w'e nowhere find the appearance of a desire to
merely record experiments. The work is divided into the fol-
lowing chapters: Single Lines; Signal Cabins; Wood and Iron
Posts; Point and Signal Connections; Locking Frames; Sig-
naling plans; Level Crossings; Examples of Large Signaling
Installations; Board of Trade Requirements and standard spec-
ifications for signaling works. The author is a master of his
subject and has used excellent judgment in the plan and
execution of the work. Giving due regard to the historical,
he gets at once into present-day questions and in this he is espe-
cially to be commended. He presents the principles and details
of English methods and gives working drawings of everything
used about mechanical interlocking except those devices which
must be bought from the manufacturers, such as train staff
apparatus. Every signal engineer and operating officer should
secure a copy of this book, because of the large number of
suggestions which may be obtained from such a thorough rec-
oid of English practice, and because of the opinions of the
author on many points of practice. The book is altogether
the best that has ever appeared on the subject of signaling,
and not the least valuable features are the Hoard of Trade
requirements brought up to date, and a reiiroduction In full
of the standaid signal specifications of the Great Eastern
Railway. The book contains a number of large folded plates
of signal and switch plans for such terminals as the Waver-
ley Station, Edinburgh; the Liverpool Street station of the
Great Eastern Ry., and the Waterloo terminus of the London
& Southwestern. From correspondence with the author and
in other ways our expectations concerning this work have
been high and the result is not in any way disappointing.
Standard Designs for Boats of the United States Navy. Speci-
fications, Schedules of Material, Weights and Cost. By (,"hlef
Constructor Philip Hichborn, IT. S. N., Chief of Bureau of
Construction and Repair, Navy Department, Washington,
D. C. Government Printing Office, 1900.
The standard navy boats have been evolved from experience
and careful study of the special conditions to be met in the
naval service, and the excellent work before us is a complete
record of the present construction, even to the speed trials
of the various steam launches. Bach boat is represented by
working drawings, shear, half breadth and body plans, speci-
fications, bills of material, weights and actual costs. For com-
pleteness, arrangement and excellence of execution this book
has not often been surpassed, and the impression of conscien-
tious thoroughness in design of these boats is at once received.
It is evident that the navy department has made good use of
the New Bedford whaleboat in its designs for boats of rela-
tively light carrying capacity, and the models for launches of
large capacity have been worked out with equal care. The
volume is in every way creditable, and the half-tones of com-
plete boats are unusually fine. We cannot see how anyone
can help being stirred with admiration for the 30-foot gig
whaleboat of Plate 159, which is one of many illustrated. Such
work as this in a relatively small matter connected with a
war vessel increases the confidence that our naval interests
are in the hands of the right kind of men.
American Railway Association. Proceedings Covering the
Period from 1894 to 1898, Inclusive. Published by the Asso-
ciation, 24 Park Place, New York, N. T. Price, $5.00.
This is the second volume of the proceedings of this Associa-
tion and the records of its important work from the begin-
ning up to and including the convention of 1898 are now avail-
able in a form which is convenient for reference and preserva-
tion. To our readers it is not necessary to say anything about
the value of these volumes, but we take this opportunity to di-
rect attention to the great amount of work which the secretary
of the Association, Mr. W. F. Allen, has done to put the pro-
ceedings into this form, and to compliment him upon the char-
acter of the presentation.
Mechanical Equipment of the New South Station. Boston. By
Walter C. Kerr. A reprint of a paper read before the Ameri-
can Society of Mechanical Engineers, December, 1899.
This paper is unicfue and very valuable. We have already
referred to it in our columns. It presents a description by
the contracting engineers of the interesting work connected
with the design and installation of the mechanical equipment
of the largest railroad station in the world. The variety of
the work and its extent, together with the exceedingly exacting
conditions, render it worthy of study by many who are not
specially engaged in station work, because the various factors
in this aggregation are sufficiently extensive to compare with
installations for towns of considerable size. This is specially
applicable to the lighting problems. There are twelve separate
branches of engineering represented in this undertaking, all
of which was intrusted to Messrs. Westinghouse, Church, Kerr
& Company. These are as follows; 1. Power-house. 2. Inter-
locking switch and signal system. 3. The electric plant.
4. Heating and ventilating. 5. Disposal of drainage from water-
proofed structure. 6. Roof drainage. 7. Ice-making, refriger-
ating and water-cooling plants. 8. Car heating in train shed
and yards. 9. Air-brake charging. 10. Steam and hot water
supply to head-house. 11. Fire protection. 12. Elevators, bag-
gage and express lifts. The entire work was handled as a
unit, and this is to us its most interesting feature, as it is
a departure from the usual practice of calling in a number of
260 AMERICAN ENGINEER AND RAILROAD JOURNAL.
-experts in the various branches of engineering represented
and giving them commissions to worlt independently. In this
case the responsibility was concentrated and the work was
not only better done, but a great deal of money was saved.
The fact that a single firm is prepared to conduct such an
enterprise is significant of the high place which Westinghouse,
Church, Kerr & Company have attained. Such a paper as
this should be placed in the hands of investors and others
who aie responsible for the large railroad terminals of this
country. Copies may be had from the Westinghouse Com-
panies Publishing Department, Pittsburg, Pa.
Traveling Engineers' Association. Proceedings of the Seventh
Annual Convention, Held at Cincinnati, Ohio, September, 1899.
Edited by the Secretary, Mr. W. O. Thompson, Elkhart, Ind.
The annual volume of proceedings of this energetic Associa-
tion contains the record of the last convention and discussions
of the following subjects; "The use of water on hot bearings of
locomotives and tenders;" "How can the responsible engineer
be located when an engine has been subjected to unfair usage
under the pooling system?" "The proper care of the air pump
and engineer's valve while in service, and what is essential
to the successful handling of air brake trains;" "In employing
or recommfnding young men for firemen, what ciualiflcations
should they possess?" "Long runs of locomotives, with a view
of economical treatment, and maintenance;" "Is it economy
to use the exhaust steam from the air pump to heat the feed
water?" "Eyesight tests;" "Boiler compounds and purges."
"The Foundry" for June, 1900, contains an admirable article
by Paul Weaver upon brass furnaces, which we commend to
our readers who are using the familiar "hole in the ground"
method of melting brass. The author states a strong case
for improved furnaces as to economy of fuel, and also in
the service of crucibles. "The Foundry" is published at De-
troit, Mich.
Among the special features of the July Magazine Number
of The Outlook will be found a collection of portraits and pict-
ures relating to the present Chinese crisis, including several
never heretofore printed, and of unusual interest; an article
on the political career and character of Joseph Chamberlain
by Mr. Justin McCarthy, the author of "The History of Our
Times" and "The Story of Gladstone's Life," with portrait;
an account of a "Visit to the Prince of Montenegro," by E. A.
Steiner, with many pictures; an elaborately illustrated article
on Lourdes, "A Town of Modern Miracles," by Clifton Johnson,
who furnishes also the photographs reproduced; an illustrated
article on "The Religious Situation at Harvard," by Mr. Du-
rant Drake; a singular story called "The First Judas," by Flor-
ence M. Kingsley, whose novel of early Christian times called
"Titus" achieved such an extraordinary success; another in-
stalment of Mr. Hamilton W. Mabie's series of illustrated arti-
cles on Shakespeare, and several other illustrated and unillus-
trated magazine articles, together with the usual full historical
review of the world, editorials and other departments. ($3
a year. The Outlook Company, New York.)
Pneumatic Tools, 1900. The Q & C Company have issued
a new 50-page pamphlet on the subject of their pneumatic tools,
including hammers, drills, riveters, stone-cutting hammers and
flue expanders. The illustrations, which are very good, show
the tools assembled and in groups of parts, each part being
numbered for reference in ordering. This catalogue is spe-
cially commended for the clear and concise descriptions and
the good engravings.
Westinghouse Friction Draft Gear. A pamphlet prepared
in the usual admirable style of the Westinghouse companies
presents an elaborately illustrated description of this interest-
ing device. Our readers will remember the description on page
148 of our May number and in the pamphlet they will find not
only a description, but transparent interior views of the gear,
records of tests and a number of illustrations of methods of
application of the draft gear to the framing of cars and ten-
ders. The appearance of the pamphlet is opportune, because
of the increase of interest in the subject by the increasing ca-
pacities of locomotives and cars. Readers are advised to secure
copies from the Westinghouse Air Brake Company.
"St-andard Steel Rails and Splice Bars Manufactured by
Carnegie Steel Company, 1900," is the title of a handsome vol-
ume in flexible leather, containing all that engineers need for
reference to the steel rails used on the railroads of this country.
The rail sections of the various roads, tables of rails, splice
bars, spikes, specifications of rails, and the names of the
roads using each section are given. The dimensions are stated
in metric and English units. In every way it is worthy of the
Carnegie Steel Company. We have received a copy through
the courtesy of Mr. A. R. Peacock, First Vice-President of the
Company.
"Record of Recent Construction No. 19" of the Baldwin Loco-
motive Works contains a number of interesting designs, among
which we note the H5 freight locomotive of the Pennsylvania;
a heavy 10- wheel engine for the C. & O. ; a compound consoli-
dation for the Bavarian State Railways; a compound Atlantic
type passenger engine for the Central of New Jersey, and a
number of engines for home and foreign roads. The closing
illustiation in the pamphlet shows a small tank engine with 9
by 14 in. cylinders for Mr. Arthur Koppel. It is built for a
23%-in. gauge and weighs 25,550 lbs. The service includes
curves of 59 to 66 ft. radius. These pamphlets are always
in excellent taste and their value as a record of the work of
the lai-gest builders of locomotives is doubtless appreciated.
"Electric Train Lighting from the Car Axle." We have re-
ceived from Mr. Jno. N. Abbott, Vice-President and General
Manager of the Consolidated Railway Electric Lighting &
Equipment Co., a copy of a handsome pamphlet bearing this
title. The apparatus was described in our issue of December,
1899, page 400, except as to the method of driving the generator,
which has been improved and simplified. The pamphlet pre-
sents in a number of fine engravings the adaptation of the sys-
tem to coaches, mail and special ofRcers' cars. This company
also controls a system of refrigeration, making use of its axle-
driven generators. Besides the excellence of the light, absolute
safety from conflagration in case of wrecks is strongly urged
for this system.
The Hayden & Derby Manufacturing Company, 85 Liberty
Street, New York, have issued a new price list and catalogue,
44 pages, 6x9 in., dealing with the various types of Metro-
politan Injectors and H. D. Ejectors of which they are the
sole manufacturers. The catalogue is finely illustrated and
has for a frontispiece an excellence view of the company's
plant at Bridgeport, Conn., one of the most complete and mod-
ern establishments of its kind in the woild. In addition to
a detail description of the Metropolitan Automatic Injector,
?,Tetropolitan "1898" Injector, and Metropolitan Double-Tube
Injector, the book contains much interesting information on
the subject of injectors generally, with suggestions as to the
proper type and size injectors for the most satisfactory and
economical results. Special attention is directed to what these
injectors will accomplish under various conditions. Copies of
the catalogue may be obtained upon application to the Hayden
& Derby Manufacturing Company, and they should prove of
value to engineers and steam users for ready reference.
"Concerning Roller Side Bearings" is the title of one of the
most attractive little pamphlets of its kind we have seen this
year. It is issued by the Simplex Railway Appliance Company,
Fisher Building, Chicago, and is devoted to the Susemihl side
bearing. This device is the result of about 15 years' experi-
mental work by Mr. F. G. Susemihl, of the Michigan Central
R. R., and in its present form it has been used continuously for
three years without developing defects. The arrangement of
the rollers compels them to roll with the movements of the
trucks and the rollers are kept out of contact with each other;
furthermore, they cannot drop out of the bearings. When the
car is jacked up from the trucks the parts of the bearing all
go with the upper bearing, and they cannot fall out or become
lost. The principles of the construction were illustrated on
pages 339 and 394 of our October and December numbers, 1898,
but several Important improvements have been made since that
time. At the recent Master Car Builders' convention the ques-
tion of side bearings was considered one of the two most im-
portant subjects for discussion, because of the effect of side
bearing friction upon the net hauling capacity of locomotives.
It seems to be the general opinion among car men that if roller
bearings can be so constructed that the rollers will not flatten In
service they will be used because of the possibility which they
offer of reducing the weight necessary to make the bolsters
AuaDST,i9oo. AMERICAN ENGINEER AND RAILROAD JOURNAL 261
sufficiently rigid to sustain ttieir ioads without deflection. We
go furtlier liiaii tills and believu ttiat roller side bearings are
necessary anyway, even wltii stiff holsters, and the design re-
ferred to here seems to meet all reiiuirements.
IVIetai Sawing Machine. The Q & C" Company have issued
a new catalogue of power sawing machines, portable rail and
shop saws, in which attention is called to the fact that this
company are the only manufacturers of cold metal saws of both
the arbor and blade driven types. They are consequently in
position to recommend whichever type seems from their expe-
rience to be best adapted to the purchaser's requirements. They
also call attention to the arrangement of their power machines.
which permits of cutting structural iron work in the positions
which involve the least length of cut, which leads to a great
economy In time. The portable rail saws and shop saws have
been improved in many ways to ini'rease their convenience
and durability. These machines are illustrated in a large
variety.
The passenger department of the New Torlt Central has
issued a folder on Bionx Park and the pilgrimage system of
teaching. This gives complete directions for visiting the New
York botanical gardens and museum, as well as the other feat-
ures of the famous Bronx Park, and the other side of the folder
is devoted to an itinerary for a trip through the country on
the New York Central near New York, which is full of histori-
cal interest from its connection with the American Revolution.
The number of short trips about New York and the actual
knowledge of history, geography, geology, botany and (at the
Bronx Park) zoology, which may be obtained in a short time
and at a very small cost, is surprising. A copy of the folder
will be sent on receipt of a postage stamp Ijy Mr. Geo. H. Dan-
iels, General Passenger Agent, New York Central Railroad,
New York.
"The New Pennsylvania Limited" is described in a pamphlet
which is unique and beautiful, published by Mr, E. A. Ford,
General Passenger Agent of the Pennsylvania Railroad. The
literature of the passenger and advertising departments of our
best railroads has improved wonderfully during the past few
years. It contains many examples of high art in printing and
illustration, but it seems impossible to surpass this of the
Pennsylvania. The cover is in the cream and olive-green colors
of this train and the printing, engraving, paper and binding
are finely executed. The illustrations are half-tones from pho-
tographs actually taken on this train, and they exhibit a degree
of luxury and comfort equal to those of the best clubs and
hotels. Copies may be obtained from the General Passenger
Agent.
The 'White Mountains of New Hampshire are conspicuous in
many ways. The region is one grand wonderland, and every
turn brings the visitor to some attraction in which Nature's
marvellous embellishments ai-e displayed. The famed "Craw-
ford Notch," "The Plume," "The Old Man," "Elephant's Head,"
"The Lake of the Clouds," the Gulf, the ravines and cascades
are but a few of the many notable features with which
it would seem this region has been so extravagantly endowed.
One hardly realizes how imposing the mountain surroundings
are until a visit has been paid them, but a slight idea of some
of their principal attractions may be gained from perusing
the "Mountain Hand-Book," issued by the Boston & Maine
Railroad, and for pictorial views of the mountains the Boston
& Maine portfolio known as "Mountains of New England."
win prove Interesting and instructive. The first mentioned
book is sent for a two-cent stamp, the latter for six cents in
stamps to any address upon application to the Passenger De-
partment of the Boston & Maine Railroad, Causeway Street.
Boston, Mass.
EatriPMENT AND MANUFACTUBIKG NOTES.
Mr. Jere Baxter of the Tennessee Central Is In the East to
buy equipment for that road. It is expected that he will place
orders for about $500,000.
Owing to increased business, the Modoc Soap Company have
found it necessary to enlarge their manufacturing facilities
by moving into a new flve-story brick building. No. 119 West
Second street, Cincinnati, in which their capacity is greatly
increased. This became necessary in order to meet the demands
of railroads for Modoc Liquid Car Cleaner, which is used by
nearly all the leading railroads of the country for cleaning
passenger cars.
The International Power Company have Just delivered ten
10-wheel compound locomotives to the Chicago Great Western
Railway for passenger service. The parts made In cast steel
are the driving wheels, driving boxes, link hangers, reverse
shafts, low-pressure piston, rocker shafts and cross heads.
They have Nathan lubricators, Ashton safety valves, Richardson
valves. Westinghouse brakes, Sargent brakeshoes and AJax
bearings.
Through inadvertence we failed last month to refer to one
of the most attractive exhibits at the recent Saratoga conven-
tions— that of William Sellers & Company. Their locomotive
injectors, new water strainer, boiler check and valve, and com-
bination check and stop valve were exhibited and all of them
attracted a great deal of attention and interest,
Lucol paint has been selected for use on the 1.200 high-sldod
coal cars which the Wheeling & Lake Erie are building at
their Ironvllle shops. With this paint the cars are painted and
stencilled, ready for the road, in twelve hours, which Is a
decided advantage over slow-drying paints under such circum-
stances. In a recent experiment with Lucol paint on this road,
one of the new cars was sprayed at 7 a. m. At noon It was
dry and was sprayed with a second coat. At 5 p. m. It was
diy enough to stencil and at 6 p. m. It was in a train with
a load of coal.
Mr. J. W. Duntiey. president of the Chicago Pneumatic Tool
Company, Chicago. III., who returned to Europe on the "Kaiser
Wilhelm der Grosse." on July 3d, for an extended stay at the
Paris Exposition, invites customers and friends of the com-
pany who visit the Exposition to call on him at their exhibit
in the American Machinery Building, Vincennes, in Space 1,
Block 9, or at the Palace of Machinery and Electricity, Champ
de Mars, Space 1, Block 14, where he will be pleased to meet
them and extend any courtesies that will be acceptable in look-
ing up points of interest.
The Chicago Grain Door Company. Monadnock Building, Chi-
cago, has received within the past 60 days the following orders
for its grain door equipment:
"Soo" Line. 3,000 cars.
Northern Pacific, 1,000 cars.
Great Northern, 1,000 cars.
Chicago. Milwaukee & St. Paul. 1.000 cars.
Atchison. Topeka & Santa Fe. 500 cars.
Illinois Central, 2,500 cars.
Intercolonial Ry. of Canada. 1,100 cars.
Canadian Pacific of Canada, 1,200 cars.
It is safe to say that the most attractive exhibit at the
recent M. C. B. and M. M. Association conventions was made
by the Pintsch lighting peiple. Their display occupied a very
prominent place, for it was located in the lobby of the Grand
Union, while the other exhibits were to be found out in the
court-yard and along the veranda. The framework upon which
the various styles of Pintsch lamps were suspended was fin-
ished in white and gold, backed with heavy plate mirrors.
The four styles of lamps shown thereon were all gold-plated
and equipped with either cut glass bowls or bowls of chased
glass with empire designs. A novel feature consisted of a din-
ing car table spread with beautiful linen and fine napery and
holding all the correct table appointments, highly polished
silver, pretty tea service and beautiful china. Over this table
extended a two-branch silver-plated gas candelabra showing
how useful and effective an ornament it would be in dining
cars. A white and gold screen afforded a display place for
five or six styles of lamps for side illumination, which might
be well employed by railroads of this country where they
want novel effects in first-class coaches, parlor and dining
cars. Some of the styles shown wei-e a Roman torch design.
a three-branch gold-plated candelabra and an argand bracket
lamp. The beauties of this exhibit were enhanced by beautiful
potted palms placed around the platform and a Judicious use
of Eastern rugs, while the chairs at the dining table and
those to be used by visitors were of mahogany, handsomely
designed and with leather seats. The light as usual was brill-
iant and the whole exhibit added greatly to the cheerfulness
of that part of the Grand Union.
262 AMERICAN ENGINEER AND RAILROAD JOURNAL.
MASTER CAR BUILDERS' ASSOCIATION.
Thirty-fourth Annual Convention.
Abstracts of Reports.
(Concluded.)
TESTS OF MASTER CAR BUILDERS' COUPLERS.
Committee: W. W. Atterbury, W. S. Morris, W. P. Appleyard.
H. Monlihouse, F. A. Delaho.
It will be remembered that at the last meeting of the Asso-
ciation, the general subject of the "Master Car Builders' Coup-
ler" was considered of suflicient importance to warrant the ap-
pointment of a standing committee of five, the woik of the com-
mittee to be somewhat of the character of your standing Com-
mittee on Brake Shoes and Triple Valves.
The work of your committee during the last year has been
largely that of perfecting the details of the work submitted at
the last meeting of the Association, and has, therefore, been as
yet unable to do any work on the more serious question, that
of the tests of the Master Car Builders' couplers.
Drop Testing Machine.
The drop testing machine which has been adopted as recom-
mended practice has now been thoroughly developed and the
detail drawings form a part of this report.
Subseriuent to the last meeting of the Association, Purdue
University, through Prof. R. A. Smart, with the approval of
the late President Smart, and subject to the approval of its
trustees, made a proposition to your committee to the effect
that a drop testing machine, of the design approved by your
committee, be constructed by the university at its expense, un-
der the direction of your committee; that such machine, when
built, shall be the property of Purdue University, and shall be
installed in its laboratory, to be at all times subject to the use
of the Master Car Builders' Association, through its proper
committee, for official research, the university to furnish such
aid and assistance and subsidiary apparatus as may be con-
venient; the machine to be at all times usable by Purdue Uni-
versity for educational and commercial purposes; all of the
above to apply to any improvements in the machine which may
be devised by your committee.
The Association will note that the conditions are practically
those under which the Master Car Builders' Brake Shoe and
Air-Brake plants have been installed, except that in this case
the plant would be the property of the university.
Your committee submitted the proposition to the Executive
Committee and was by it empowered to act in the matter, and
has. therefore, believing the proposition to be exceedingly fair,
taken it up with Purdue ITniversity, and is now awaiting advice
of the favorable action by the trustees of that institution.
Your committee hopes that before the next meeting of the
Association this drop testing machine will be constructed and in
operation and some definite results obtained from the same.
Worn Coupler Gauge.
The secretary of the Association was authorized, and has ar-
ranged with the Pratt & Whitney Company, of Hartford, Con-
necticut, to manufacture this gauge, and your committee is
advised that at the,present time 241 of these gauges are under
process of construction.
Coupler Contour Gauge.
This gauge, which was somewhat modified, with the approval
of the Association at its last meeting, is now being manufac-
tured by, the Pratt & Whitney Company, and the members of
the Association should be able to obtain them on order.
Twist Gauge.
The twist gauge, as approved as "recommended practice" at
the last meeting of the Association, has been in use experiment-
ally by your committee for some little time, and some slight
changes and modifications have been found necessary. Your
committee does not feel warranted, as yet, in placing this gauge
in the hands of a manufacturer, as there is a possibility that
a more extended trial will demonstrate that some further
changes may be required.
Marking of Master Car Builders' Couplers.
In view of the fact that some couplers are bought on time
specifications, it has been suggested that a method of marking
similar to that now in general use on air-brake hose be adopted
for couplers.
In the event of the proposed method meeting the approval
of the Association, your committee would further recommend
that it be embodied in the specifications and the same changed
to read as follows:
"The name of the coupler and class of bar must be cast on
the top side of head of bar in letters and figures three-fourths
mch long and raised one-sixteenth inch. • Each drawbar must
also have plainly cast upon it the Master Car Builders' stan-
dard label of dimensions and size, and in the location as shown
in detail on drawing which forms a part of these specifications
Each knuckle must," etc.
Increased Dimensions of Shank of Coupler.
Your committee has given this subject considerable thought,
but is not at present prepared to recommend an increase in the
Hmensions of the shank of the coupler, in view of the fact that
such radical changes as the committee would desire to make
will necessitate very material changes in such standards of
the Association as pertain to the spacing of center sills, location
and dimensions of draft timbers, etc.
It is possible that the development of the metal center-sill
or metal draft-timber may bring about such a design of these
parts as will permit the use of a coupler with an increased
shank. Before this matter can be definitely settled it may
require a joint meeting of your standing Committee on Coup-
lers and your Committee on Draft Gear.
Master Car Builders' Coupler Knuckle.
As the interstate commerce law in regard to the use of auto-
matic couplers becomes operative on August 1, 1900, the neces-
sity for the link and pin disappears. Your committee believ-
ing, therefore, that the time for the abandonment of the link-
pin hole and slot is now at hand, hereby ask for such discus-
sion of the subject as will enable your committee to intelligent-
ly make its recommendations.
DRAFT GEAR.
Committee: J. R. Slack, James Macbeth, W. E. Sharp.
In order to obtain information as to the practice and experi-
ence of the various roads in regard to draft gear, circulars con-
taining 16 well-directed questions were sent to the members of
the Master Car Builders' Association.
For convenience the different forms of draft gear used have
been divided into classes, which are designated as follows:
A. — One double-coil spring with cast-iron stops bolted to
wooden draft timbers. This is the ordinary form of Master
Car Builders' recommended practice.
B. — Twin springs with malleable-iron cheek pieces or draft
arms bolted to wooden draft timbers.
B'.— Twin springs side by side, with malleable-iron draft arms
bolted to the sills of car.
C— Twin springs placed side by side, with malleable-iron
cheek pieces belled to wooden draft timbers.
D. — One dcuble-coil spring, as in type A, but with pressed
steel or malleable-iron stops.
E. — One double coil spring with malleable-iron cheek pieces or
diaft arms boiled to wooden draft timbers. In ihis type, ris
in type B, the front and back stops are in one piece with the
draft arms, so that the pulling and buffing strains are distribu-
ted among all the bolts holding the draft arms, instead of the
bolts holding each stop acting separately, as in types A and D.
F.— Draft rigging of the Graham type.
C — Draft rigging of the American continuous type.
H.— Four two-coil springs arranged side by side in tandem.
The number of roads using the different classes of draw gear
is as follows: A, ten roads, B, six roads: B', four roads; C,
one road; D, two roads; E, three roads; F, five roads; G, two
roads; H, one road. One private car line uses four forms— A, B,
E and G; one road uses D as a standard, but also has in use
forms B and C; one road uses B as a standard, and also has in
use E; one road uses F as standard and also has in use H; one
road uses D as standard and also has in use B and C.
For type A the following figures are given for cost of main-
tenance: Twenty-five to 30 cents per year; $1.60 per car per
year; $1 per car per year. A private car line which has types
A, G, B and B' in service gives the following ratio of cost of
maintenance: A, 1; B, 0.16; G. 0.45; B\ 0.12. A road using type
B reports no repairs except those due to wrecks. A road using
type E gives 30 cents per car per year. A road using type C
reports very rare failures during a service of eight years. A
road using type E reports cost of maintenance scarcely any-
thing. A road using type F reports $1.20 per car per year.
The weak points reported are: One road reports trouble with
type E on account of the use of not properly seasoned timber,
which shrinks and allows the keys to become loose, thus put-
ting the draft bolts in shear. This fault should not properly
be laid to this type of draft gear. One road using type G re-
ports trouble due to the bending of the draft key and stretch-
ing of the draft rods on account of the increased tractive force
of the locomotives. A private car line finds the same fault
with this type. Two roads using type A report trouble on ac-
count of the followers chafing against the draw timbers and
cutting into the wood. One road reports trouble with type A
on account of loosening draft timber bolts by gradual working
lengthwise of draft timbers, not wholly prevented by draft
timber keys. One road using type A finds that the trouble
with it is that as it gets old the wooden draft timbers splinter
and give way, and another that there is not good enough con-
nection between draft lugs and draft timbers and subsills
Another road using type D reports one of the weak points is
that as it has no good bearing on the draft timbers, and the
bolts have to take a good deal of the thrust, the bolt holes are
thus elongated, allowing end motion of the draft rigging. The
majority of answers are to the effect that no weak points have
been found with the particular style of draft rigging used.
Seven roads report having used metal draft arms principally
of malleable iron. Ten roads have used metal cheek pieces,
with front and back stops cast together and bolted to wooden
draft timbers. Twelve roads have not used such arms. One
road reports 2,000 cars equipped with metal draft arms, and
states good results have been found. On the other hand, one
road reports unsatisfactory results from the use of these arms
on cars of iron construction. One superintendent of motive
power reports the use of these arms on about 1,500 cars. The
general testimony of those who have tried the metal draft arm
or the cheek piece bolted to the wooden draft timber seems to
be in favor of it.
A private car line reports the malleable-iron draft arms, type
B', to have been in use about five years. They state the cost
AuQusT.i'joo. AMERICAN ENGINEER AND RAILROAD JOURNAL 263
ui' iipijliration to bo about $1.50 to $2 more per car, and the
. nsl of maintenance $4.40 per car per annum less. Another road
Kivi'S the co.sl of the draft arms, type B', as .$2.18 per car. This
i.s the road that has about 2,000 cars equipped with these. They
.state they have had them in servii^e about three years, and
have had to renew none to date on account of ordinary service.
The private car line above referred to as having types A, B, E
and O in service gives the following ratio as the cost of appli-
cation: A, 1; B, 1.19; B', 1.31; G, 1.19. Another road reports
the cost of e(iuipping a car with malleable draft arms at $12.50
more than with the Master Car Builders' recommended prac-
tice.
Thirleen roads report that they have used pressed steel or
malleable-iron stop.s, and fourteen that they use only the cast-
iron stop. One road uses a heavy angle-iron stop. Tl>e advan-
tages of such slops over cast-iron stops appear to be greater
in strength with less weight of metal. A few roads report un-
satisfactory results with the pressed steel stop, but others say
I he results are satisfactory where the front and back stops are
connected by a bar which serves to distribute the pushing and
pulling strains among all the bolts holding the front and back
stops.
Sixteen roads have used tandem or twin springs instead of
the ordinary S'^ by 8-in. double-coil spring. Eleven roads use
only the double-coil spring. One road uses a triple-coil spring.
All the roads using a tandem or twin spring find it of advan-
tage in relieving shocks and saving llie draft gear. In most
cases where the tandem or twin springs are used they are each
the same as the Master Car Builders' GVi by 8-in. double-coil
spring. Three roads consider the 6% by S-in. double-coil spring
of suflicient cai)acity to withstand the pulling and buffing
.strains of heavy freight locomotives. Twenty-two roads do
not consider this spring of sufficient capacity. Of the three
roads favoring this spring, however, one uses with its standard
ilraft gear two tandem springs. Another of the three finds that
they have more trouble with breakages of the couplers that
they are using than with the springs, and consider the springs
sufficiently strong for the couplers as now made and for the
method of attachment to the draw timbers. This road is using
type A draft gear with the ordinary cast-iron stops.
Twenty-six roads consider the use of draw timber keys advis-
able. Two roads do not favor them.
Fourteen roads report that they have had no experience with
Ihe continuous type of draw gear. Eleven roads report their
experience unfavorable. Four roads report good results from
this type of draw gear.
Twenty-six roads report no experience with rods run from
coupler back to second needle beam. Three roads report fav-
orably on such construction. One objection brought against
this is the difficulty of keep the rods tightened up as they
should be in order to be effective.
The following are the conclusions arrived at by the com-
mittee:
1. The ordinary type of draw gear (type A), known as the
Master Car Builders' Recommended Practice, is defined in
strength both in method of attachment to draw timbers and in
capacity of spring. The strains imposed upon this both in
pulling and buffing by heavy freight locomotives cause fre-
quent failures and make it an expensive draft gear to maintain.
Appendix A.
2. A form of draft gear of type B', with metallic draft beams
and twin springs, with draft rods running to needle beams, is
the most desirable. Malleable iron is the best material for the
draft beams. Buffing timbers should be protected with suitable
malleable-iron draft caps. The use of the twin springs is de-
sirable, as it maintains the present standard yoke for coupler.
The committee is not at present prepared to submit any de-
sign, but is of the opinion that a proper design should follow
the lines as above stated.
In conclusion, the committee would suggest that it might be
desirable to make some tests to determine how much of the
stock, especially of buffing strain, is absorbed by the two-coil
spring and also by the tandem spring, and what is the efficiency
of the various methods of attachment to the draw timbers.
JAMBS MACBETH,
W. E. SHARP.
Appendix B.
2. A form of draft gear which is a modification of type B
appears to be the most desirable form. Instead of using metal
cheek pieces bolted to wooden draft timbers, malleable draft
arms should be used bolted to the sills of the car, thus doing
away with the wooden draft timbers entirely. Draft rods
should be run back to the needle beams. Tandem springs
should be used and arranged so as to bring them both in action
in pulling and buffing. The tandem spring appears to be pre-
ferable to the tw-in springs side by side, as the draft arms can
be brought closer together, which makes a better construction,
and does not require the use of such long follower plates as
the twin springs. The springs used should be the same as the
Master Car Builders' standard, 6\i by S ins.
The committee is not at present prepared to submit any de-
sign, but is of the opinion that a proper design should follow
the line as above stated.
In conclusion, the committee would suggest that it might be
desirable to malie some tests to determine how much of the
shock, especially of buffing strains, is absorbed by the two-
coil spring, and also by the tandem spring, and what is the
efficiency of the various methods of attachment to the draw
timbers.
JOHN R. SLACK.
AMERICAN RAILWAY MASTER MECHANICS'
ASSOCIATION.
Thirty-third Annual Convention.
Abstracts of Reports.
(Concluded.)
THE EXTENT TO WHICH THE RECOMMENDATIONS OK
THE AS.SO(;iATION HAVE BEEN PUT INTO PRACTICE.
Committee— F. A. Delano, A. Sinclair, H. Middleton.
[This committee prepared an elaborate preliminary pafier
stating, briefly, all the important recommendations adopted
since 1S70, arranged in convenient form, and sent copies to
members with requests for statements of practice, the object
being to ascertain how generally they were used. Only 23
replies were received, the number of locomotives represented
by them being but 6,347. These are too few to indicate how
generally the recommendations are followed. The recommen-
dations themselves are reproduced here because of their value,
and the replies are omitted.— Editor.]
On the subject of Standard Nuts, Standard Screw Threads.
Bolts, Bolt Heads and Standards for Bar Iron:
In 1870 the Association recommended the formal adoption
of the U. S. Standard nuts. In 1884 adopted Pratt and Whitney
limit gauges for round iron to be used for Sellers' standard
thread taps. In 1891 reaffirmed formally the standards of 1870
and of 1884. In 1892 adopted the standard U. S. Standard sizes
of nuts and bolt heads and urged on the members of the
Association a rigid adherence to the same. In 1899 Briggs'
standard wrought iron pipe threads were adopted for wrought
iron pipe and couplings as standard.
On the general subject of Boiler Construction, the Association
has made a good many recommendations, namely;
In 1871 it recommended steam as better than hand riveting.
In 1872 recommended all holes in longitudinal seams be drilled
and made to match by reaming rather than by the use of
a drift pin; also that hollow staybolts be used. In 1881 recom-
mended machine riveting, especially steam riveting. In 1SS.5
recommended making a clean metallic joint between surfaces
to be calked with waste wet with a weak solution of sal am-
moniac and hot water. In 1885 that in hydraulic tests for
locomotives, hot water 25 lbs. above working pressure be used.
In 1889 recommended the double riveting of the foundation or
mud rings on boilers. In 1894 drew up specifications for boiler
and firebox steel. In 1895 approved a report showing best
methods of making a riveted joint and best designs therefor.
In 1899 approved a report on best method of applying staybolts
to boiler. _
As bearing further oTi this subject in 1880, the Association
passed on the subject of the use of Sling Stays and decided;
In 1880 that in crown bar boilers it was essential to use sling
stays from the crown bars to the outside shell of the boiler.
In 1894 it was recommended that in view of the greater break-
age of flue sheets in radial stay boilers, due to the rigid strain
of the crown sheets and placing of flues too close to the flange
of the sheet, that fiexitjie sling stays should be used to support
the crown sheet at the front end. In 1896 it was resolved as
the sense of the meeting that a radial stay boiler was as safe
as a crown bar boiler and more easily and economically kept
clean and in repair.
Bearing on the general subject of boiler construction, some
recommendations in regard to Boiler Tubes or Flues have been
made:
In 1886 a committee reported on the best plan of removing,
cleaning and resetting boiler tubes, and it was voted as the sense
of the meeting that it was unnecessary to bead the front end
of flues. In 1SS9 a committee reported that it was almost the
unanimous sentiment of the Association that the water space
around the flrebox should be from four to five inches; that
the water bridge between flues should be % in., with 2-in. flues,
and that the flues should be set vertical, so as to allow better
circulation. In 1895 specifications and tests were offered and
adopted for boiler tubes. (See also page 296. 1S99.) In 1895
(again) the question was discussed as to a uniform method of
computing boiler tube heating surface. Three locomotive works
and the Pennsylvania Railroad reported that they figured the
heating surface by figuring the outside diameter of tubes,
whereas one locomotive works figures the heating surface by
figuring the inside diameter of tubes.
In 1S96 a slight change was made in the standard size to suit
standard gauge. In relation to these recommendations your
committee desires to ask the following questions:
Referring to the subject of Standard Tank and Car Axles:
In 1879 the Association adopted the 3%-in. by T-in. journal for
cars and tender axles of 40.000 lbs. capacity. In 1881 this was
reaffirmed. In 1890 adopted the M. C. B. 60.000-lb. axle with
4ii-in. by 8-in. journal for heavy tenders. In 1891 these recom-
mendations were reaffirmed as recommended practice.
Referring to the subject of Side Rods:
In 1882 the Association favored the "I" beam section of
side rod. In 1883 approved formulae offered by Mr. F. W.
Dean for design of such sections. In 1893 favored the manu-
facture of fiuted or "I" beam side rods by machine work rather
than by forging them out.
264
AMERICAN ENGINTEER ANTD R A ILROAD^IOURMA U
on the subject of Wire Gauges for Wire, Tubes and Sheet
Metal; . „j „tori thp Browne & Sharpe mi-
m 1SS2 the Association art'-Pted the ±4i"ttne «
crometer gauge, which was ■^'^^""•^'^.^"eeaiso page 291. 1899.)
an elliptical notched decimal gauge. (See also pg ^^ ^^^^^
Under the general heading of the ijauge ui-
for Standard Gauge Track: . j^e standard
In 1884 the Association adopted 4 ft^ 5% ms^ as tne _
-^tf-lerrglnTr'a^l ra^ng^'of"sta'nSf^"Dl..eters o ^^^
Wheels and The question of Tires for Driving Wheels, the As
-l^V^^J^rtSfst^r-^^etr^ Wheels ^.nd stai^a^
sections of tire . were adopted, varying f.om 38 in^. Jo^G^6^in
^^ll^t^^"^^^"^;r -9ir^^ ^'^^i
''%lfZ!or^lZ'^^s'S'.iTc'u.sea the question of Wear or
'^'[^issi decided that the manipulation of the sand arid han-
,lllns of the bmke" by engineers had a great deal to do with
he weir of tires In 1895 an elaborate report on the wear of
dHving whee lies was submitted showing six different causes
^ErX Sg".ts°urSed - ^iri^^r;i^;'a
S^StSrs. r^^:^f w^^t^'?ouX=c;
"'lnTs9^a'repoTo''n'tire treatment made the following recom-
'"page'lJe" Retaining rings are necessary on -h-l -"'-^
#^iiri^^;iar|rr^p^H^^=ls^3
tire« considered sate: Passenger, IV2 m., last turning, "«'b"'^
inrtsw inching 11/4 in, last turning. Weight on drivers not to
be considered' Page 211. Greatest permissible depth of wear
be consmeieu. r s j g 3/ in. for switch engines, but
Slusinels ^*o;dit?o"ns°mus?g'o"ve;-n.' Page 216 Depth of flange
permissible: Road engine. IV. m.; ^^''^^ ^^^ flV„ge
of instruments tor measuring wear of tire and nange.
Unde. ?he general heading of Relative Propor ions of Ly\m-
deV to Boilers and Grate Area, the Association has made
''rn"s87T?ormu?a"orthe proper proportions of locomotive
In IbS' a 1:0' ™"°- „ J 43 ^ jn is88 recommendations
'•^■'•"^^ifrJts for these proportfons were offered and approved.
!n"l8?7'n;po t°wl^'margTing valuable data as to tlie proper
rSt OS of heating surface, grate area and ^«yl'"4^j:.;°'„"™|,i[°'
passenger and freight service, burning anthiacite or Ditu
"oTfhe^general subject of a More Economical Combustion,
the Association has taken the following action:
Tn Vssic" mnaratively high exhaust nozzles were recommended
as the bestpmctice. In 1888 the conclusion of a committee re-
nortine on the subject of extension fronts, brick arches, etc
P i^^T thpt hvick arches were an excellent thing, but
shomd'not c'^ome cYotrThan 1 7n. from the side sheet or 2 im
?iom the flue sheet: that 90 lbs. of coal per square foot of grate
area per hour was about the maximum economical rate of
combustion in 1890 another committee °" ''"„f .^/^es sta ed
that the evidence was overwhelming in favo. »' the bnck arcn
and extension front end. Angle irons ^"'5 ,«tuds /o. bi icl.
n-rhes were preferred to circulating pipes. In 1896 and 1897
a committee offered a very complete report on the proper
heirfiT of exhaust nozzle and form of stack, recommending
a tapered choke stack. In 1899 the Association decide_d by
vote thit it was not desirable to use bars in the exhaust
nozzle
Report of Testing Laboratories for Railways,
in 1S91 a very complete report was submitted on the subject
of testing laboratories for railways, showing their proper or-
ganization and province. .„-..,„.
' On the general subject of Testing Materials.
in 1T92 the Association accepted a report making si^^ o""
,-1 sions, the most important of w;hich was that steel should
not be worked at a temperature between normal and a pei
ceptiWeTed heat known as "blue heat." In 1896 the Association
again decided that it was of great importance •" flanging steel
that it should not be worked below a cherry red heat.
ITndlr the general heading of Treatment of Employes, the
Association has taken the following action:
In 1886 a resolution was passed that the Association depre-
cates giving testimonials or recommendatory letters for pub-
itaUon and enjoins all to restrict matters of this nature to
etters of inquiry. In 1891 a report was submitted giving ad-
ice to employers as to the best method of examining ?n/i"eers
and menTen, including suggestions on the education of firemen
Tn 1.898 a report was submitted on the subject of apprentice
boyl and a code of rules adopted by the Association to govern
^\'TnderTh°e"general topic of Compound Locomotives:
In 1893 the Association decided that the compound is suitable
f 01 freight service, but that its availability in passenger ser-
inder when drifting was very important Attach-
Under the general subject of Standaids 101
ments, the Association „,<.i,ir,p- pi^ht recommendations
:;^ron^rainsl'rorwa%erra^''^not^ abtolSrely necessary to
'\^nd/; tTh'JSing '°f^°TTnrge Rating for Locomotives and
Ton Mile Basis for Statistics the Assocmt.on ^^^
In 1S9S considered favorably a lepot on tonng ^^^^^_
in 1899 adopted a •esolution tf>at t ^ as the^se ^^^.^^ j^ ^j^^
i^?rrpkXIrrnd"e=-ag: erno^i^.! methods of oper-
^'undef'uie general heading of Chilled Cast-iron vs. Steel-
Tired Wheels for Cars '^"^ Locomotives: submitted by
In 1888 the Association apP>o\ed ^f ^J^j'j^t.on ^
a committee for the "^anufactuie of chilled .^^^^^ .^ ^
test, form of contract %"d seivice gua^an ^teel-tired
report on the 'ela 've meiits of cast wn ^^^^ndation
Ts'ef'pa'g:' mTTaT mad ' aTtrt^f; b%%t ' method of keeping
a record of the ""l<??-?f^ °* f'Jhp'^Best Metal for Locomotive
.-°Und'e^;s i;"d7-Vum?""Bu1h[n\\Th^e Association has taken
"'^^'^^^ST^^r^omr^^^^^^re^.r, to best metal
„j[;a^ftn(c^;^e| 31^-
hour of actual «e;7>'-f/ J°' ^'^^^engrnfs to replace vacant num-
switching, and also that new engmes ^ ^^^^^^ .^ ^^^^
bers should be charged to lepans, ex^ey
over the old ones. •
^ss-^sii ilJ^i^a isHrS^s
be.st cylinder mixture f"r .your heayest n^g i^ groups.
The replies to the ^"estion can be a. anged ^^ ^^^^.^^
T.^1rl«roid^wh\h°^^'rt^|££>eir own f^^^^^^^^^
■^l-t^f ie^:,:^ "o^ - ^t.^ r°gr^e^^-^
!^^r.Z.:^Uor^^^'s^^^^o:^ =1" for vanous
grades of new iron and scrap. advanced a step
In the third group we have those wnona ^ varying
farther and added to their specifications^ tne_^ ^^^^^
percentage of «teel scrapjMth then ^J»^ ^^^a as an
using specific "fixtures as detafled can ■ ^^ ^^^ ^^^^_
iliustration of the best P'^'^'^tic^ n Qineien^ convenient freight-
try where the different special nons a, em con ^^ ^^^^,any.
ing distance, and a "">v^'^^ ^™;4\'^[^ ^°uld be a mixture of
The nearest approach to t."^> "^^^'^y^^^, analysis which prac-
irons that wo"ld_ give a cei tain cnem ,.gsuits. The data
^fhand' h'^lverr"'[s TrUmft'e^ fo^ the committee to go any
^"rthis connection it -ms *. be a SeneraVc^^^^^
some of our '"^•"■JJ^t^^^/j^ffi^p^se of ta^iUta'ting and cheap-
I™n?^h/';^"^'^l^aSin^-i^ r^nS^i^s^^ "^-
e,rde saddles^eparate fi^m the cyhndei^J ^^^^^^^^^ ^^^^
The deduction of the < ?"\""';'-^=, -, „„rtriip<, in one piece can
question would be that ^yh"^"^.,^^ jn the foundiT as to give
t^e so designed, m°lded and handled mtne ^^^^^^ ^^ ^^
perfect satisfaction and still be so secuieu ^
Te immovable, resulting >" economy not only a. ^t^^ ^^^^ ^^^
but in cost of maintenance alth°'ign .^ ^^^ saddles,
the last two years using the thiee piece ^y ^^^^^ ^^^^
and from obsei-vations '^j^de at diffeen^ t ^^^^ cylinders
are having S'-^at success not only >^^ I '^^ minimum the
secured, but they have heen able to .educe ^^^^^^ pursued
time in which to aPPly a new c^hnfle.^ .^ ^^^ cylinders
by this road allows a d fferent metal to be ^_^^^ ^^^^^,
than that in the saddle plamlyspeaRg ^^^ ^^^^^^^ ^^,^
be used in the cylinders and a sotter meta two-piece
arrangement seems to have advantage^^^ ^^ ^^^^^ .^ „f
cylinder and saddle. [The nethod le Pennsylvania illus-
l!:a^eTtrou^^sTut ™rnri89r\nd of the class El shown
-O^Llo^-^i^l^e'^vr?^^"^ the l^st allo^^^
oul bearing metals ?" J^'^I^'^.trg'me^al for heavy fast passen-
The question of P' "P'^' '^Jl^' '"f but it would seem from the
ger service is an 'mportant one, taut n success witl
?arious ■■ePlies received each one ha^j'?^„*?j„,. ,^ch road t,"
ride?Tf\e'?^"akS'inr*due 'consideration designs of engine
ADGnsT.iooo. AMERICAN ENGINEER AND RAILROAD JOURNAL 26B
weight on sqiiaie Inch of bearingsurface, road bed and ballast
(■(iiidiliiins, methods of oiling and qu:ilily of lubricant used.
Undoubtedly one of the best metals fcjr locomotive bearings
and connecting-rod boxes is what is l<nown as "phosphor-
' bronze," "S" grade:
Copper ,. 7!). 70 parts.
Tin 1(1. (K) parts.
Lead .. ii.rtU parts.
Phosphoru-s 80 parts
l()(].0ilpari8.
The leason the above mixture is fai' superior to any other
is owing to the fact that coppei" and tin phospboi'ized gives
it a greater allinity for lead, by which it will be understood that
b.\' the method of phtrsphorizing empbtyed c(jppei' is made moi-e
lluid and in a mannei- cleaned, which causes it to amalgamate
with the lead, and lead being a natural lulnicanl it has its ad-
\anlages in the mixtui'e by being held in solution, and in case
of a bearing becoming neglected regai'ding oil for a slKtrt pe-
riod, the lead in a manner fulfils the want of oil.
In conclusion, the committee would state that no matter
what the mixture may be, foundry practice assumes almost as
imiioit.ant a pa)t as the mixture, to inevent hot bearings, and
.should be given careful consideration.
Question. — Do you experience any difficulty in lubricating
cylinders and valves and machinery on your high-pressure
heavy and fast passenger engines? Please give the committee
the benefit of your experience on this subject.
To thi.s ((uestion, the majority of the roads replying say
that with improved lubricators, proper piping and the use of
a good lubiieant and high grade of oil, they are experiencing
very little dlfhculty.
Commenting on the replies to this question, it is the opinion
of the members of this committee that with the modsTn lubii-
cator, properly applied and operated, very little difficulty
should be encountered in securing proper lubrication to valves
and pistons, providing a proper lubricant and sufficient of it
is used.
Question.— What do you consider the best method of locating
oil holes, oil grooves and oil pockets in driving boxes?
Answering this question, the majority of the roads favor
oiling Journal driving bearings by carrying oil to crown cavity,
cither centrally from one oil pocket, on top of box, or from
two cavities on lop of box by means of holes drilled at an
.angle to reach crown cavity.
The Chicago, Hurlington & Qulncy Railroad replies that It
has tried and is still trying oil holes and oil grooves on the
side, and has tried to do away with the center oil hole In the
top. but thus far with only modi-rate success. The trouble
seems to be that the waste from thn driving box is grated up
and socjn plugs U|j the giooves and the oil holes on the rear side,
and If the box runs at all warm the metal tends to 'wipe"
over the groove on the front side. On the whole. It seems that
the side oiling is of very doubtful advantage.
The New York f'enlral & Hudson River Railroad favors
lubricating at the side just above the center of the axle. Its
expeiience in oiling diiving boxes that way has been somewhat
limited, although on a number of engines being turned out
with holes drilled toward the center of the boxes the result
has been very satisfactory.
The Southern Railway of Peru says that it locates oil holes
on the sides of Journal boxes and has done away with oil
grooves and pockets, depending upon the cellars for lubricating
the journals.
The Boston & Maine Railroad advises that driving boxes are
best oiled by two oil grooves running lengthwise of bearing
located on each side well away from the crown, oil h^iles lead-
ing to these grooves from large pockets in top of box.
The following roads furnished blue prints of their methods
of lubricating driving boxes: Chicago & North Western, Grand
Trunk, Canadian Pacific. Oregon Short r.,ine. Chicago Great
Western, Mexican Central and Northern Pacific.
PRESENT STATfTS OF COMPOUND LOCOMOTIVES.
Committee — J. F. Deems, A. E. Mitchell, John Player, J. E.
Sague, J. H. Setchel.
The great source of waste in the use of steam in a single
cylinder is the alternate heating action of the entering steam
and the cooling effect of expansion and condensation on its
walls and the consequent wasteful condensation and re-evapo-
ration of steam. Any expedient which will reduce this waste
by preventing the transfer of heat from the steam to the
n
1 i R
i
-r:-^ d
1
1
! 4-
L-/^^
OliANU Tkink Raiuvav Svstem
-^ 1 ^=
I l;i;l )■'
u. — fiiu.iJ )
ji'
I — ^::;i — I
'"^^ -^^^^
Chicago Great Western R.mlwav,
Various Methods of Lubricating Driving Boxes.
Oregon Shurt Line
266
AMERICAN ENGINEER A N DRAILROADJOXJRNAL.
efficiency of the machine. loromotives by a limited ex-
This is effected m ^^o^P"""/ J.^V^g necessary to cylinder
pansion, submitting as ^^'^ as may be n^'^<^^^^^^,fg,.,ing the
either or all. is expected to be variame^s i^ .^^^^^ ,,,j,ich
fact that it is impracticable to ^"f .^V^'^^jan^inl^ this difficult
^•ill be permanently suitable^ ^,^1^1^ engines and the thin
feature in design, the demand for la. ge.eng^ ,^ ^^.^^^^^
partition which '^.V^l^^,, ^^^^^^^'"erative that a solution be
operation render '^Jf^-^f^^'bi^'^'.P" The heavier a locomotive,
found for th>^Pe'-Plf^^;"S P'°?.\!^';'^pacUv that can be supplied
the smaller is the >elati-^^ebo'f'^''Pnce- reached, the required
The limit in steam ' ' °f„"g'^^''°^iy°"by a more economical use
gain in power ^^"..^^^f ^?-'"/ it°th^ compound has the advan-
of the steam generated and It tne P^^ .^ ^^_.^^ ^^ necessity
re"adt{ed':'TL''ldfartrge's' accruing from compounding may
be summarized as fojJ<"j;^: j „„^ cylinder and consequent
1. Reduction of expansion in one ^ ^^^^^ ^^^^^^
reduction of int'T^^f^^/^fo'^ads wTthouf wire drawing. 3. Re-
of expansion with light 1°^^^^"^;"'; ^f depreciation of boiler,
duced leakage in engine 4. Reduction or p ^^^^^^^^, ^,.^fj
5. Greater boiler efficiency. «„ ^er from sparks ejected from
less waste, annoyance .^PJ^^f.^^fl^eed and power. 8. Reduced
locomotives. 7. Elevated limt of speed a^P^^ uniformity of
loss by tender and fuel haulag^ ^^ machine.
^■To^«Tenhlsl%ains,%"hfi" ar*? lossJs which may be enu-
merated as fpljo^'^-^,. „ Tn^reased cost for repairs and main-
teian"crorma"cl.fne^?rdu'e Irmuftlplicity of parts and greater
-1^ °I ^!^STSaS;n of .;j^e ^stion as H has^een
pitsented before the ff °-'f '"t",^ ^^r^owth' o'i' seAtiment in
seem that there has been a steady g ^^^ ^^^ also for
favor of the .^""^P?,"" many of the failures in its early days
express service; that 1^^^"^ "^^j "cjpie but of faulty design,
were not those of ^^ JVf"f . P""farge' extent been remedied
which source of ^\°^}>^^^^^J.°^f compound locomotives which
In recent ve'^^'S '^e h""^«\°\^h° different roads has made
have been placed in service oytne ^^ ^y^^■^^. per-
,he possibility of °f^^^^!^,'"=/^^"j^^;t,"-ather less difficult than
formance, relative to simple eno"'e. engines have tabu-
formerly. Many ^^-^f "/ "!i^'°engines for long periods of time
lated the Perfo'm^"^^.°*„,V'tive7ests have been made to deter-
and in several cases exhaustive tests na ^^^ present
mine their relat.v;e merits In vie^ ot ^^^ ^^^.^^^
c-ommittee 3.'^ not feel called ^on tc ^^^ ^^ ^^^^.^^^ ^^^
-i^^^^nlo^ ---^^^br ^^^^.lo:-^ wh^
IrgaTni^^unr'act^'ai ser^i^e Sitionl might be due to
compounding. Western Railway Club for March
in the P'-oeeedings of the western ^.^^ ^^^ ^^^^
1899, appears a P^Pet ^'V Mr. J^. j^^,.„ p^^jfie Railway,
of compound loeomotu es on "e records cover a con-
The paper is of particulai ^^'"f, as ue ^ ^j simple
siderabfe period and f- 'jl^^-fif, n^.'^eHod. Mr. Herr states
engines of the same class toi ^ snnu P ^^ ^^.^^^ ^^^ ^^^^
■•the object of the Pape. js to en .^^^.^.^^^ „f the use
discussion as to the adv isabi ny ^^^^ ^^ experience
of compounds for heav> ^J^^g'^^ly judgment is that t is ad-
on the Northern ^'ae'^e load mj^J 5 ^ freight ser-
. visable to use the eompound locomot .^ ^^^^ ^„a as
vice. I say advisable hecause^oi ine ^^^^^ ^^ ^^_
far as our experience went no appieciaW ,^^ ^^,.j^i„,y m,
portant, increase '"'he cost 01 1 ^^ ^^.^^ ^^^^^^
Advisable to tise a machine tha^ Show ^^^.^..^^ ^^^ ^^
to twenty per ^ ent of tuei m 5 ^^ maintenance,
great or even apprec able 'nc'ease 1 ^^^^ „£ this paper,
In the discussion fhich follow eai ^^g jor passen-
the subject of the advi^abiMy o ^-ng co^^^P^.^^ ^,^^ ^^^^ .
ger service came "P' ^"<\/g';| Economical engines to use. At-
. fast heavy service the> « ei e eco compound was a com-
tention was called to the 'act tnat a should be given it,
paratively new machine caiefulattent ^^^^,.,^;^^^, ^^^ the
he cause of failure " '^"^ ^'''Jf the failures are not those of
evil remedied; that the most 01 ine ^^^^ ^^p^^ ^^
the compound t^eature bu^ ^'mpound might require a design
Sfn^k ' -m^ that 'c^onrmorT good practice in the simple
^-j-ew Of .the dat^^rese^ed^and^the expressed^^opinions
- - t^^^^^J^^u^ - S^-to general use in
stage. 2. Compounds ha\e been in u . ^^^^ service;
than passenger service and he, eaie ^. _^,^.^„ ,„ use them
but in recent yearstheie seems ^o ^^^ compound is not
TJ^ I^t^n =S,--- S -paSbt^f^
|orroundt;;d%t^fplTloco^^ot^;^s. The average saving of the
compound in coal consumption is 16.5 per cent. *-^The^'=t^"^^^
saving of the co-P^^.f^^-^P^^tiLer where "^ the compound is
greatest economy ,^^''" .^ „n to i^llirnit The opportunity for
worked continuously well up to its limit. ^ '"J^ Jl^ . 5. The
saving is greater in freight service than ^ Passengei. ^^^^^
compound is not so flexible an engine as lfl\^^^^^^ the
should be no difference in the size ot m ive^s ^^^^^_
compound and simple engine '". ^he sa>ne se.v ice^ 1 followed,
pound may be successfully pooled^ if such pactjce^ ^^^^^^
with simple engines. 8. The lating loi i^ weight and
no higher than simp e engines of the same ^^f ^^^,^^ ,, ,,
steam pressure. 9. If it be ues i eu lu slightly higher for
over maximum grades, the .^'at ns ma> be slignuy g^^ ^^^.^
the compound than for he smiple en.me^ m i ^^^^^ ^^^
of cylinders is difficult to deteim me as othe t ^^.^_^^_^^ ^^.^_
determination of such ratio as «. 11 secu. ei ^^..^.^yimder
inder condensation enter the ^"estion. in .^ ^^^^
type it is ot paramount '■PP^F^''-"^ possible for all positions
cylinders be equalized as closely as ^^^^^^^l^^^a if the ratio
of the reverse level. This is easier a v ,^ ^,,^jj,_,
be kept down, and 'n freight engines U see ^^^ger a
of about 2 1/3 to 1 would be acceptable ^^h'le ^^l^_ ^^^
slightly higher ratio 2^- to 1, niigl^t oe ^^^.^^ j^ ^^^^ ^f
cylinder compound the most impoi rnni 1 .^ pistons,
equalizing the pressure on the high ana im P .^^^^.p, pf
and a ratio of 3 to 1 f7^f.4°°^hle to the automatic. 12. There
compounding feature is PiefeiaWe to ine a ^ ^
is no necessity for having any tiouble due to tne ^^^^^
cylinder it proper care he used m the d^s^ ^^ ^^^
IW. There is less danger of setting hies yom .^
compound than ot simp e engines. f^^lYl^,llfl%,lg used on
the cylinders while dnftmg laige leuei two-cylinder
four-cylinder compounds and the oy pa ^^^ ^^.^^
compounds. 14. The P'ston valve is piet^e ^^^ ^„„,,quently
valve, as more pei feet halance ib j^,^ motion,
less wear of valve and seat and h>ss stia ^„„ na and
15. When comparisons have been made ^^^ ^^^^
simple engines, the P 'fssuies weie gimpie; that it is
starting it is necessary to 'I°I.f„e that it will be necessary to
bad practice to so rate the engine that it ^^^^ ^^^ ^^^ ^,,
work it simple over heav>„iades^ engine simple. With the
abuse the privilege of working "'t ^ compound engines,
same supplies at hand or the^^epairs o^^.^.^ P ^^^ of service
there is no necessity foi /he "Joinpom ^ jg. The cost
for repairs any longer than the simple g^ ^^.^^,^^^ ^^ g
of boiler repairs is Jess on t^ compou ^^^ ^^^^ ^^ ^^.^_
per cent, less than for the simple engin ^ ^.^^^^ ^^^^^.^ ^^^
taining the machinery on the comp^^^.^^ ^^ ^^^^ compound
on the simple. 21. The cost 01 1 simple engine,
will be about 15 per cent, moie than ^^^ ^^^^^.^^ w'hateyer
2-' The compound will De an ei-u where the
the price of fuel 23. More compounds aie m_^us^_^ .^ ^^
fuel is expensive than whe e f is c neap '- ,^^^,^t puzzle of
cessity for any difference m the s^zeot t ^^^^ ^^
the compound and that °f the simp .^ performance of
comparisons have heen made 01 ine jjiop of the com-
the compound and s.q»ple engine, and ^^^^^^^„^^^ ,5. It i.<J
pound in railroad economy may no satisfaction equal
possible to build a compound^hat will g ^e. The low-
n tractive power to an> of the simP -_^^^^ ^^ ^^st stee
pressure piston will g\^.e hette' ^esu ,. rj.^^ ^
with a bronze bearing '.'"S '=^fgp"n the intercepting valve, in
notable improvements have heen m t ,^^^hinery. 28. At-
steam distribution and better des^g - ^^^^^, i,„p,,,„.ement in
tention is called to the necessip ^^^^^^ distribution,
design of machinery, ^" ciceptm ^al ^^^^^^ ^^^^^^^^ .^^ p,^^.^
i^s rgarn4"thr°impleTnd Tt^is'not advisable to change any
m use into Simple engine^s^^ ^^^^^^
« P Bush Wm. Mcintosh, H. Schlaeks.
Committee: S. P. Busn, wi committee last year,
TWO weeks after the appo.mmen of the commi^ ^^^^^.^^
a circular was P/epa ^d f™ M. tain q ^._^^j^^, ^.^^ ^^^^
use ot piston valves in loconiot^e^.^^, ^g^^^j^i.^n, and
all the members of the Mastei^i members are using
while a comparatively sn^all ""'"s yet it is found that a ma-
piston valves on their locomotives yet _^^^^^ ^^^
^^t rrfvV^fca^Va'^^e'xc^^di'Jlgly favorable to the pis-
numerous details of P'St""X'^/ariaUons are the result of indi-
tried, inasmuch as most of the ^ a^^xt ^^^^ ^^^^^ ^^^ ^
vidual opinions as to consti uction a .^ ^^^ ^^^,^,. ^^^
result. The committee feels ho^ev ^^.^^^ reasonable
important features in this epon an i ^^^^ reporting
certainty. As stated prev,,usb,neab all ^^^^^ ^^^^^ _
ll^Toi'l' andMi'in^the rudgm'e'i^t/of your committee, is sat-
'^;\Ta^d4'nSortV:'pStforv^lve are generally stated as
^To^lUam pressures exceedmg 185 Ibyhepi^^^^
considerably less resistance than the s^^de ,^ ^,^j .^^uces the
*^^ "°f resTstlTnce otihe focoinoUve,'^ which is thought to be
jridlla^l.^ -d.n high-i^essu^. engines^^^ ^^ ^^^,^.^
For steam pressures h.ghe than ^^^ difficulties of cut
l"a^;?eTrd ^^ea\s'Le"ve!^yTu^ch diminished.
AuacsT,i9O0. AMERICAN ENGINEER AND RAILROAD JOURNAL 267
The cost of maintaining the piston valve seems to be no
greater than that of maintaining the slide valve. This state-
ment is nut based on a large numlier of figures, but rather on
the Judgment of those using the piston valve.
The area of admission and exit openings can be very mate-
lially increased with the piston valves, which, with higher
power locomotives, seems to be a very Important advantage;
and it is well known that, in older to obtain the highest effi-
ciency from a locomotive it is not only neces.sary to get steam
into the cylinder promptly, but to get it out again.
These are, in short, the advantages of the piston valve that
seem to have been demonstrated. The committee believes that,
in adapting the piston valve to the simple engine, the internal
admission type has possibly a slight advantage in that the
loss of heat by steam is somewhat less than in the case of the
external admission type.
Some railroads and locomotive builders, when designing valve
gear for piston valves having internal admission, assumed that
the valve gear as designed for external admission would an-
swer for those with internal admission. Practice develops that
this is a mistake, and that in order to obtain the proper steam
distribution, the valve gear must be specially designed for the
internal admission.
In designing the piston valve attention is called to the neces-
sity of obtaining the benefit of all the area of admission and
exhaust which the principle of the piston valve affords. The
committee thinks that this has not always been taken advan-
tage of to the full extent.
One point in piston-valve construction that has been found
to have a material effect on steam distribution has been some-
what overlooked, namely, the difference in area between the
forward and rear; the area of the rear end being reduced by
the area of the piston rod; the two ends are therefore out of
balance, and as a result the motion of the valve in one direc-
tion is deranged as compared with the motion in the other di-
rection, inasmuch as the lost motion in the valve gear is taken
up in an opposite direction from that which is ordinarily the
case. This is based upon experiment on the part of the com-
mittee, and from the statement of an individual to the effect
that a locomotive equipped with piston valves ran for quite a
distance with one of the valve stems broken, the valve making
its regular movement by being pushed ahead by the end of the
broken valve stem in one direction, and pushed back again in
the opposite direction by the excess pressure on the forward
end of the valve.
The committee finds a great variety of packing used for
piston valves. It can be said, however, with perfect certainty,
that plain snap packing rings will give entirely satisfactory
service.
TON-MILE BASIS FOR -MOTIVE-POWER STATISTICS.
Committee— H. J. Small, C. H. Quereau. Mr. W. H. Marshall
dissenting.
In the report of this committee presented at the 1899 meeting
we argued at length that all the items involved in the Cost of
Engine Service statement should be based on the ton-mileage
produced. It is not our intention to present this matter at
length in our present report, but wish to emphasize the con-
clusions reached in that report by an illustration tal<en from a
performance sheet for January, 1900, in which is shown the
records made on the mile and ton-mile bases.
Cost per Mile.
Oil and waste
Fuel
Repairs and supplies.
Wages
Total
Cost per 10,000 Ton-Miles.
Oil and waste
Fuel
Repairs and supplies
Wages
Total
Moguls.
Simple.
19 by 21.
Consolidat'ns,
Compound.
21 by 31 by 24.
Cents.
.24
14.81
2.51
6 93
24.49
Cents.
.30
15 81
5.08
7.63
28.83
Per cent, i)
favor of
Simple En-
gines.
7
P)i
10
$4 03
* .03
1.77
.58
.85
$3.23
Per cent, ir
favor of
Compound
(except").
33
8
40»«
134
We believe the showing in the above tables a sound argument
in favor of the use of the ton-mile basis, and for all the items
making up the cost of engine service. We believe it advan-
tageous to also have a statement showing the cost of engine
lubrication and illuminating oils on the engine-mile basis.
Comparison of Statistics.
In our previous report we also argued that greater economies
will be secured by comparing the statistics for a given system
or division with those made by the same line in previous years,
rather than with those of other roads, because when the com-
parison is made with other roads the conditions, which very
largely control results, are, almost as a matter of necessity, so
different that a just comparison can not be made, while this is
not true when the comparison is with previous records made
on the same line. In this report it Is our intention to only
emphasize this point and refer to our previous report for the
extended argument.
What Service Should be Included?
The chief reasons for adopting the ton-mile basis for rail-
road statistics, in place of the mile basis, are that the former ib
a more accurate measure of the work done, and encourages
econimiy in operating. We can see no good reason why these
qualities are not as desirable for passenger service as for
freight, though it will be admitted that greater economies will
result in freight service. It is urged by some that the speed
and weight of trains In passenger service are not within the
control of division odicials, implying that there is little use In
trying to imijrove the records for this service, therefore there
is no use in using the ton-mile basis for these statistics. This
reasoning applies with equal force to a large proportion of
freight service, such as stock, fruit express and fast mer-
chandise, but is not considered to have sufficient weight to
prevent the use of the ton-mile basis. We know that some
men are more economical than others in passenger service,
as well as in freight, and believe the use of the ton-mile basis
is better than the engine-mile basis with which to determine
their relative merits, and so encourage better records. It also
seems to us desirable that both passenger and freight service
statistics be on the same basis. This is apparently the view
of nine out of the fourteen roads reporting, or nearly 6.5 per
cent. To the actual weight of cars in passenger service we
would suggest the additicm of five tons for mail, baggage and
express cars in main line service, three tons for such cars In
branch-line service, and of two tons for such cars as carry pas-
sengers, whether in branch or main line service. Passenger
cars hauled deadhead in freight trains should have no such
credit.
Engines in work train and switching .service are credited with
an arbitrary number of miles per hour. We see no reason why
they should not be credited with an arbitrary ton-mileage in-
stead, which would give the same basis for, the statistics of
all classes of engine service which we Ijelieve is important and
desirable. Nearly 22 per cent, of the roads reporting are of
this opinion.
We would suggest that work engines be credited with the
actual weight of their trains, to be determined on the same
basis as for freight engines, and with ten miles per hour. If the
weight of the train is 500 tons, and the engine is in service ten
hours, the credit for the day's work would be 3,000 ton-miles.
For IS by 24-in. switch engines carrying 14.5 pounds of steam
pressure and having .50-in. driving wheels, we would suggest
a credit of 200 tons and eight miles per hour. For a day of
ten hours this would make a credit of 1.600 ton-miles. For
other switch engines the tonnage should be proportional to
their power as determined by the formula in the next para-
graph.
The credit for pusher and double-heading engines should be
made on the basis of the proportional power of the engines
attached to the train. This is quite easily determined by
means of a table which can be made in the drawing-room,
from the tractive power formula.
We would sum the argument for the use of the ton-mile basis
for all classes of engine service as follows: It is the most ac-
curate practicable basis for measuring the w'ork done in freight
and passenger service; an arbitrary ton-mileage credit for
switch engines is as accurate as an arbitrary mileage credit
and has no disadvantages; for work engines a credit for the
actual tonnage handled and an arbitrary mileage per hour Is
more accurate than a credit of an arbitrary mileage only; it
is desirable to have the same basis for all classes of engine
service.
What Tonnage Should be Included.
There are evidently differences of opinion as to what tonnage
should be included in making statistics. Some are decidedly of
the opinion that the entire weight of the train, including the
engine, tender and way-car, should be used. Others contend,
with equal conviction, that only the weight of the cars and
their contents, excluding the way-car, should be used. It is
quite possible that this difference of opinion may in some cases
be due to a confusion of the terms "ton-mileage" and "tonnage
rating." The ton-mileage of a locomotive for a given trip is
ascertained by multiplying the weight of its train, reduced to
tons, by the number of miles this tonnage is hauled. The ton-
nage rating of the same engine is quite a different matter, be-
ing simply the number of tons it is rated to handle, and does
not necessarily have any relation to its ton-mileage. As the
weight of a given engine and its way-car is always the same.
there is no good reason why the tonnage rating should include
these weights, as the object of the tonnage rating is simply to
always secure a weight of train which shall be the greatest
practicable under service conditions.
It may seem that this line of reasoning should be applied to
the ton-mileage, and that, because there is nothing gained by
including the tonnage of the engine and caboose in the tonnage
rating, therefore it should not be included in the ton-mileage.
It seems to your committee that this does not logically follow,
because the object of the tonnage rating and that of the ton-
mile basis for statistics are entirely distinct. The tonnage
rating is used as a measure of the capacity of the locomotive,
while the ton-mileage is intended to show the work actually
done, regardless of whether the tonnage rating is handled or
not, as a basis for the cost of engine se-vice.
One of the favorite arguments of those who favor the ex-
clusion of the ton-mileage of the engine ar.d way-car is that
268 AMERICAN ENGINEER AND RAILROAD JOURNAL
the management wants to know what their engines are hauling
behind the tender. Admitting, for the sake ot argument, that
this position is correct, no better statement could be made
to show that the weight of the way-car should be included in
the ton-mileage.
It is argued that there are engines of modern design which
will haul more tons of freight behind the tender for each ton
weight of engine than others, which are not so well designed.
and therefore the weight of the engine and tender should not
be included in the ton-mileage, so as to make a better showing
for the modern design. We question the relative importance
of this information, believing that the cases where it would
apply are comparatively limited, and that the desired informa-
tion could be obtained more accurately either by calculation or
special tests. In short, that it is more important that the
motive-power statistics be based on a ton-mileage which will
represent as nearly as practicable the total work returned for
the money spent than to leave out of the account a consider-
able percentage of the work done for the sake of exceptional
conditions.
It is claimed by some that the weight of engine and tender
should be omitted on the same basis that the owner of a sta-
tionary engine wishes to know the power delivered by the fly-
wheel rather than the total power developed in the cylinder.
The cases are quite different. The power absorbed by the sta-
tionary engine is simply that necessary to overcome the in-
ternal friction, amounting possibly to eight per cent, of the
total developed, and it does not run without a load. With a
locomofive. in addition to the internal friction, there is the
power absorbed in moving its own weight, which frequently,
even with its maximum load, amounts to 35 per cent, of the
total power developed. In rating and judging the efficiency of
a stationary engine both its owner and builder include in the
work performed that absorbed by the shafting which it drives,
amounting frequently to 50 per cent, of the total power de-
veloped, and frequently that absorbed by internal friction. It
would seem that those who advocate the omission of the ton-
mileage of the locomotive and its tender can find scant grounds
for their postition from stationary practice.
Viewing the matter from a strictly motive-power standpoint,
w-e are of the opinion that the ton-mileage should include the
entire train — the engine, the cars with their contents, and the
way-car. The strongest argument in favor of this view is that
the best basis for determining motive-power costs is that
which includes all the work produced by the money spent.
The management is specially interested in knowing the cost of
hauling a ton of paying freight one mile. This would exclude
from the ton-mileage that of the engine, the light weight of
the cars, including the way-car, and of company material. It
is exceedingly doubtful if any motive-power ofllcial will claim
this is a proper basis from which to find out whether his
department is being managed economically or not, simpiy be-
cause it evidently would not furnish an accurate measure of
the work done by the money spent. As it would give no credit
for work done in hauling empty cars, company material, for
an engine and way-car, or for a light engine, we would justly
argue that statistics on such a basis could not fairly be used
to measure our efficiency as motive-power officials, and would
be of little practical use in helping us to reduce costs intelli-
gently. Empty cars and company material must be hauled;
locomotives with only a caboose, and without a caboose, must
run over the road; this work necessitates an expenditure of
money by the motive-power department and is in no way
under its control. Is it not reasonable to claim that there
should be a credit for this unproductive work against which
to charge the money spent in doing it?
Under the head of "Statistics" it is worth noting that, of the
fourteen roads reporting, on all but one the operating depart-
ment uses the ton-mile basis for their statistics. The needs
of the operating and motive-power departments in this matter
are quite different. The operating department wishes to know
the per cent, of empty to loaded ton-mileage, the per cent.
of actual to rated ton-mileage, the average tonnage of load
per car. so that the per cent, of useful work may be increased.
On the other hand, these matters are of minor interest to the
motive-power official, and then only as they affect the effi-
ciency of his department. The motive-povv-er officer is inter-
ested in knowing the actual work performed, not with a view
of bettering the efficiency of the operating department, but
his own.
If our statement of the case is correct, it follows that there
are three interests to be served by ton-mileage statistics:
Those of the management, which wishes to know the cost of
handling a ton of freight one mile; those of the motive-power
department, which we believe is entitled to a credit for all the
work performed by the money it is responsible for; and those
of the operating department, which finds the ton-mile basis
the best practical one for reducing the per cent, of unproduc-
tive work in handling their trains. If this is a fair statement
of the case, it follows that the needs of no two of the depart-
ments are the same, and therefore a compromise will serve
the best interests ot neither. It will be admitted that the
management is interested in the statistics of both the other
departments, but we venture to assume we are warranted in
believing that it is to the best interests of the management
to allow each such a basis for their statistics as will favor its
greatest efficiency.
There is an opinion, judging by editorial comments and per-
sonal remarks, that the expense for the three statements which
we advocate will be prohibitory. We believe that a study of
the facts will show that such is not the case. For the motive-
power ton-mileage the addition of that for the engine and
way-ear will cost practically nothing, as will be readily under-
stood when attention is called to the fact that these are con-
stants for any given district and will not have to be figured
out for each trip. For instance: A 15-ton caboose going over
a 120-mile district will have a ton-mile credit of 1,800 for each
trip; a 200-ton engine on the same district will have a credit
of 24,000 ton-miles for each trip; and on each district there
will be such a constant. The additional expense for adding
these constants to the footing of the ton-mileage foi- the oper-
ating department, which should not include them, will be
scarcely appreciable. On one road the ton-mileage of the
engine is added in the office of the Superintendent of Motive
Power, where the weight of each engine and its mileage are
known.
It is probable that the ton-mileage statistics of the operating
department should show separately that for the lading, for
the loaded cars, for the empties, and east and west bound
traffic in order to be of the greatest usefulness. If this is
correct, it follows that the additional expense for furnishing
the ton-mileage for the management, which should show only
that tor the contents of the cars, would be only that necessary
to draw off these figures as a separate statement from among
the totals needed by the operating department. It would
therefore appeal- that the expense for ton-mileage figures
for each department, best suited to its uses, would be but
very little greater than for a compromise statement which
would serve the best interests of neither.
The preceding argument has referred only to the expense
for compiling the ton-mileage. We believe it safe to assume
that the expense for figuring out the statistics based on ton-
mileage will, after the first year, be no greater than it has
been for furnishing the corresponding statistics on the mile
basis. This has been, the experience of others and seems a
reasonable proposition. If the ton-mile statistics are more
elaborate, it will follow that the expense will be somewhat
increased. In this connection it is worth noting that tor the
first year the ton-mile statistics are used; it will be neces-
sary to keep those based on the mile, if a comparison of one
year with another is desired.
Conclusions and Recommendations.
The ton-mileage for the use of the motive-power department
should include the weight of the entire strain.
For the use of the operating department it is probable that
all that is needed is the weight between the tender and way-
car.
The best interests of both departments will be best served
by a joint committee representing both.
For the Motive-Power Department.
We recommend that all the items making up the cost of
engine service be on the ton-mile basis;
That the statistics of all classes of engine service be on the
same basis;
That in passenger service five tons for mail, baggage and
express cars in main-line service, three tons for such cars in
branch-line service, and two tons for all cars carrying pas-
sengers, be added to their scale weights; passenger cars han-
dled deadhead in freight service should have nothing added
to their scale weight;
That engines in work train service be credited with the actual
weight of the entire train, to be determined on the same
basis as for freight engines, and with ten miles per hour;
That switch engines having 18 by 24-in. cylinders, carrying
145 lbs. steam pressure and having driving wheels 50 in. out-
side the tire, be credited with 200 tons and eight miles per
hour; for others the tonnage should be in proportion to their
power, compared with that of the standard, and eight miles
per hour;
That for pusher and double-heading service the credit for
each engine attached to the train be its proportion of the ton-
mileage, based on its power, for the distance covered by each;
That it is desirable to group the individual fuel statement
and oil statement, each service by itself:
That the statistics for main line and branches be separate;
That the weight of the contents of freight cars handling
way freight should be that with which it left the terminus;
That the ton-mileage of mixed trains, where both freight
and passengers are handled in the same train, should be cred-
ited to that service which is entitled to the greatest per cent,
of it;
That the tonnage of a locomotive should be its weight in
working order plus that of the tender with half its capacity
of coal and water.
RELATIVE MERITS OF CAST-IRON AND STEEL-TIRED
WHEELS.
Committee— J. N. Barr, A. M. Waitt, H. S. Hayward. A. L.
Humphrey. John Hickey.
The only report giving data has been received from the Union
Pacific Railroad, in which they state that the average cost ot
mileage' of 33-in. cast-iron freight car wheels is 8 cents per
thousand miles; the average cost of steel-tired wheels is 45
cents per thousand miles.
Mr. G. W. Rhodes, of the Burlington & Missouri River Rail-
road, advises that he is of the opinion that 33-in. cast-iron
wheels made to the M. C. B. standard test is a safer wheel than
some of the steel-tired wheels on the market.
Under these circumstances, your committee is unable to add
anything additional to the report printed in last year's pro-
ceedings.
SEPTEMBER. 1000. AMERICAN ENGINEER AND RAILROAD JOURNAL. 269
B- AMERICAN— .
LNcmEER
RAILROAD "journal
SEPTEMBKR, 1900.
CJOISTTEISTTS.
Pago
Ili.ustraticd Articles :
80.n(l()-P(mnil Sido Dniiip Cara,
C'lcvoland, Lorjiin &: Wheel-
ing Hailwuy . .... 270
Wide Kircbtix; 10- v^ heel I'as-
sengor Ijocoiiiotive.s. D L. & \V.
Kailioad 272
Propii.-pd .ILii .\ II) M. C. li. .lour-
nul Hon. b.v K. IM. Whyie 27.i
Ten Wheel Passcntjcr and
Knsitrhl Lcinpinolives, C. R I
& r. Itailuay 270
Aut.oiniilic Ash Klevator, C & N.
W. Railway 278
Wlffhtman'8('ylinder and Frame
fastening, Pittsburj< Locomo-
tive Works 280
Advantagres of Cars of Lart^e
Capacity 281
Effect of Overheating on Ductil-
ity, by I'rot. W. I' MagTuder. 2S2
Heavy Consolidation Locomo-
tives, Hio (irande Western
liailway 283
Brake Beam Pressures. 287
Cylinder Cocks for Large Cylin-
ders ^88
Heavy I'neumatic Forging Ma-
chine, Illinois Central Rail-
road 289
B'our-Wheel Truck for Heavy
l-*assenger Cars, A Suggestion
from Swiss Practice 29i-i
Cast Steel Body Bolster, O. R I.
& P. Railway 231
Malleable Iron Brake Jaws, Pere
Marquette Railroad 292
Lubrication of Eccentrics 293
I 'age
Tender Draft Gear, Louisville &
NtishviUe Railroad . ... 29,'!
Friction Draft Gear, Graphical
Comparison of Absorbing Capac-
itv 295
Surprisingly liOW Efficiency of
l';icclric street Cars. 295
Improved Susemihl Roller Side
Bearing 297
Ml8CKLLANI£Ot'a ARTICLES:
Possible Economies in Locomo-
livcs, byM. N. Forney 26!)
M. C. B. Brake shoe Tests. 274
Remarkable Improvement in
Tool .steel 277
Railroad Mileage in the United
states 2.S5
Acetylene for Railroad Lighting. 280
Railroad Employees in the
United Slates . 288
Hot Water Heating in Industrial
Works 291
What is the Ideal Fast Passen-
ger Engine J . . 292
Tests of Gas Engines at Diffor-
Ciit Loads 294
Master Car & Locomotive Paint-
ers' Association Convention..,
F. W. Dean on Lapped Longi-
tudinal Boiler Seams
Transportation at Low Cost. . .
p;i>iTOKi \i,s:
M. C. H. .V.J X 10 Journal Box...
.Scliularships at Stevens Insti-
tute of technology 284
Cars of Large Capacity 284
20-Foot Boiler Tubes for Loco
motives 284
294
295
297
284
IF NOT, WHY NOT?
Possible Econoinies in Locomotives.
By Mr. M. N. Forney.
To the Eflitor:
In a recent issue one of your contemporaries maizes ttie
statement that "the indications are" that under similar condi-
tions the coal consumption of the new "Northwestern type of
locomotives" — which was illustrated in the July number of
your excellent paper — "is about 20 per cent, less than with the
standard eight-wheel engines, having smaller boilers and
grates." The "Northwesterns" are simple or single-expansion
locomotives. As there is a great deal of testimony afloat show-
ing that compound locomotives also save 20 per cent, of fuel,
could it be inferred that if the "Northwestern" engines were
compounded they would save 40 per cent. — if not, why not?
It can also be proved theoretically and practically that for
each 12 degrees that the feed-water is heated by the exhaust
steam or waste gases, before the water enters the boiler, there
will be an economy of 1 per cent, of fuel. Now steam of 200 lbs.
pressure has a temperature of 388 degrees. That of the ex-
haust steam is about 235 degrees, and the waste gases vary
from somewhere about 350 to 1,200 degrees. It would, there-
fore, seem to be entirely practicable to raise the temperature
of the feed-water up to 300 degrees before it enters the boilers.
If the feed-water has an initial temperature of 60 degrees the
heat added would be equivalent to an economy of 20 per cent,
more. If, then, a "Northwestern" locomotive was compounded
and a feed-water heater was added, why would it not be pos-
sible to save 60 per cent, of the fuel?
The technical papers have recently had accounts of super-
heaters tried in Europe on locomotives, and various economies
have been claimed. From what has been accomplished by this
means with stationary engines a saving of 10 per cent, would
not seem extravagant. The addition of a super-heater in a
locomotive ought then to carry the economy up to 70 per cent.
If not. why not?
The introduction of wide fireboxes have also brought with
them another problem. The big grate is undoubtedly very use-
ful when a locomotive is working bard, but is quite too
large when the loads and the grades are light, and the speed
slow. Now to meet this difliculty the writer has designed a
grate of which the open area can be increased or diminished as
required, and can thus be adapted to the work to be done. It
has never been tested, but a saving of 10 per cent of fuel by Its
use with a wide firebox, and thus improving the combustion,
seems to be quite within the reach of possibility. This would
carry our economy up to 80 per cent. If not, why not?
In France what are known as the "Serve" tubes have for
some time been extensively used. As probably most of your
readers know, these tubes have a number of longitudinal ribs
on the inside whose purpose is to absorb the heat from the
products of combustion and conduct it to the water on the out-
side of the tubes. Having no data at hand showing how much
economy is effected by the use of these tubes, it will be as-
sumed to be 10 per cent., which brings the total up to 90 per
cent.
According to the testimony of master mechanics, locomotive
superintendents and locomotive runners the world over, one
of the most efficient fuel savers is a good fireman, and prob-
ably any amount of testimony cotild be obtained to the effect
that the most skillful and intelligent firemen and engineers
can easily run a locomotive with 10 per cent, less fuel than
will be consumed by ordinary men. This would bring the eco-
nomy up to 100 per cent. If not, why not?
We have not quite reached the perfection of the crank's
cooking stove, which had so many appliances attached to it
for saving fuel that he finally found he could use it for a refrig-
erator.
Of course there is a fallacy underlying all of the above irony
—no pun intended. If the "Northwestern" type of locomotive
saves 20 per cent, of fuel— the original consumption being,
say 100— the latter would be reduced to 80. Now, if the com-
pound system would save 20 per cent, it would then be 20 per
cent., not on the original 100, but of 80 = 16, leaving 64 as the.
consumption. The feed-water heater might then save 20 per
cent, of that, which would leave the consumption 51.2. By suc-
cessively deducting the 10 per cent, economy of the super-heat-
ers, 10 more for the improved grate, 10 for the Serve tubes and
10 for skillful engineers and firemen, and we will have left 37.4
as the consumption, or a saving of almost two-thirds.
Now probably no master mechanic or experienced locomo-
tive superintendent would read a statement of even this kind
without being disposed to thrust his tongue into his cheek
and wink one eye. He would not only be skeptical about
such a statement, but would probably be quite atheistical in
his unbelief. But the economies cited above are well au-
thenticated. There is no reason to doubt the statement of your
contemporary that "the indications are that under similar con-
ditions the coal consumption of the Northwestern engine is
about 20 per cent, less than with standard eight-wheel engines
having similar boilers and grates." From the reports of the
economy of compound locomotives, which have been put out by
the builders of them, it may fairly be inferred that they will
guarantee that the fuel consumption of any simple engine will
be reduced 20 per cent, by compounding it. The refrain— if
not, why not? may, therefore, be repeated.
With reference to feed-water heaters, the only question of
doubt involved is the possibility of heating the water from a
temperature of about 60 degrees to 300 by means of the ex-
haust steam and waste gases. To heat a pound of water of
that initial temperature up to 300 degrees will require 240
units of heat. Taking the average pressure of the exhaust
steam at eight pounds it will contain 1,185 units of heat, or 1,125
more than it did when it was feed-water.
The amount of air required to burn each pound of coal in a
locomotive boiler may be taken at 17 lbs. As this combines
in various ways with the coal the weight of the products of
combustion would be 18 lbs. for each pound of coal burned. If
the average temperature of the gases be taken at 600 degrees
and their specific heat at one-quarter that of water, each pound
270 AMERICAN ENGINEER AND RAILROAD JOURNAL.
of the gas would contain 135 units of heat counted from a tem-
perature of 60 degrees, so that for each pound of coal burned
there would be 135 x 18 = 2.430 units of heat in the gases es-
caping out of the chimney for each pound of coal burned. If
7 lbs. of water are evaporated per pound of coal there would
be 347 units of waste heat escaping from the chimney in the
gases for each pound of water evaporated. This added to the
1,125 in the exhaust steam gives 1,472 units of waste heat which
escapes for each pound of water evaporated. As it requires
only 240 units to raise the feed-water from a temperature of GO
to 300 degrees it will be seen that there is an abundance of
waste heat to do what is proposed if we can only catch it before
it escapes. A saving of 25 per cent, by heating the feed-water,
therefore, seems quite possible. Of course there are difficulties,
the chief one being that of providing sufficient heating surface
in a feed-water heater.
That a very great economy results from super-heating steam
has been shown very often both by theory and practice. Au-
thorities have given it from 7% to nVz per cent., 10 per cent.,
therefore, seems a moderate estimate.
There can be no doubt that in no way can good combustion
be so thoroughly effected as by regulating the supply of air
to the requirements of the fire. Without going into an elabo-
rate analysis it may be said that it is obvious that when a
small quantity of coal is burned in a given time that less air
is required and a smaller grate is sufficient than is needed
when the maximum amount of coal, say 200 lbs. per square foot
of grate per hour, is burned. For that reason it is thought that
a grate whose size can be adapted to the rate of fuel consump-
tion would produce much more perfect combustion than the
present grates do whose size is unalterable: 10 per cent, of sav-
ing does not seem extravagant.
The difference which can be effected in operating any locomo-
tive by good men need not be discussed.
It is not clear from the statement which has been made to
what cause or causes the superior economy of the new
"Northwestern" engine is attributed. It is said that "the
coal consumption is about 20 per cent, less than with the
standard eight-wheel engines, having smaller boilers and
grates," so that the economy or a part of it may be attributed
to the size of the boiler and grate.
The saving which can be effected by compounding, whatever
it may be, will be due to a totally different cause; that is, to a
more economical use of the steam. The economy of heating
feed-water is due to the saving of what would otherwise be
waste heat. This is also true of superheating, but which not
only saves waste heat, but it improves the quality of the steam
and its effectiveness for doing work. An adjustable grate on
the other hand effects combustion alone, and should cause a
given quantity of coal to produce a greater quantity of heat.
The Serve tubes, however, act by what might be called fru-
gality, very much as feed-water heaters do; that is. they save
heat which without them would be wasted.
A good engineer and fireman may effect a saving in many
ways; they may augment the saving by any and all of the
causes enumerated, and by others which have not been referred
to. The point which it is desired to emphasize is that nearly
all these means of economy act in different ways, and on what
may be called different functions of a locomotive, so that ex-
cepting in those instances which have been mentioned the sav-
ing effected by one is quite different from that which would
result from the employment of the others. If then some very
considerable economies are not possible in locomotives why
not? which is the question this article was intended to pro-
pound.
M. N. FORNEY.
The protection of boiler tubes by electro-galvanizing is used
extensively in England and abroad, the English Admiralty now
specifying that all boiler tubes shall be covered externally with
a coating of zinc eq\ial to 1^4 oz. per square foot.
SO.OOO-POUND SIDE-DUMP CARS.
For Coal, Ore and Ballast.
Cleveland, Lorain & Wheeling Railway.
Mr. F. H. Stark, Master Car Builder of the Cleveland, Lorain
& Wheeling Railway, has kindly sent us drawings from which
50 side-dump cars of 80,000 lbs. capacity were built for that
road six months ago. This road has a heavy coal and ore
traffic, the coal going north and the ore south. The cars were
designed for this service, and it was considered advisable to
make them of the side-dumping type, because for a certain por-
tion of the year they will be used for roadway and track service
for hauling gravel for ballasting. This work cannot be as well
performed with cars having hopper bottoms. Their weight is
increased by this construction, but it was probably considered
better to build cars weighing about 41.000 lbs. and use them all
the time than to invest so much money in special ballast cars
which would not be used for other purposes. These cars have
a capacity of 1,450 cubic feet and they carry about 83,000 lbs.
of run-of-mine or lump coal when the load is rounded up at
the center. The construction provides for carrying most of
the load on the side sills. The structure gives substantial sup-
port to the floor, as will be seen in the engravings on the op-
posite page.
The side sills are 5 x 10 in. and the intermediate sills, of
which there are six, are 4% x 8 in., and are placed on top of
the bolsters. The box is divided into five separate sections,
each about 6 ft. 4 in. long. The floor is supported at the side
sills and, at the center of the car, by a 4 x 8 in. ridge piece
which rests at the center of each section upon a 2 x 14 in. strut
located and supported as shown in the longitudinal and trans-
verse sections. The struts are braced in both directions, fore
and aft. and the structure under the floor is continuous for each
section. At the spaces between the doors short 5x6 in. side
stakes are secured to the side sills and upon the tops of these
side stakes 4 x 5 in. cross braces rest. These extend across the
car and upon them 3-in. partitions are built between the sides
of the main body of the box as shown in section at A — B. The
other floor supports are shown in the cross section.
The car has 8 truss rods, four of which are at the side sills
where they are most needed. These are 1^4 in. rods giving a
depth of 27 in. to the trusses. These could not be deeper and
clear the floor. The intermediate truss rods are IVt in. and
give trusses 34 in. deep. In many side-dump cars difficulty- has
developed in holding the truss rods at the side sills. Mr. Stark
has placed substantial forgings over the ends of the side sills
in this design to avoid this trouble. The .draft timbers are 6x9
in. and the twin-spring draft gear standard for this road Is
placed between them. The doors are operated from the ends
of the car. The operating chains and rods are placed in the
spaces between the sections, the short posts already referred to,
being cut to pass the rods. The doors are all operated simul-
taneously by a horizontal shaft having at one end a large star
wheel with locking devices. The chief dimensions of the car
are as follows:
Length over end sills 38 ft.
Length inside 33 ft. 4 in.
Width over side sills 8 ft. 7 in.
Width of bottom at needle beams S ft. 7 in.
Width inside at top 9 ft. 2 in.
Height from rail to top of box S ft. 5 in.
Weight, empty 41,000 lbs.
Cubic capacity 1.450 cu. ft.
Nominal capacity, coal 80.000 lbs.
Actual capacity, coal 83,000 lbs.
Side sills, section 5 by 10 in.
Intermediate sills, section i% by 8 in.
End sills, section 8 by 9 in.
The trucks are the standard, diamond type, used by this road
for 40-ton cars. They have Bettendorf bolsters and roller side
bearings, the latter were supplied by the Chicago Railway
Equipment Co.
SEPTEMBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL.. 271
80,000-Pound Side Dump Cars,
For Coal, Ore and Ballast-Cleveland, Lorain & Wheeling Railway
■ 9 --* lei
■ ■^ le jje-
*-- -^"-j]A-
Standard Trucl< for 80,000-Pound Cars-Cleveland, Lorain & Wheeling Railway.
The Manhattan Elevated of New York has officially decided
to use the third rail system in changing from steam to electric
traction. Two motor cars will be used on each train of six cars,
one at each end, and each motor car will have two motors.
The work of constructing the enormous power plant at 74th
street and East River has been started, and the Allis works in
Milwaukee will begin to deliver the machinery early in Sep-
tember. The engine contract is for over ?3,000,000. The
dimensions of the power house are 425 by 200 ft.
The rapid acceleration as well as high speeds reached by
automobiles is somewhat startling. We are told by Prof. Hele-
Shaw in a paper before the Institution of Mechanical Engineers
(England) of an average speed of 65 miles per hour. He says:
"The extraordinary nature of these results lies not so much in
the tact of a high speed of 65 miles an hour by a motor vehicle
but in the fact that, starting from rest, the average speed for
the first kilometer was 46% miles an hour." He was describing
recent motor carriage trials in France.
^72 AMERICAN ENGINEER AND RAILROAD JOURNAL.
WIDE FIREBOX 10-WHEEL PASSENGER LOCOMOTIVES.
Delaware. Lackawanna & Western Railroad.
The Heaviest Passenger Locomotives.
Tlie new 10-wlieel passenger locomotives
recently built by the Brooks Locomotive
Works for the Delaware, Lackawanna &
Western are the heaviest passenger locomo-
tives ever built. They are powerful and are
reported to be giving excellent service. Their
greatest interest to us, however, centers in
the combination of the 10-wheel type with
a firebox having 84.2 sq. ft. of grate area, the
diameter of the drivers being 69% in. In
view of the difficulties in getting the firebox
above the driving wheels the design was
worked out very skilfully. The throat is, of
course, shallow, and to increase the vertical
distance from the fire to the flues at the
front end of the grate the tubes were not
brought down as low as usual in the tube
sheet, the distance from the underside of
the lowest flues to the sheet being about IV2
in. The boiler is 72 in. in diameter, which
is the largest of which we have record for
this type. Its center is the very unusual
height of 9 ft. 6 in. above the rails. The flre-
box sides are straight at the bottom running
into easy curves which should prove bene-
ficial to the stay bolts. There is no com-
bustion chamber.
Until the appearance of these engines the
Lake Shore engines, of the same type and by
the same builders (American Engineer, No-
vember, 1899, p. 343), were the heaviest in
pasi^ienger service. The Lake Shore engines
have 217 sq. ft. more heating surface with
boilers 6 in. smaller in diameter and 7,400
lbs. less total weight. The D., L. & W. en-
gines probably, however, have an advantage
in boiler capacity because of the very large
grates.
Among the details the following are
noticed: large driving journals, 6V2 by 12-in.
truck journals, truck brakes, driving brake
shoes behind the wheels, the Brooks method
of equalizing across the engine at the for-
ward drivers, extended piston rods 4 in. in
diameter, enlarged wheel seats for the main
crank pins, 10-in. piston valves, diagonal
braces from the smokebox to the guide
yokes, the steam dome placed in the cab anji
a short "front end."
This design is considered timely; it is not
strange that wide fireboxes should be used on
the D., L. & W., but the combination of the
wide firebox and 70-in. wheels in a 10-wheel
engine is decidedly encouraging to those who
would like to use wide grates on heavy pas-
senger engines with bituminous coal. Fine
anthracite is used on these engines, but we
believe that a similar arrangement with a
smaller grate would work out nicely for soft
coal. The lack of depth of the firebox under
the tubes might be compensated for by ad-
ditional length. There is much in this design
that is suggestive for soft coal burners. The
following table supplements the description.
eg
a>
5
o
a
I
a.
SEPTEMBER, 1900. AMERICAN ENGINEER AND RAIL.ROAD JOURNAL 278
TEN-WHEEL PASSENGER LOCOMOTIVE, WITH WIDE FIREBOX.
Delaware, Lackawanna & Western R. R. BmioKri Locomotive Wohkb, Builders.
Weights: Total of engine 179,0OOH)S.; on drivers 137,0001bs.; total, engine and tender, 290,000 Iha.
Wheel base : Driving 14 ft; total of engine 25 ft. 3 in ; total, engine and tender oO ft. 10!4 in.
Cylinders: 20x28in. Wheels: Driving 69% in ; truck »;in.; tender 33 in.
Koiler : Diameter 72!^in; boiler pressure 210 lbs.
Firebox: Length 127in.; width 97in.; depth, front filin.; depth, back 50in.
Water tube; gratearea 81 sq. ft ; Tubes: Number 350; diameter. ... 2in.; length 13 ft. lOM In.
Heating surface . Tubes 2,5208q.ft.; flrcbox ISOsq.ft.; total ....2,700 sq. fi .
Tender: Eight-wheel; water capacity 6,0C0gals.; coal capacity 12 tons.
Section Through Boiler and Firebox,
Ten-Wheel Passenger Locomotive. Delaware. Lackawanna &
Western Ry.
nauge 4 ft. 8V4 in.
Kind of fuel to be used .' Fine anthracite coal
Weight on drivers 137,000 lbs.
Weight on trucks 42,000 lbs.
Weight, total 179,000 lbs.
Weight tender, loaded ,. 120,000 lbs.
General Dimensions.
Wheel base, total, of engine 25 ft. 3 in.
Wheel base, driving 14 ft. 0 in.
Wheel base, total, engine and tender 50 ft. IC-i in.
Length over all, engine 3S ft. % in.
Length over all, total, engine and tender 60 ft. 10% In!
Height, center of boiler above rails 9 ft. 6 in.
Height of stack above rails 15 ft. 1% in.
Section Through Running Cear.
Heating surface, firebox 180 sq. ft.
Heating surface, tubes 2,520 sq. ft.
Heating surface, total 2,700 sq. ft.
Grate area S4.2 sq. ft.
Wheels and Journals.
Drivers, diameter 69% in.
Drivers, material of centers Cast steel
Truck wheels, diameter 36 in.
Journals, driving axle 9 in. by 12 in.
Journals, driving axle wheel fit 9 in.
Journals, truck axle SM in. by 12 in.
Journals, truck axle wheel fit 6% in.
Main crank pin. size 6% in. by 6 in.
Main coupling pin, size 7 in. by 4% in.
Main pin, diameter wheel fit 7% in.
274 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Cylinders.
Cylinaers, diameter 12 JiJ'
Cvllnders, stroke ''" !"~
Piston rod, diameter ,v' j"-
Main rod, length center to center ■'^"' in-
Steam ports, length -"» "•
Steam ports, width - 7j;'Wr; i
Exhaust ports, least area "> SQ. "■
Bridge, width ^74 in-
Valves.
Valves, kind o£ Improved piston
Valves, greatest travel •--•■" "■
Valves, steam lap (inside) ..-.- 1 i;i° !"•
Valves, exhaust clearance (outside) r/ii'"-:,"',;!^,,!,-;
Lead in full gear 1/16 in. negative
Boiler.
Boiler, type of Conical connection wagon top
Boiler, working steam pressure e, ^i"
Boiler, material in barrel •-;-;■■•■•■■••■-■•_;•-.■•••■,-„•/.•„• v'
Boiler, thickness of material in shell. ...% in., 13/lb in., ^
% m., % m., y/iD in.
Boiler, thickness of tube sheet ••% j"-
Boiler, diameter of barrel, front "/s J J-
Boiler, diameter of barrel at throat "% in-
Boiler, height at back head i •.;.•,;; ;,i 0 iVn
Seams, kind of horizontal ^^^"!P ? tS
Seams, kind of circumferential Rnrii^'i ?tav^
Crown sheet, stayed with Radial stays
Dome, diameter inside "" '"•
Stack, least diameter 1^% in-
Stack, greatest diameter lB% jn-
Stack, height above smokebox 20 in.
Tender.
Type S-Wheeled
Tank, type .... "U" shape, with gravity slide
Tank, capacity for water 6,000 gal.
Tank, capacity for coal 12 tons
Tank, material •,,?*"
Tank, thickness of sheets Vi in.
Type of under frame Brooks 13 in. steel channel
Type of truck -. Brooks 100,000 lbs.
Type of springs Triplicate elliptic
Diameter of wheels ;,•„!"■
Diameter and length of Journals 5 in. by fl in.
Distance between centers of .iournals 5 ft 5 in.
Diameter of wheel fit on axle 6% in.
Diameter of center of axle -5% jn.
Length of tender over bumper beams 21 ft. 0 in.
Length of tank, inside 19 ft. 6 in.
Width of tank, inside 10 ". 0 in.
Height of tank, not including collar 6" in-
Type of draw gear M. C. B. Gould
M. C. B. BRAKE SHOE TESTS.
At the last convention of the M. C. B. Association the stand-
ing committee on tests of brake shoes was instructed to test
such brake shoes which have made sufficient departure from
those previously tested to affect their efficiency or durability,
as should be presented to it by railway companies who are
members of the Association, the committee to indicate such
times during the year as it intends to make these tests.
The committee will make tests of brake shoes during the
month of March. 1901, and if it is the desire of the railroads
represented in the Association to have brake shoes tested, they
should communicate with the chairman of the committee as
early as possible, so that arrangements can be made for the
tests. Communications should be addressed to Mr. S. P. Bush,
Superintendent of Motive Power, C, M. & St. P. Ry., West
Milwaukee, Wis.
The form of packing for piston valves has been studied by
many able men with a view of using wide rings to secure good
wearing areas, and at the same time prevent steam pressure
from getting under the rings and forcing them out against the
bushings, causing excessive frictional resistance. The report of
the Master Mechanics' Association committee on piston valves
(see page 267 of our August number) closes with the follow-
ing positive expression: "The committee finds a great variety
of packing used for piston valves. It can be said, however,
with perfect certainty, that plain snap packing rings will give
entirely satisfactory service."
Rear View.
Flret>ox.
Firebox, type Wide, over wheels
Firebox, length 127 in.
l-'irebox, width 9' "i-
I'^iiebox, depth, front 61 m.
Firebox, depth, back 50 in.
Firebox material Steel
Firebox, thickness of sheets Crown, % in.; tube, % in.,
side and back, •'Sg In.
Firebox, brick arch None
Firebox mud ring, width Back and sides, 31/2 in.; front 4 in.
Firebox, water space at top Back, 414 in.; front, 4 in.
Grates, kind of Water tube
Tubes, number of 350
Tubes, material Charcoal iron
Tubes, outside diameter 2 in.
Tubes, length over tube sheets 13 ft. lOH in.
Smokebox-
Smokebox, diameter outside 73% in.
Smokebox, length from flue sheet 68 In.
Other Parts.
Exhaust nozzle Single
Exhaust nozzle, variable or permanent Permanent
Exhaust nozzle, diameter 4% In., 5 in., 5% In.
Exhaust nozzle, distance of tip below center of boiler 113/16 in.
Netting, wire or plate Plate
Netting, size of mesh or perforation 3/16 in. by l'^ In.
Stack, straight or taper Steel, taper
The work on the new shops of the Chicago & Northwestern,
at Chicago, which was delayed somewhat this spring on account
of labor troubles, has since resumed an active appearance and
the enlarged plant will probably be ready for operation by the
first of November. The two new buildings of the car depart-
ment are finished and the three new buildings and an addition
to the tank shop of the locomotive department are nearly ready.
The boiler shop, which is to take care of the repairs on 1,185
locomotives, is being equipped with its machinery. The cranes
are up and the electrical installation completed. The tank
shop, which is being lengthened 144 feet, and the walls raised
to a height of about 25 feet, will require several w;eeks for
completion. This shop, as stated in the general description of
these improvements which appeared in the April issue of this
paper, page 109. has received unusual attention and will be a
very well arranged department. The two buildings requiring
the greatest amount of interior work are the power house and
machine shop annex. The floors of this annex are receiving the
finishing touches prior to the placing of machines. In the
power house the boilers have all had fires under them and
the engines, generators, compressor and pumps are all in place,
but with the exception of the steel work the floors are not laid.
There will be a necessary delay in the completion of these
floors as they are to be of tile and cannot be laid to advahtage
until all of the piping is in place.
SEPTEMBER, lyoc. AMERICAN ENGINEER AND RAILROAD JOURNAL. 275
Any ttuKablu diiKl-KKiirtl may hv used
J.-.,!.-..
7-4)4-6v(iroU-
// '•
-6— Center to ceutBf
n-Ti"
' J'T
-t-l 1-
^^--'Atx
N. B. Total latt:ral (cxtruiuc positions of axle) equals H
A Criticism on the Proposed 5K by 10 M. C. B. Journal Box.
THE PROPOSED 51/2 BY 10 M. C. B. JOURNAL BOX.
By F. M. Whyte.
Mechanit^al Engineer New York Central & Hudson River
Railroad.
When tlie report of the committee of tlie Master Car Build-
ers' Association, appointed to recommend a Journal box suit-
able for a 5% by 10-in. journal, was opened for discussion at
the Saratoga convention, question was raised concerning some
of the dimensions and also concerning the gages: the objec-
tions were not presented clearly and probably, therefore, were
not understood. The criticisms seem of sufficient importance
to justify calling attention to them again.
The criticism on the box is that provision has not been made
for sufficient clearance between the inside end of the bearing
and the back wall of the box. With every part in its normal
position, the end of the bearing is % in. away from the
back wall of the box. but as there is, In the same normal posi-
tion, 1/16 in. between the lug on the bearing and the lug
on the box there is only 1/16 in. clearance between the end
of the bearing and the back wall of the box when the lugs on
the bearing and those on the box are in contact. This 1/16-in.
clearance is ample, but with rough castings, and not gaged,
for the box and bearing this amount is not insured if the
dimensions and design presented by the committee are fol-
lowed. The clearance is the same as allowed in the smaller
M. C. B. boxes and it might be reasoned that no more is needed
in the 5% by 10 box, but the error may be in not considering
the difference in the loads carried, and that the opening in
the 3% by 7 box is larger than the end of the bearing; it is
possible that if the smaller bearings strike the walls of the
boxes in which they are placed the blow is not sufficient to
break the box. It is certain, however, that the back walls of 5
by 9 and of 5% by 10 boxes have been broken in considerable
numbers, and in every case with which we are familiar every
appearance would indicate that the end of the bearing struck
the wall before the lugs on the bearing and box engaged.
A criticism without suggesting a correction would be hardly
justifiable and therefore a correction is offered. It is appre-
ciated that a change in the axle, by increasing its length at
least, is not to be considered, also that neither the dust guard
space nor the thickness of the inner and outer walls should
be decreased, there remains, therefore, only the alterna-
tive ot cutting out such part of the inner wall as can be. in
the present design, struck by the bearing. This can be accom-
plished by changing the box as would be indicated by substi-
tuting the line A. in the cross-section of the accompanying en-
graving, for the line D, and the line B, in the longitudinal
section, for the line C. This change would not affect the
strength of the box materially. These drawings are repro-
duced from the report.
The same change could be made advantageously in the iV*
by 8 and the 5 by 9 boxes.
Standard gages have been provided for the bearing, but if
more clearance is not allowed between the end of the bearing
and the back wall of the box for the three largest boxes, then
the gages for the bearings are not as complete as they should
be, inasmuch as there is no gage for the distance from the
face of the lug to the outer face of the collar. A gage is pro-
vided for the distance from the face of the lug to the inside
face of the collar, but the bearing may pass this gage and
all ot the other gages and the collar be of such thickness as
to allow the bearing to strike the back wall ot the box before
the lugs on the bearing and box engage, even though the box
Is made exactly to dimensions. If the boxes are cut out in the
back wall so that they cannot foul the bearings the present
gages for the bearings are sufficiently complete.
While referring to gages it may be profitable to urge the
necessity of adopting suitable gages for the boxes; such gages
will necessarily be complicated, but they are certainly needed.
The relation of the inside lugs to each other and to the holes
for the box bolts or the pedestal flanges and the angle which
the holes on the pedestal flanges and the sides of the bos make
with the key-bearing face should be covered. Some boxes are
made from patterns and core-boxes parted in a vertical plane
which includes the longitudinal axis, and the possibility of pro-
ducing twisted castings from such patterns is the extreme.
Proofs of Mr. Whyte's criticism were sent to several rail-
road officers, and the following replies have been received:
To the Editor:
I have read Mr. F. M. Whyte's criticism on the proposed
51/2 by 10-in. journal box. As Mr. Whyte acknowledges in his
remarks, the box. it perfectly made, has sufficient clearance
between the bearing and back of box at all times, or in other
words, it is impossible to get the end of the bearing nearer than
276 AMERICAN ENGINEER AND RAILROAD JOURNAL.
to have a -clearance of 1/16 in. between it and the box, and the
only trouble that could arise would be on account of poor
workmanship in making the boxes. This is a point the com-
mittee considered and concluded that, like all other parts of
the box that have a direct bearing on the wedge and brass, it
was the duty of the purchaser to see that they were correct,
and if they were correct there would be no danger of being
broken by the bearing.
In further comment on the criticism the committee brought
the subject before the users of some twenty thousand 100,000-
Ib. cars, which included about all the cars of this capacity in
use. The replies, without exception, indicated there was no
trouble with the box in use, which has the same clearance as
submitted on the drawings. It was therefore decided to sub-
mit the plan as shown, believing it would meet all the re-
quiremnts for which it was designed. W. GARSTANG,
Supt. Motive Power, C, C, C. & St. L. Ry.
Indianapolis, Ind.
To the Editor:
I think the criticisms of Mr. Whyte are well taken. While
TEN-WHEEL PASSENGER AND FREIGHT LOCOMOTIVES.
Chicago, Rock Island & Pacific Railway.
Vauclain Compound Type.
This road has been exceedingly conservative on the compound
locomotive question, and the interest in these locomotives cen-
ters in the fact that the increase in weight and speeds of trains
resulted in a trial of the compound as a relief measure because
the endurance of firemen had been very nearly reached with
the simple engine. There was also a desire to economize in
fuel, but it is understood that the fast and heavy trains neces-
sitated such large capacity in a simple engine as to render it
difficult to supply sufficient steam. When adopted after such
a careful policy and under such conditions, the compound has
an exceedingly favorable opportunity to show what it can do,
and we are informed that the firemen are greatly pleased with
them and that they are known to be saving coal, although no
TEN-WHEEL VAUCLAIN COMPOUND PASSENGER LOCOMOTIVE.
Chicago, Rook Island & Pacific Railway. Baldwin Locomotive Works, .iiUldcr
Weights : Total of engine 179,293 lbs.; on drivers 131,.i60 lbs.; total eDsine and tender •:89.0i 0 lbs.
Wheel base: Driving 14 ft. 6 in.; total of engine 26tt.9in.; total engine and touder 53ft 6iu.
Cylinders: 15^ and 26x28 in. Wheels: Driving ...TSV^in.: truck.... M in.
Firebox: Length llSin.; width 40!^in.; depth front VSJiiin.; width, back 67 in.
Grate: Area.... 32.8 so. ft. Tubes: Number ...329; diameter 2in.; length.... 15ft.
Heating surface : Tubes 2,569 sq.ft.; firebox 180.5 sq.ft.; total 2,750 sq. ft.
Tender: eigh t- wheel. ; Tank capacity 5,500gals.; coal 10 tons.
,-i"l 1 . " ' ■ r-T*' r
i/?a'*, y - -^-0- *« vip-// 5jt - -I — /j-j^ ^^ -^ 7-e —
* /6-z"- « /o-vS— — -*■ — ,
II W -y 1- ^J3i6§- - -
K- 64-0" ■
J
Outline Diagram of Ten-Wheel Locomotives— Chicago, Rock Island & Pacific Railway.
extravagant claims are made. Mr. Wilson appeared to our
it is true that there is sufficient clearance if the castings are
perfect, it is almost impossible to get perfect rough castings.
A clearance of 1/16 in. in rough castings is insufficient.
I have, however, obviated this difficulty in a box made here
by making the back wall 3/32 in. thinner and making the box
of malleable iron instead of gray iron.
There is another way to accomplish the same result and
I believe it would be preferable, and that is to set back the
outside face of the hub of the wheel i/g in. and add this to
the inside of the hub; then make the box Vg in. longer than is
now shown. "CAR BUILDER."
representative to be enthusiastic about them.
The passenger service of this road includes fast trains of
12 cars, with a total weight of 1,103,000 lbs. While the large
eight-wheel engines used in the same service were able to
handle these trains on schedule, it was not easy to make up
time, and the weights of the trains could not be reduced. Two
Vauclain passenger engines were ordered and these did such
good work that three more were ordered, and also three freight
engines, making a total of 17 freight and 5 passenger engines.
SEPTEMBER, 1900. AMERICAN ENGINEER AND RAIL.HOAD JOURNAL. 277
These freight engines are of the same type and (limensions, ex-
cept as to the wheels and weights. 'I'lu! passengei' (Migines liave
78 in. drivers and 'Mi in. engine; trnclt wheels and the fi'cight
have 57% in. drivers and 30 in. truck wheels. The weights are
as follows:
Tdhil. On drivers. On trucks.
Passenger 170, 27.1 !bs. 134,501 lbs. 44,715 lbs.
Freight 173.1)15 lbs. 130,1.50 lbs. 42.SG5 lbs.
The small diagram shows the sloping form of the back boiler
head. The effect of this practice, which has been in successful
use on other roads, notably the Pennsylvania, is to lighten the
back end of the engine, give more room in the cab and render
the firebox heating surface more effective. The flames appear
to follow the back sheet closely, and Mr. Wilson has noted an
increase in the temperature of the cab over that of the usual
construction, which will necessitate lagging the back head.
This seems to be excellent evidence of improved circulation at
the back end of the firebox.
Considerable thought and care have been put into the cab
arrangement and the tender hand-holds and steps, with a view
of increasing the safety and comfort of the men. The lighting
of the engine is by electricity, from curent furnished by a
steam turbine located back of the headlight on the smokebox.
lights are placed under the running board for the benefit of
the engineer in oiling and inspecting the machinery. It has
been found necessary on this
road to guard against the sett-
ing of fires by sparks from the
ash pans, on account of the
peculiar behavior of some of
the coals used. This has led
to the use of double dampers
at both ends of the ash pans,
one of the usual plate con-
struction and the other of wire
netting. We also show a sec-
tion through the packing
rings of the piston valves to
illustrate the overhanging
cut-off edges. The chief dimen-
sions are given in the following table received through the
courtesy of the builders;
Passenger and Freight Locomotives, Chicago, Rock Island & Pa-
cific Ry.
Cylinders.
Diameter (high pressure) 15^,4 in.
Diameter (low pressure) 26 in.
Stroke 2S in.
Valve ■ ; Balanced piston
Boiler.
Diameter 6R in.
Thickness ol' sheets 11/1(1 in. and % in.
Working pr^^ssurc 200 lbs.
Fuel Soft coal
Firebox.
Material Steel
Length US in.
Width 401/8 in.
Depth 79]/^ in. front; G7 in. back
Thickness of sheets Sides, 5/lG in.; back, % in.:
crown, % in.; tube, % in.
Tubes.
Number 321)
Diameter 2 in.
Length 15 ft. 0 in.
Heating Surface.
Firebox 1S0.5 sq. ft.
Tubes 2,5G9.e sq. ft.
Total 2,750.1 sq. ft.
Grate area 32.S sq. ft.
Driving Wheels.
Diameter (outside) 7SV4 in. passenger; G4% in. freight
Diameter of center 72 in. passenger: 57% in. freight
Journals 9 in. by 12 in.
Engine Truck Wheels.
Diameter 3G in. passenger; 30 in. freight
Journals 6i^ in. by 11 in.
Wheel Base.
Driving 14 ft. G in.
Rigid .. 14 ft. G m.
Total engine .' 28 ft. 9 in.
Total engine and tender 53 ft. 6% in.
Weight.
On drivers Passenger. 134.560 lbs.: freight, 130,150 lbs.
On truck Passenger. 44.715 lbs.; freight, 42.,S65 lbs.
Total engine Passenger, 179.275 lbs.; freight, 173,015 lbs.
Tender.
DIamclir of whcfclB 36 In. pasBengcr; 33 In. freight
Journals 5 In. by 9 In.
Tank capacity ..5,000 Ral.
Piston Packing Rings.
A REMARKABLE IMPROVEMENT IN TOOL STEEL.
For several years it has been rumored that remarkable suc-
cess was being attained by a new process of hardening tool
steel, developed by Mr. I'\ W. Taylor and Mr. Maunsel White,
of Bethlehem, Pa. Recently a representative of this journal
saw some samples of enormously heavy chips removed by a
tool hardened by this process, the chips being of a brilliant
blue color, indicating that they were removed at an exceed-
ingly high temperature, and we are now informed that soft
steel is being cut at the previously unheard of speed of 150 ft.
per minute. At the Saratoga Conventions Mr. H. F. J. Porter
kindly showed our representative samples of chips, which were
tagged as follows:
Speed in
Quality or Width of Depth of Feel per
Still. Cut. Cut. MInuti-
■ Gu carbon. % to % in.
.40
.10
3-16
3-16
3-16
7-:>,2
21) It.
1-16
CO ft.
1-16
150 ft.
1-16
15 ft.
1.05 tool steel.
^This hardening, process was developed at the works of the
Bethlehem Steel Company in connection with a comprehen-
sive plan carried out by Mr. Taylor for increasing the capacity
and improving the operation of the plant. The machine shop
at Bethlehem, which is the largest in the country, was six
months behind the forge and an increase of capacity by in-
crease of equipment was prohibited by the expense. Finding
that a large number of different kinds of tool steel were in use
by different workmen on similar work, Mr. Taylor spent a
great deal of time in studying the question of tool steel, with
the final result of developing this new process and discarding
steel made by the others. This process is applied after the tool
is forged, and the remarkable property, whereby the hardness
of the steel is retained even v.litn heated by the friction of its
work up to the point of rednccs, explains the wonderful re-
sults. The penetration of the hardening effect is sufficient to
reach the center of a tool 4 in. square, and the interior is put
into the same condition as the outside, the result being that
a tool made of this steel is good until completely worn out.
The method of hardening gives extremely uniform results and
it improves the forging qualities. It is understood that the
process may be applied to all the standard brands of self-
hardening steel and that they are all improved to different
degrees by the treatment. The best results, however, are ob-
tained from a specially prepared steel. It is also stated that
this special steel can be annealed so that it may be ma-
chined into shape for twist drills and inserted cutters.
The Bethlehem Steel Company have revolutionized their
practice by this improvement. The old machine tools were
found inadequate to carry the cuts which the cutting tools
themselves would stand, and it has been necessary to take up
a general revision of the shop tools. The main shafting has
been speeded up from 90 to 250 revolutions and the general
improvement and the possibilities elsewhere are shown in the
following table:
^^ :- p Kj. %t
Average. ,032 n S ..= = -.= ^>
° s "^ a 5
Cutting speed 8 ft. 11 in. 21 ft. 9 in. 25 ft. 3 in. 16 ISf
Depth of cut 0.23 in. 0.27S in. 0.30 in. S 3U
Feed 0.07 in. 0.OG57 in. 0.0S7 in. 32 24
Pounds of metal re-
moved per hour .... 31. IS SI. 52 137.3 6S 340
Recently an exhibition of the working of the steel was
given at the Bethlehem works, and the results are sufficiently
remarkable to warrant personal investigation by all whom the
use of this improvement w'ould affect.
278
AMERICAN ENGINEER AND RAILROAD JOURNAL.
AUTOMATIC ASH ELEVATOR.
Operated by Pneumatic Power.
Chicago & Northwestern Railway.
Altogether the best arrangement we have seen tor handling
locomotive ashes and cinders has been designed and built by
the Motive Power Department of the Chicago & Northwestern
for its various round-houses, two having been recently installed
at the new roundhouse at Clinton, Iowa, which is one of its
most important division points. At terminals It is necessary to
take advantage of every means for "turning" engines as
quickly as possible in order to save delay to traffic. This is
specially important in busy seasons like the present, and many
improvements may be expected in coal and ash handling appli-
ances. These are usually the "slowest" parts of terminal equip-
ments.
The apparatus which we are permitted to illustrate was de-
signed by Mr. G. R. Henderson, Assistant Superintendent of
Motive Power, under the direction of his superior, Mr. Robert
Quayle. It was arranged with a view of facilitating the hand-
is a passage the entire length of the pit. in which are located
conveniently tor the operator, the three-way valves and lock-
ing levers.
When an engine has passed over the pit the two ends of the
ash pan correspond with the positions of the small trolleys.
After the fire has been cleaned and the ashes and clinkers
swept out into the trolleys the three-way cock is opened by
the attendant and one of the trolleys is drawn up the incline
by the pneumatic cylinder and wire rope, and when it comes
into contact with the block at the upper end of the track the
bottom is automatically tripped and the ashes dropped into
the car. The three-way cock is then reversed and the bucket
Fig. l.-General Plan of Hoist.
ling of ashes and cinders, cheapen these operations, do it with
simple apparatus and permit of operating tlie devices in a way
which should not cause a moment's delay to the engine while
the ashes are being taken away. This hoist transfers the ashes
from the ash pan of the engines directly to the cinder cars
without intermediate handling. It is handled by a single
operator who does not leave the pit.
The essentials of the apparatus are shown in Fig. 1, the plan
and sections of the pit in Pig. 2 and the arrangement of the
cylinder and automatic controlling devices in Fig. 3.
The pit is 57 ft. long and of the form shown in Pigs. 1 and 2.
The loading track is 25 ft. from the center of the pit track
and level with it. Over the loading track is a substantial
frame of timbers supporting the upper ends of the inclined
tracks for the pit buckets. At the lower side of the pit. Pig. 2,
returned to its original position. The door closes as it passes
down the inclined track. A lever, shown in Fig. 2, is then
moved by the attendant, locking the first bucket and releasing
the second. A repetition of the operation of the three-way
cock then raises and dumps the second bucket.
This plan employs but one cylinder for two buckets, one
bucket being used as an anchor, while the other is emptied.
The hoist is made double so that the front end and ash pan
may be cleaned simultaneously and with the engines heading
in either direction. The attendant does not leave the pit, and
while the ashes are being dumped the engine may be moved
off the pit and another take its place.
Several of the details are worthy of notice, especially the
one with the small wheels on the lower side of the trolley
track. This closes the door on its descent, the wheels being
September, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 279
^j-T-i-l' ' ^^nhiY-- ■* 'jtiT ■ "int ini ttJM J t aUl iiJT
^i0tt
1 . 4-^«D >/-K,<o
Secfian u/fl/l
'iecdon'atSB
vy^y,
Fig. 2.— '= Ian of Pit and Frame.
Fig. 3.— Cylinder and Automatic Valves.
arranged so that when struck by the trolley in its upward trip
they move out of the way and clear the door without lifting the
car. On the descent the door strikes the wheels and it is
closed and latched before reaching the pit. Another ingenious
feature is the arrangement for controlling the motion of the
trolley, preventing it from striking hard at either end of its
travel. The three-way cock, at the cylinder in Fig. 3. is actu-
ated by the motion of the piston. When near the end of its
stroke it closes the valve opening in the direction in which the
air is moving and compels the remainder of the sdpply to pass
through a small hole in the check valve which opens in the
opposite direction. In this way the trolley will be brought to
the end of its travels gently, even when the bucket is taken up
empty. The other details and the construction of the framing
and the rigging of the wire rope are plainly shown in the
illustrations.
Two of these hoists have been installed at Clinton, Iowa,
and the first night, with the men unaccustomed to the ap-
paratus, forty locomotives were cleaned between six o'clock
p. m. and seven o'clock the next morning.
^80 AMERICAN ENGINEER aMD RAILROaD JOURNAL.
WIGHTMAN'S CYLINDER AND FRAME FASTENING.
Used by Pittsburgh Locomotive Works on Large Pittsburgh,
Bessemer & Lake Erie Locomotives.
To secure sufficient strength of the attachments of cylinders
and frames of very large engines has been a difficult problem.
The stresses from 24-in. pistons with a boiler pressure of
200 lbs. are enormous, ne-
cessitating more careful
construction at the front
end than has been neces-
sary before. The large en-
gines built by the Pitts-
burgh Locomotive Works
for the Pittsburgh, Bes-
semer & Lake Erie Rail-
road, illustrated in our
July number, page 214,
have a new and very
substantial structure be-
tween the cylindeis and frames and one which we think is
stronger and more rigid than any other arrangement we have
seen. It was designed especially for these engines and pat-
ented by Mr. D. A. Wightman, general manager of the works.
The construction is clearly shown in the accompanying en-
gravings which were made from drawings prepared especially
for illustration by the Pittsburgh Locomotive Works.
The essential features are a solid abutment of metal at the
B
truck equalizer. The other plate secures the frames in front of
the saddle and forms the front deck. The front rails are spliced
to the main frames back of the saddle. They come together
again in front of it and the front plate forms a solid deck and
transverse stiffening structure in front of the saddle. It also
carries the truck thimble and is secured to the bumper by
angles. The engravings show the method of securing the vari-
ous parts and the sectional views show the angle forms of
Photograph of Frames With Cylinders Attached.
the f:ames for giving good bearing area for the bolts. This
construction illustrates an advantage possessed by cast steel for
such heavy work. These angle forms might be made in forg-
ings but they would be very expensive. Readers will probably
notice the heavy tie rods between the upper bars of the frames
through the saddle and also the large number of bolts through
the splicer and plates.
This construction makes a favorable contrast with practice
<^:
'"1_J:
Wightman's Cylinder
back end of the cylinder casting, continuous frame support
without splices up to the cylinder, large plates across the en-
gine from frame to frame under and back of the cylinders and
also in front of them. These plates are one inch thick. One of
them reaches from a point even with the front end of the saddle
to the first driving box jaw, extending across the engine from
frame to frame and securely bolted between the saddle and the
frames. This plate is cut out behind the saddle for the front
Section at B.-B.
and Frame Fastening.
on some large engines recently built in which the usual form
of frames used for much lighter engines has been followed. This
plan by Mr. Wightman seems to provide for the large stresses
in an admirable way, bringing the resistances to the center of
the frame structure and avoiding the usual methods by which
the frame splices are subjected to all of the cylinder stresses
whether compressive or tensile. With 24-inch cylinders and a
pressure of 160 lbs. on the piston from 200 lbs. boiler pressure
September, 1900. AMERICAN ENGINEER AND RAILROAD JOURN A JL 281
the Ktross on each side will amount to 72,000 lbs. It is evident
that a substantial structure is needed to hold up against such
work, especially when the stresses will often amount to rapid
blows in opposite directions when the engine is slipping. This
is believed to be an important and valuable improvement.
ADVANTAGES OF CARS OF LARGE CAPACITY.
Mr. Ij. F. Loree, General Manager of the Pennsylvania Lines
West of Pittsburg, recently presented a valuable report to the
International Railway Congress upon the subject of the capac-
ities of freight i^ars. It appears in the Bulletin of the Interna-
tional Railway Congress, May, 1900, page 941, and in addition
to the author's discussion it contains in the form of appendices
the most complete record of the dimensions of freight refriger-
ator and express cars that we have seen. For example, the
leading dimensions and weights of 600,000-lb. box cars on 40
different American railroads are given and dimensions of
other cars in proportion.
After a review of the development of the present large cars
in this country the author takes up the comparative merits of
60,000 and 80,000 lbs. capacity box cars. The following is re-
produced from the report and contains an argument by Mr.
T. N. Ely, Chief of Motive Power of the Pennsylvania Rail-
road.
The following table shows the relative weight, capacities and
cost of BO, 000 and 80,000 lbs. capacity box cars, of which a
large number are now being built by the Pennsylvania, Illinois
Central and other lines:
d *^ u-t C^nJ t-.ti
>v o ° .■ ° . 4J r rt o ,„ I- ^ S
t:S ?? >, ."^ tu/- f^p> m-o-a ri <= _
I" ^ S ^ ^^ 3|£ ^11
60,000 34 ft, 66,000 19,920 12,280 32,200 2.05 $556.35 $16..s6
80,000 34 ft. SS.OOO 20,506 14,694 35,200 2.50 603.95 13.73
Diff GrcncGS
20,000 22,000 5S6 2,414 ' 3,000 0.45 $47.60 $3.13
This shows a difference of $47.60 in the cost of the two cars,
but the 80,000 lbs. car costs 18.6 per cent. less per pound of
carrying capacity than the smaller one.
It is objected that the greater light weight means greater
cost of moving the car, but if we analyze the cost of moving
the 3,000 lbs. greater weight we have:
Average mileage, box cars per year 10,000 miles
Average weight, 'box cars 16 tons
Average paying load 10 tons
Average cost of transporting paying load per ton-mile 4 mills
Cost of moving car and load per mile 40 mills
40 mills divided by 26 gives 1.54 mills per ton
l'/4 tons additional dead weight carried 10,000 miles. ..15,000 ton-miles
15,000 ton-miles X 1.54 mills = $23.10, cost per year to haul the addi-
tional dead weight.
If we assume an average receipt per ton mile of 5.36 mills
and the cost as above at 1.54 mills, the net revenue from any
additional freight handled in such a car would be 3.82 mills
per ton mile, and to pay for the extra cost of moving the
extra dead weight we must carry 6,000 tons of paying load,
$23.10 = 3.83 mills, and as an 80.000 lbs. car will load at least
seven tons more than a 60.000 lbs. car one trip of 857 miles
(6,000 -=- 7) each year, with additional load, would compen-
sate for hauling the extra dead weight of 1% tons the entire
year. (This we understand to be Mr. Ely's argument. — Editor.)
As a matter of fact, these cars can be and have been loaded
with 88.000 lbs. of grain at the elevators on the Mississippi
River and carried to Baltimore, Philadelphia and New York;
the capacity of the yards and terminals is increased 33 1/3
per cent, over that obtained with cars of 60,000 lbs. capacity
by the >ise of the SO.OOO lbs. cars.
The large ear seems, from a weight-carrying standpoint, in
every way desirable tor many lines that have special traffic,
such as ore, coal, stone, bricks and metal, where the cars can
be made to carry full loads in at least one direction. Every
railroad of importance in the United States has spent large
sums of money in reducing grades, improving alignment and
remodeling yards. The weights of locomotives are being con-
stantly increased and to get the greatest earning power from
these locomotives and to secure the benefit of the large sums
expended in improvements In the road, it is necessary to have
cars that will carry the greatest possible load without increas-
ing in length.
There is a very large tonnage of ore and coal handled be-
tween the Great Lakes and the furnaces and mines located
150 to 200 miles distant therefrom. The ore is brought from
the Lake Superior region in vessels and transported from the
various ports of Lake Erie to the furnaces, without being
stored at the docks. These vessels a few years ago were of a
maximum capacity of from 2,500 to 3,000 tons, but now as much
as 8,500 tons are carried in one ves.sel. Quick dispatch is re-
quired on the part of the vessel owner, which under conditions
prevailing five years ago would be impossible, but by the use
of cars of 100,000 lbs. capacity it has been accomplished, and
the railroads are handling a much heavier tonnage over the
same tracks, and, notwithstanding the earnings per ton mile
have been greatly cut down, they have been able to maintain
a margin of profit.
A careful record of nearly 200.000 cars handled on two lines
of railway leading from Pittsburgh to two of the principal
/soa
V
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Number of Cars.
ao 90 lOO
Engine Rating-Erie & Ashtabula Division!
Pennsylvania Lines West of Pittsburg.
ports of Lake Erie shows that it was possible to secure the fol-
lowing loads for their cars:
Ore 10S% of marked capacity
Coal S2% of marked capacity
The following table shows the per cent, of marked capacity
averaged for large cars:
Number
of cars.
3,616
136
6,727
% of
capacity
carried.
93
94
97
Capacity.
100.000 lbs.
SO.OOO lbs.
70,000 lbs.
This proves most conclusively that it was true economy
under such conditions to build cars of greater capacity than
60,000 lbs.
To bring out the relative changes in increase of dead weight
and paying load and the relation of light to the total loaded
weight the following table is presented. The first six items
are quoted from Mr. Loree's paper and the last two are added
from information kindly furnished us by Mr. C. A. Seley, Me-
282 AMERICAN ENGINEER AND RAILROAD JOURNAL.
chanical Engineer, Norfolk & Western Railway, concerning
two cars of large capacity designed by him:
■a Per Cent of total.
■a m
2.0
u
-rJtH 0*
so
d
■u .5
■?c
oi —
(H
Q
a<
1876
20,500
20,000
18S2
24,000
40,000
1S89
27,700
60,000
1895
36.000-
80,000
1S98
38,500
/ 100.000
\ 110.000
1890*
39,600
105,000
lOOOt
32,500
88,000
-OC
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o
bl
■3.S§
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O^O
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fc
40,500
53.62
42.38
64,000
37.50
62.50
87.700
31.59
08.41
116,000
31.04
68.96
138,500
27.80
72.20
148,500
25.93
74.07
144,600
27.45
72.6
120,500
27.00
73.0
The last two (composite) cars in this list are not included
11 Mr. Loree's paper, but they are placed by us in the table
THE EFFECT OF OVERHEATING ON DUCTILITY.
By Prof. Wm. T. Magruder.
Herewith are presented the record and a copy of the auto-
graphic stress-strain diagrams obtained from coupons cut from
the front, center and back respectively, of the crown sheet of a
Belpaire locomotive boiler. The locomotive was first put into
service in July, 1894. In December, 1897, it was slightly
scorched or overheated, due in all probability, to low water. It
became badly pocketed between the heads of the crown sheet
stays, but there was no explosion or giving way of the sheet.
The plate was purchased on specifications calling for 55,000 to
20,000 --
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The Effect of Overh
because of their high standing with reference to the all-steel
cars. These Norfolk & Western cars have wheels weighing
650 lbs. and we believe that at least 1,500 lbs. could be taken
off the Norfolk & Western cars without sacrificing strength
or endurance. If this is done the gondola car would be a 74
per cent, revenue carrier, a remarkable result under the con-
ditions, which warrants this digression from Mr. Loree's
argument.
The advantages gained by reducing the length of trains for
a given tonnage which are secured by the use of large capacity
cars are:
First. That the friction and atmospheric resistance are less-
ened, and by bringing the moving load closer to the locomo-
tive it can be handled with greater ease.
Second. A smaller number of cars and locomotives is re-
quired to move a given tonnage, saving interest on capital and
car service, and lessening the empty car movement in the di-
rection contrary to the heavy traffic movement.
Third. The necessity of increasing the capacity of the main
lines, freight yards and shops is avoided, and at the same time
the cost of switching is reduced.
Fourth. A large saving in wages results from the decreased
number of trains.
These are the reasons for the reduction of the cost per ton
mile of hauling freight to figures which were thought to be
impossible before the advent of the large car. To illustrate the
increase in tonnage which is obtained by decreasing the num-
ber of cars in which it is hauled, Mr. Loree prepared the ac-
companying diagram, which shows the power of various en-
gines on 1 per cent, grades on the Erie & Ashtabula division of
the Pennsylvania Lines West of Pittsburg. The diagram also
gives the weights and cylinder dimensions of the engines, the
rating being based upon a speed of 8 miles per hour.
'SO-ton hopper car, composite construction (American Ensineer
June, 1899, page 187). e = .
t40-ton gondola car, composite construction (American Ensineer
April, 1900, page 100).
1.0 1.8 1.4 1.6 L8 2.0
INCHES
eating a Crown Sheet.
05,000 lbs. per sq. in. of tensile strength and 28 per cent,
elongation in 8 in.
Front. Center. Back.
Size, inches 1 X 0.335 1 X 0.337 1 X 0.324
Area before testing, sq. inches.. 0.335 0.337 0.324
Area after testing, sq. inobes 0.240 0.271 0.144
Per cent, reduction in area 28.4 19.6 55.55
Strength, lbs. per sq. in.,
at elastic limit (= f^ P.). 3S,060 37,090 37,040
at maximum 60.300 56,380 63,270
at final 53,730 48,960 52,470-
Elongation in 8 inches 1.09 0.53 1.97
Per cent, of elongation 13% 6% 24%
The tests and autographic diagrams were made on an Olsen
100,000 lb. automatic and autographic screw machine. The
report tells the story in figures, and the diagrams illustrate
them graphically. It is to be noted that the 28 per cent,
elongation (when new), in a test section 8 in. long is reduced
to 24% per cent, at the back test section, to 6% per cent, at
the center and to 13% per cent, at the front test section, after
the use that it received; that the reduction in area is reduced
from 55.55 per cent, at the back to 19.6 per cent, at the center,
and to 28.4 per cent, at the front test section; and that the
maximum strength is reduced from 63,270 lbs. per sq. in. at the
back to 56.380 lbs. per sq. in. at the center. The center cou-
pon showed the highest modulus of elasticity. It gave a
rounded diagram, whereas the back coupon gave a sharp cor-
ner at the yield point.
The center coupon, after fracture, shows a ruptured or
checked surface, on the side of the plate which was next to the
water, in places originally about four inches apart and midway
between the crown stay rivets. It is quite uniformly but less
deeply checked on the fire side. The front coupon is checked
only on the fire side, and only near the place of fracture which
is at a line of rivets.
While the sheet did not give way and cause a boiler
explosion with the attendant loss of life and property, the
tests show that the ductility of the sheet had been practically
destroyed, and confirm the judgment of the person who or-
dered It to be replaced. — Stevens Indicator.
SEPrEMBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 283
CONSOLIDATION LOCOMOTIVES.
Ilio Grande Western Railway.
Richmond Locomotive Works, Builders.
Wciurhts: Total of engine 185,000 lbs.; on drivers 168,400.
Wheel base : Driving, 16 ft. 8 in.; total of engine and tender, 52 ft. U in.
Cylinders: 2-'x28in. Wheels: Driving, oOandSBin.; trucli 30in.
Boiler: Uadia' stay, extended wagon toj); diameter 71 in.; boiler pressure 185 lbs.
Firebox: Length 122in.; width ...lli',,.; depth, front 7">4 in. ; depth, back 71 in.
Grate area 347 sq. ft. Tubes 318, 2H in ; 14 ft. 3 in. long.
Heating surface: Tubes 2,6678q.ft.: firebox 2068q.ft.; total.... 2,873 sq. ft.
Tender: Eight-wheel; tank capacity, 5,000 gals. ; coal capacity 10 tons.
HEAVY CONSOLIDATION LOCOMOTIVES.
Rio Grande Western Railway.
The Rio Grande Western Railway has just received eight
heavy consolidation locomotives from the Richmond Locomo-
tive Works, one of which is illustrated in the accompanying
engraving. The engines are identical in all details, except
driving wheels, four of them have 50-inch and the other four
56-inch drivers. The principal dimensions are given in the
accompanying table.
General Dimensions.
Gauge 4 ft. SV4 in.
Fuel : Coal
Weight on drivers 168,400 lbs.
Weight in working order 185,0(XI lbs.
Wheel base, driving 16 ft. S In.
Wheel base, total engine and tender 52 ft. II in.
Total length of engine and tender 63 ft. 214 in.
Cylinders.
Diameter 22 In.
Piston stroke 28 in.
Piston jiacking j Cast iron
Piston rod, diameter 4 in.: material, iron
Steam ports 1% In. by 21 in.
E.xhaust ports SVt in. by 21 in.
Bridge, width 1V4 in.
Slide "Valves.
Style Richardson balanced
Greatest travel 6 in.
Lap, outside 1 in.
Lap. inside 0 in.
Lead in full gear 1/32 in.
Wheels.
Driving, number 8
Driving, diameter 56 in.
Driving centers, material Cast steel
Driving box, material Cast steel
Driving axle journal 9 in. by 12 in.
Crank pin, main Steel, 7 in. by 6% in.; IVt in. by 5% In.
Crank pin slide rods... .Steel. 5% in. by 4% in.; 5% in. by 4% in.;
61/4 in. by 5% in.
Engine truck, style Center bearing, swing motion
Engine truck wheels Number. 2; diameter. 30 in.
Engine truck wheel centers McKee Fuller C-iron
Engine truck axle Steel
Engine truck journals 6% in. by 10 in.
Boiler.
Typo Radial stay, extended wagon top
Working pressure 185 lbs.
Outside diameter, first course 74 in.
Thickness of plates in barrel % In. and 13/16 In.
Thickness of plates, roof and sides % ki.
Firebox, length 122 in.
Firebox, width 411/16 in.
Firebox, depth Front. 7714 in.; back, 71 in.
Firebox material Steel
Firebox plates Sides, 11/32 in.; back. 11/32 in.;
crown. 11/32 in.; tube. >; in.
Firebox water space Front, m in.; side, 4 in.; back. 4 In.
Firebox crown stays l^i in.
Firebox staybolts 15/16 in. and 1 in.
Tubes, material Iron
Tubes, length 14 ft. 2% in.
Tubes, number 318
Tubes, diameter 2H !"•
Tubes, thickness No. 12 B. W. G.
Heating surface, tubes 2,667 sq. ft.
Heating surface, firebox 206 .sq. ft.
Heating surface, total 2.873 sq. ft.
Grate, style Rocking, finger
Grata area 347 sq. ft.
Exhaust pipe, style Single
Exhiust pipe nozzle 51^ in.
Smokestack, smallest inside diameter 15 In.
Smokestack, top above rail 14 ft. 8^4 In.
Tender.
Weight, empty 43,200 lbs.
Frame Steel
Wheels, number 8
Wheels, diameter 33 In.
Journals 5 in. by 9 In.
Whele base 17 ft. 11 In.
Tank capacity, water 5,000 gals.
Tank capacity, coal 10 tons
A good arrangement of tracks for repairing freight cars is in
use at the yards of the Chicago, Milwaukee & St. Paul Railroad,
at West Milwaukee. From the main track leading into the re-
pair yard are 15 short tracks branching out to the left at angles
of about 35 degrees. These tracks are for light repairs and
have a capacity of 10 cars each. The 3d, 8th, and 13th tracks
are used as supply tracks, each one furnishing the materials
used on four repair tracks, two on either side. To the right of
the main track and running parallel with it are two tracks
with a covering overhead. These tracks are used for heavy
repair and are 720 ft. long, which does not in this case accom-
modate all of the cars for this class of work, so that some of
this work is done on the tracks for light repairing. From this
arrangemcRt of light repair tracks it will be seen that when 4
or 5 cars are completed they can be taken out for immediate
use without disturbing a whole line of cars and probably keep-
ing the men from their work for 5 or 10 minutes while the cars
are being shifted. With a force of 130 men an average of 160
cars are repaired each day on these tracks.
The. "personal equation" is thoroughly believed In by Mr. J.
Dixey, the new Master Car Builder of the Ohio Southern R. R.
He was formerly connected with the C. B. & Q.. and one char-
acteristic of his work is to spend a great deal of his time among
his men showing his personal interest in what they are doing.
In this he is carrying out an idea which has made the success
of many men. Mr. Franklin. Superintendent of this road, has
designed and superintended the building of an excellent officers'
pay car at the shops of the line. The car. named "Waverly,"
resembles the work of the Pullman shops in design and neat-
ness of execution. It is small, but very well arranged.
284
AMERICAN ENGINEER AND RAli^ROAD JOURNAL
(Establlsbed 1832)
--AMERICAN-^
Engineer
RAILROAD ^JOURNAL
PUBLISHED MONTHLY
BY
R. M. VAN ARSDALE,
J. S. BONSALIj, Bvisiness Manager.
IVIOR6C BUILDING NEW YORK
e. M. BASFOKD, Kdltor.
£. E. SILK, Associate Editor
SEPTEMBER, 1900.
SiibHcriptlon — $2.00 a tjenr for the United States and Canada ; $2.50 a
year to t'oreian Countries embraced in the Universal t^o^tal Union.
Remit by Express Money Order, Draft or Post Office Order.
Subscriptions for this paper will be received and copies kept for sale by
the Post Office News Co., 217 Dearborn St.. Chicaoo, III.
Damrell d> Upham, 283 M'ashinqton St., Boston, Mass.
Pliilip Boeder, 307 North Fourth St.. St Loi.is, nto.
B. S. DiVis dt Co., 346 Fifth Ave., Pittsburg, Pa.
EDITORIAL ANNOUNCEMENTS.
Advertisenieuts.— A'o^Aing' uill be inserted in this journal fur.
Iiay, EXCEPT IN THE ADVERTISING PAGES. The reading pages will
cmitain only buch matter as ue consider of interest to our
readers.
Special Notice.— j4s the American Engineer and Railroad
Journal is printed, and ready tor mailing on the last day of
the month, correspondence, advert isenients. etc., intended for
insertion must be received not later than the iOth day of each
month.
Contributions. — Articles relating to railway rolling stock con-
stmction and management a?td kiiidred to)iics, by those who
are practically acquainted urith these subjects, are .specially
desired. Also early notices of official changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tiiin.
To Subscribers.— TAe American ENoraEER and Railroad
Journal is mailed regularly to evei-y subscriber each
month. Any subscriber who fails to receive his paper ought
at once to notify the postmaster at the office of delivery, and in
case the paper is not then obtained this office should be notifij>d,
so that the missing paper may be supplied. When a sub-
scriber chancres his address Ac otight to notify this office at
once, so that the paper may be sent to the proper destination.
The paper may be obtained and subscriptions tor it sent to the
following agencies: Chicago, Post Office News Co.. 2\1 Dearborn
Street. London, Eng., Sainpson Low, Marston & Co., Limited
St. Uunstan's House. Fetter Lane, £. C.
M. C. B. 51/2 BY 10 JOURNAL BOX.
New journal boxes for 5% by 10 inches M. C. B. axles are
breaking and it has been found necessary on several roads to
make a change in the patterns in order to prevent the bearings
from striking the inner wall of the dust guard space. It may be
too late to direct attention to the defect in the proposed new
standard box with a view of influencing the letter ballot on
the adoption of the standard, but the criticism may lead to a re-
consideration of the design if it is approved in its present form
by the letter ballot.
In another ))art of this issue Mr, F, M. Whyte, mechanical
engineer of the New York Central, reviews the subject thought-
fully and suggests a simple remedy which it has already been
found necessary to apply to the journal boxes of this size on
that road. It appears that the clearances at the back end of
the box, between the bearing and the box, are not enough to
provide for the natural roughness of unfinished castings. One-
sixteenth inch is not sufficient and the bearing may strike the
end of the box before the endwise motion is arrested by the
lugs. Clearances which were sufficient for boxes for 3% by 7-
inch journals are evidently too small for the largest sizes. The
stresses are greater with the heavier loads on the large journals
and furthermore the opening at the back end of the small box
was large enough to let the bearing pass through. The simple
remedy of enlarging the opening for the large box will solve
the difficulty,
A change in the journal is not to be thought of and the dust
guard space and thickness of the rear walls must be maintained.
Mr, Whyte's suggestion is to cut out that part of the inner wall
at the back where it can be struck by the present bearing. It
will not materially affect the strength of the box and there
seems to be no objection to the change. The same change ap-
pears to be necessary in the 4^/4 by S and the 5 by 9 boxes.
In other words, it must be done in the three largest M. C, B.
standard journal boxes. It is easy to understand how the over-
sight occurred. The cutting away of the back wall has not been
made to correspond with the enlargement of the bearings when
the larger boxes were designed, and the trouble has been de-
veloped by the increase in the stresses which have accompanied
the increased loads placed upon the larger journals. The en-
largement of the hole has been made by increasing the radius
of the top of the opening, but Mr, Whyte shows that the open-
ing should not be cut to a radius but to a shape more nearly
conforming to the shape of the bearing.
This will, of course, be remedied by those who are using the
journal boxes, but it should have the prompt attention of the
association.
Of the four scholarships at Stevens Institute of Technology,
endowed by the Master Mechanics' Association, one is vacant,
and candidates who have obtained the necessary certificate
from Mr, Joseph W. Taylor, Secretary of the Association, will
be examined at the Institute, September 16, 17, 18, 19 and 20.
There is no doubt of the appreciation of this opportunity on the
part of sons of employees or sons of deceased employees of the
mechanical departments of our railroads, but it seems strange
that there is not a waiting list of those who desire this educa-
tional opportunity. The possibilities so generously offered by
the Association may not be sufficiently well known and under-
stood among the young men who are eligible, and for this
reason we mention the vacancy prominently and suggest that
notices be posted upon shop bulletin boards in order to bring
the scholarships before the young men who are eligible.
The argument in favor of cars of large capacities by Mr.
Loree, which is presented in condensed form in this issue,
records the experience of the Pennsylvania Railroad, one of
the pioneers in the use of large steel cars. We find it interest^
ing as a record and also because it suggests a study of car de-
sign with reference to maximum capacity and minimum dead
weight. It may be surprising to many readers to note the
comparison in this respect between the large steel cars re-
ferred to by Mr. Loree and the two composite cars designed
and built by the Norfolk & Western, the weight and paying
load ratios of which are remarkably high. This shows what
can be done in composite construction with a frame of steel
and box and floors of wood. The 100,000-lb. car listed by Mr.
Loree appears to be a specially light one and not the pressed
steel car which was exhibited at Saratoga, That car, as we
remember it. was stenciled 39.800 lbs,, which is slightly heavier
than the Norfolk & Western hopper car. We are not haggling
about small differences in weights, but are endeavoring to point
out the possibilities of satisfactorily combining wood and
metal for those who desire composite construction.
Se.tkmber, ii»()o. AMERICAN ENGINEER AND RAIJLROAD JOURNAL 286
20-FOOT BOILER TUBES FOR LOCOMOTIVES.
For several years there has been a tendency toward loiiKtli-
ening locomotive boiler tubes and it seems likely to receive
considerable impetus through the inlluence of wider fireboxes
for bituminous coal. The tendency is not only to use longer
tubes but to increase the ratio of length to diameter, and one
motive power officer writes that he has changed the tubes in a
mogul engine from 2 in. to 1% in. without changing the length,
which was 12 ft. 6 in., and has "done wonders with them." He
is also using 2% in. tubes, 16 ft. long and has no fear of them.
Sixteen feet is common enough now to cause no comment
when this dimension ajjpears in a new engine. Mr. S. M. Vau-
clain advocates 2 in. tubes 20 ft. long, and at the present time
a length of 19 ft. has been adopted in a new design for fast
passenger service, the diameter in this case being 2V4 in.
We think that there are enough straws to indicate which way
this wind is blowing. The wide firebox has raised the-question
of the length of tubes because of its effect upon wheel arrange-
ments. The desire to use long tubes is increased by the neces-
sity of getting large wheels in front of the mud ring.
The relation between the length and diameter is most im-
portant, and it is to this that special attention should be di-
rected. The length should not be increased without considera-
tion of this ratio and there are good reasons for believing that
an increase in the prevailing ratio is desirable.
In European (Continental) practice the ratio has been 60 for
express engines, it has been about 75 in English practice, and
from 70 to 80 in American, althoiigh Mr. G. R. Henderson has
suggested the limits of 70 and 90.
The Pennsylvania Class El locomotive was designed with a
view of using a ratio of 90, although 86 was finally employed.
This shows the tendency toward increasing the ratio and a new
design, for which drawings are now completed, will use 19 ft.
tubes with a ratio of 100. In Russia 2-ln. tubes are in use with
a ratio of 108, the length being 18 ft. 1 in., and If Mr. Vauclain
should put his idea into practice we shall have a ratio of 120
with 2-in. tubes 20 ft. long.
The famous experiments of M. Henri, chief engineer of the
Paris, Lyons & Mediterranean (American Engineer, August,
1890, page 337), and the opinion based upon them has unques-
tionably influence locomotive practice in confining tube
lengths In general practice between 12'^ and 14 ft. These tests
showed a gain of 7 per cent, in evaporation by an increase from
13 to 16 ft. in length without changing the diameter and tubes
23 ft. long gave 30 per cent, more evaporation than those of 10
ft. The 23 ft. tubes, however, increased the draft resistance.
These tests, however, used drafts of 1 to 2.95 in., and drafts of
14 or 16 in., such as occur in American practice might change
the conclusions entirely. M. Henri used 78 lbs. of coal per
square foot per hour as a maximum rate of combustion. When
250 or 300 lbs. are burned per hour the velocity of the gases in
the tubes is vastly greater and therefore these experiments
now seem to point toward the desirability of much longer tubes
in this country, at least that is the view taken by several well-
known men.
Increased friction and reduced draft effect will undoubtedly
result from increased lengths of tubes, but we believe that
there is much more to be gained in the greater heat absorp-
tion than will be lost in these ways. Two different tubes with
the same ratio of length to diameter will give the same effi-
ciency for the same velocity of the gases and the long tube may
be made larger if necessary. Even if it causes a slight sacrifice
in amount of heating surface it is possible that the greater
length will be more advantageous than slightly more heating
surface in shorter tubes. To determine this positively a very
difficult test must be made.
The infiuence of velocity of the gases has been referred to
before in these columns* in connection with Wohler's mathe-
•Article by Mr. Wm. Forsyth, October, 1S99, page 311.
matical analysis of Henri's experiments. The velocity of the
gas current affects the action between the gas and the heating
surface as does the temperature. The period of contact of
the molecules varies inversely as the velocity of the current.
Wohler has worked out a table (Bulletin of the International
Railway Congress, .June, 1899, page 820) to show his idea of
the proper ratio of length to diameter required to obtain dif-
ferent degrees of efficiency when the velocity of the gases varies
from 5 to 20 ft. per second. These figures call for a ratio of
100 when ordinary efficiency is expected a«d of 130 as a maxi-
mum when the velocity is 20 ft. per second. It Is our opinion
that in recent practice the velocities greatly exceed 20 ft. per
second. The higher the velocity the longer the tubes should
be, and for locomotives with high rates of combustion there is
good reason to believe that the tubes cannot be too long within
the limits imposed by restrictions of weight and space.
M. Henri proved that with light drafts 23-ft. tubes gave an
advantage of 12 per cent, over 13-ft. tubes in water evaporation
per pound of coal. We may yet come to the 23-ft. tubes, but
before this point is reached the Serve tube should come up for
consideration. For a given diameter Serve tubes have a heat
absorbing surface 75 per cent, greater than that of ordinary
tubes, but they are expensive.
There seems to be but one anxiety in the use of long tubes,
that concerning the expansion and contraction and its effect
upon leakage at the tube sheets. This fear may prove to be
without foundation, but if not there is a simple reme<ly In
cambering the tubes by giving them a slight bend before being
placed in the boiler. Cambering has been practiced for five
years on the Caledonian Railway of Scotland, and we are in-
formed by Mr. J. F. Mcintosh, locomotive superintendent of
that road, that it was inaugurated for the purpose of relieving
the tube sheets from these effects and also to increase the re-
sistance of tubes to bending by their own weight and thereby
lessen the injurious effects of vibratioa in producing leakage
at the tube ends. In the opinion of Mr. Mcintosh, when the
tubes are cambered they are more flexible longitudinally and
therefore yield more freely to the expansion and contraction
and reduce the stresses at the tube sheets. The tubes are gen-
erally cambered by the manufacturers, but this has been satis-
factorily done in the shops of the Caledonian in a screw press.
NOTES.
RAILROAD MILEAGE IN THE UNITED STATES.
On June 30, 1899, the total single-track railway mileage In
the United States was 189,294.66 miles, an increase during the
year of 2,898.34 miles being shown. This increase, according
to the Interstate Commerce Commission, is greater than for
any other year since 1893. The States and Territories which
show an increase in mileage in excess of 100 miles are Ala-
bama, Arkansas, Georgia, Louisiana, Michigan, Minnesota,
Pennsylvania, Texas, Arizona, New Mexico and Oklahoma.
Practically all of the railway mileage of the country is cov-
ered by reports made to the Commission, the amount not
covered being 1,759.98 miles, or 0.93 per cent, of the total sin-
gle-track mileage. The aggregate length of railway mileage,
including tracks of all kinds, was 252,364.48 miles. The dis-
tribution of this aggregate mileage was as follows: Single
track, 189,294.66 miles; second track, 11,546.54 miles; third
track, 1,047.37 miles; fourth track, 790.27 miles; yard track
and sidings, 49,685.64 miles.
The increased capacity of modern locomotives on our best
roads is strikingly illustrated by a reference in the recent an-
nual report of the Chicago & Northwestern stating that during
the year 82 locomotives have been built to replace the same
number of old ones. The new ones have an aggregate tractive
power equivalent to that of 203 engines of the old class, the
gain being 147% per cent.
280
AMERICAN ENGINEER AND RAILROAD JOURNAL
PERSONALS.
Mr. William Hunter, Acting Chief Engineer of the Philadel-
phia & Reading, has been appointed Chief Engineer.
Mr. W. G. Tait has been appointed Purchasing Agent of the
Wisconsin & Michigan, with oiBce at Chicago.
It is officially announced that Mr. J. S. Turner is appointed
Master Mechanic of the Fitchburg Division of the Boston &
Maine, with office at Charlestown, Mass.
Mr. Charles Hansel has been appointed General Manager of
the General Power Company, manufacturers of the Secor
internal combustion engine, with offices at 100 William Street.
New York.
The University of Michigan has conferred upon Mr. A. A.
Robinson, President of the Mexican Central, the degree of
Doctor of Laws, in consideration of his "eminence as an
engineer and railway administrator."
Mr. W. F. Dixon informs us that he has resigned as Chief
Engineer of the Sormovo Works at Nijni-Novgorod, and be-
come connected with the Singer Manufacturing Company. His
new address is Podolsk, Moscow Government, Russia.
Mr. James Dun. Chief Engineer of the Atchison. Topeka &
Santa Fe, has been appointed Chief Engineer of the entire
Santa Fe system. Mr. W. B. Storey will succeed Mr. Dun
as Chief Engineer of the Atchison, Topeka & Santa Fe Rail-
way.
Robert S. Hughes. President of the Rogers Locomotive
Company, died recently at his home, in Paterson. N. J.
Mr. Hughes was 73 years old and his life-work has been with
the Rogers Locomotive Company and the firms which it
succeeded.
Mr. Richard D. Gallagher, Jr., has been appointed Mechanical
Engineer of the Standard Coupler Company. Mr. Gallagher
has for some time been connected with the car department of
the Grand Trunk Railway at Montreal, and was formerly with
Pullman's Palace Car Co. at Pullman.
Mr. J. R. Groves, recently Superintendent of Machinery of
the St. Louis & San Francisco, has been appointed to a like
position with the Colorado Midland, with headquarters at
Colorado City, to succeed Mr. A. L. Humphrey, who resigned
in June to become Superintendent of Motive Power of the
Colorado & Southern.
Mr. Frederic A. Miller, who is to succeed Mr. G. F. Heaftord
as General Passenger Agent of the Chicago, Milwaukee & St.
Paul at Chicago, entered the General Passenger Department
of this company in 1883 as a clerk. Two years later he was
appointed General Agent, and in 1S87 Assistant General Pas-
senger Agent, which position he now holds.
Mr. F. E. Blaser, of the Chicago, St. Paul, Minneapolis &
Omaha, has been appointed Purchasing Agent of the Ohio
River. He entered the services of the Chicago, St. Paul, Min-
neapolis & Omaha at the age of 11 years, as a spike peddler
and water carrier, and has worked through various responsible
position. His entire railroad career has been spent with
this company.
Coins P. Huntington, President of the Southern Pacific, and
one of the most prominent financial magnates of the present
time, died suddenly August 14, at Pine Knot Camp, his sum-
mer home, in the Adirondacks. Mr. Huntington was 79 years
old. and a large part of his history is bound up with the con-
struction of the Central Pacific. He went to the Pacific coast
in 1814 during the days of the gold rush and entered into
the trading business on a very small scale, with the money
lie Lad previously saved from peddling and trading. His
capital grew until, with Mark Hopkins, Leland Stanford and
Chai les and E. B. Crocker, he organized the Central Pacific
Railroad Company, the organization and growth of which,
form a very interesting and instructive chapter in the history
of railroad growth. The organization of the Southern Pacific
followed, in which 26 corporations were absorbed. Among
other great properties which owe their existence to Mr, Hunt-
ington's foresight are the Pacific Mail Steamship Company
and the Newport News Dry Dock and Shipbuilding Company.
He was also interested in many varied companies as a a.-
lector.
•ACETYLENE FOR RAILROAD LIGHTING.
In a paper by Mr. A. Lipschultz, of the Great Northern Rail-
way, published in the June number of the "Journal of the As-
i;Ociation of Engineering Societies," we find a carefully con-
sidered discussion of the application of acetylene to railroad
conditions, Mr. Lipschultz describes what appears to be an
excellent field for acetylene as follows:
The Great Northern Railway has at Hamllne a freight trans-
fer house, which consists of a warehouse about 800 ft, long,
having loading platforms at each side for the entire length of
the building. The offices are located at one end of the struc-
ture. There are altogether about 100 burners, of which 26 are
in the office, while the rest of them are grouped in three rows;
one row being in the center of the freight house, and the other
two rows on the platforms. The generator is installed in a
small building, about 20 ft. distant, which also serves as a din-
ing room for the men. The office lights burn all night, while
the lights in the freight house and platforms are needed f(5r
about tour hours daily in the winter. The generator is a 100-
Ib. carbide machine, and is charged every other day. The cost
per lamp-hour (22 c. p.) varies from 0.55 cent to 0.65 cent, ac-
cording to the amount of gas used. This includes attendance,
depreciation and renewals. The light furnished by the acety-
lene plant has reduced the cost per ton of freight handled, and
no other system of lighting could be installed at that place
which would rival it in economy. We have now a number of
passenger stations and freight depots equipped with acetylene
plants in operation, and several others under construction,
ranging from 20 to 60 lights each, and in no case has an acety-
lene plant been decided upon except where, by its smaller op-
erating cost, its independence of rented sources of light and its
fine illuminating qualities, it has shown itself to be superior to
other systems of lighting.
The author of the paper then turns to train lighting and soon
disposes of all methods of using gas generators on the trains
themselves. With small generators the heat of the chemical ac-
tion renders the gas impure and this leads to the stopping up of
pipes and burners. The charging of generators is always ob-
jectionable on account of the odor, and the amount of care re-
quired of the train men is considered a serious disadvantage.
Only in the system in which the gas is made in a central plant
and stored under pressure on the cars is the train crew re-
lieved from attendance and "this in itself is a grave incon-
venience." The railroads have been educated through the pres-
ent compressed gas system to demand that the lighting of
trains shall require only the minimum amount of attention
from the train men, and systems which require careful regula-
tion of apparatus will not be acceptable.
Mr. Lipschultz discusses at some length the effect of pressure
upon the safety of acetylene. In Europe the Pintsch people
use mixtures of acetylene and Pintsch oil gas to enrich the gas
and there was no danger of explosion when a tank of this mix-
ture at 150 lbs. per sq. in. was heated to the dissociating tern-
SEPTEMBKH, 190'. AMERICAN ENGINEER AND RAILROAD^OURNAL. 287
perature of pure acetylene. According to the author of this
paper, acetylene when stored under a pressure of ncjt more
than 30 lbs. cannot produce a dangero\is explosion when heated
to the dissociating point, and the system of lighting suburban
trains having short runs with acetylene carried in tanks at 30
lbs. pressure has been in successful operation for several years.
This low pressure, however, is inadequate for long-distance
trains and, says the author, in order to use acetylene stored
at the same pressure as in the system of the Pintsch Gas Com-
pany, this latter company made tests with acetylene stored
under 150 lbs. pressure; first in a tank having riveted seams,
and then in its own standard tank which has riveted and sotl-
soldered seams. When the tank with riveted seams was heated
to the dissociating point, or about 1,432 degrees P., an explosion
took place which demolished the tank. In the second test
with its own tank, having soft-soldered seams, the solder com-
menced to melt when a temperature of about 380 degrees F.
was reached, thereby springing a leak by which the gas
escaped, burning out quietly without any injury to the tank.
It was therefore concluded that acetylene under 1.50 lbs. press-
ure stored in such a tank could be carried safely even in case
of an accident by which the car might be overturned and the
wreck catch fire. As already mentioned, there are no means
of exploding a tank filled with acetylene gas at high pressure
except by heating It to or above a temperature of 1,432 de-
grees F., as neither shock nor concussion will produce an ex-
plosion.
The paper points to the possibility of an explosion in the
event of a wreck by heating the high-pressure pipes leading
from the gas tank to the reducing valves. This pipe might
be heated at a point about 4 ft. away from the tank and in
such a way that the seams of the tank would not be melted
and an explosion occur. To guard against this the system de-
scribed by Mr. Lipschultz employs piping which will melt at
a temperature of 400 degrees F. These pipes are believed to
overcome the difficulty entirely and "render an explosion im-
possible," but it is nevertheless considered necessary to pro-
vide a safety valve by which the gas escapes when a derailed
car turns on its side.
According to this authority, economy can be had only in the
manufacture of acetylene in a central station plant where a gas
of high candle-power is produced. The entire plant can be run
by one man, even if the plant has a daily capacity of 10,000 ft.,
which is equivalent to more than 30,000 ft. of Pintsch gas. A
tank under a coach can be filled by unskilled labor in from two
to three minutes, and, after this operation is performed, only
the lighting and turning off of the lamps remain to be done by
the train men.
It is rather disappointing to fall to find in the paper any
reference to the clogging of burners. The Pintsch people in
their long successful experience do not consider it wise to use
a richer gas than that which gives from 10 to 12 candles per
cu. ft. This was discussed in our issue of October, 1899, page
329, where it was stated that a change from a diameter of
orifice of 0.023 in. to 0.029 in. was a great improvement. The
lighting of trains is a peculiar service in this respect and a
system which is entirely satisfactory for stationary lighting
may give serious difficulty on trains for this reason. Richer
gas would require smaller orifices, and this is a question which
has not been touched upon in this discussion. It is believed to
be important.
While acetylene seems to be a very attractive source of
light for many purposes, conservatism in accepting it as a
safe medium in view of the precautions mentioned by the au-
thor of this paper is fully justified, especially tor train light-
ing.
The author of the paper is enthusiastic about acetylene for
car lighting, but. as we understand it, his favorable opinion is
based upon expectations rather than extended experience. The
present compressed gas system in general use is so satisfactory
that anything entering the field against it must be ideal in
every respect and particularly with regard to reliability and
easy maintenance.
BRAKE BEAM PRESSURES.
Unexpected Stresses Developed by Tests.
That brake beams are subjected in ordinary service to ex-
cessive stresses and even beyond the requirements of the
Master Car Builders' Association has been demonstrated in a
series of interesting tests by the University of Illinois, made
with the assistance of Mr. H. M. Perry, of the Chicago Railway
Equipment t'om|)any. and Mr. McClnrg, Master Mechanic of
the Peoria & Eastern Railway, in the yards of that road at
Urbana, 111. The chief object of the tests was to ascertain the
effect in brake beam pressure of suddenly starting a car upon
which the brakes had been set while at rest. Fig 1 illustrates
the action. The shoe S, being below the center of the wheel.
Fig 1.
Fig. 2.
will rise to a position represented by the dotted brake head
when the car is started toward the right. This wnll increase
its distance from A and increase the tension in the rod D, be-
cause there can be no yielding at C.
Brake beams were fitted, as shown in Fig. 2. with a hydraulic
gauge to measure the pressure on the brake beam. Pressure
was transmitted to the brake beam through a plunger sliding
in the strut, R, which communicated the pressure to the oil
cylinder T and permitted of measuring it with the gauge.
These beams were applied to two cars, one of which was new
and had run only long enough to make its journals and brake-
shoes smooth, while the other was an old ear with slack bear-
ings and brake rigging. The braking power was 64.7 per cent,
for the new car and 64.3 per cent, for the old one. After both
had been run over a sanded track to insure good contact be-
tween the shoes and wheels, the brakes were set firmly by air
or by hand when the cars were standing. Then the cars were
suddenly started and the rising of the brake-shoes caused the
brake beam pressures to increase, as was explained.
In the test of the old car the brake beam pressure, when
the brakes were set by hand, ranged from 5.800 to 8.000 lbs.
This was increased from 22 to 47 per cent, by the rise of the
288 AMERICAN ENGINEER AND RAILROAD JOURNAL
shoes. In the case ot the new car the brake beam pressures
when set by air ranged from 4.200 to 4,750 lbs., and these were
increased, on starting the car, from 10.5 to 31 per cent. In an-
other test with this car the brakes were set by hand, giving
pressures ranging from 4,200 to 10.450 lbs., and these were in-
creased in starting from 12 to 114 per cent.
These are wide ranges and there are so many opportunities
for variation in the conditions as to render an average mis-
leading. The highest pressure, 14,050 lbs., is more than 2V4
times the pressure calculated for an emergency application
and this should be considered by those who are defending
their use of weak and cheap brake beams on the ground that
emergency applications are so rare that they can afford to
take chances with brake beams which are known to be too
weak to withstand them. Here is proof that in ordinary use
of cars the brake rigging may be subjected to several times the
amount of stress supposed to be produced by emergency ap-
plications and the natural inference is that brake beams
should be made as strong as possible. This rise of the brake
beam will occur also in braking on the road and it is possible
that the pressures may be increased in emergency applications
in fast trains even beyond the figures found In these tests.
The tests also exposed weaknesses in foundation brake gear,
chains, hangers and ratchet keys gave way repeatedly. The
conditions were exceptionally severe, but they represent what
may and probably often does occur in the rough handling of
cars in switching. If other service proves to be still more
severe there is good reason for revising foundation brake gear
design. The M. C. B. standard for brake beams calls for a
deflection of not more than 1/16 in. under a load of 7,500 lbs.
at the center, and if it is necessary to use a stronger beam the
specifications call for 15,000 lbs. with a deflection of not more
than 1/16 in. It would be well to investigate present practice
on this basis and bring the rest of the gear up to this standard.
It must be remembered fhat these tests concerned only out-
side hung brakes. If the shoes were placed between the wheels
the destructive rise of pressures would not occur and these ex-
periments add a strong argument to the many in favor ot the
inside arrangement. With the present high speeds of freight
trains there is no danger of giving too much attention to the
brakes, but there seems to be considerable danger of neglect-
ing to bring them up to the requirements imposed by condi-
tions which are changing continually in the direction of
greater severity.
CYLINDER COCKS FOR LARGE CYLINDERS.
RAILROAD EMPLOYEES IN THE UNITED STATES.
The number of persons employed by the railways of the
United States as reported to the Interstate Commerce Com-
mission on June 30, 1899, was 928,924, or an average of 495
employees per 100 miles of line. As compared with the num-
ber employed on June 30, 1898, there was an increase of 54,366,
or 21 per 100 miles of line. From the classification of these
employees it appears there were 39,970 enginemen, 41,152 fire-
men, 28,232 conductors and 69,49? other trainmen. There
were 48,686 switchmen, flagmen and watchmen. Upon the
basis of special returns made to the secretary of the commis-
sion, it appears that the number of switchmen, flagmen and
watchmen included in this aggregate could fairly be assigned
in the proportion of 6, 3 and 2, respectively.
Disregarding 9,334 employees not assigned to the four gen-
eral divisions of employment, it is found that the services of
34,170 employees were required for general administration,
287.163 for maintenance of way and structures, 180,749 for
maintenance of equipment and 417,508 for conducting trans-
portation.
The report contains a statement of the average daily com-
pensation of eighteen classes of employees for eight years, be-
ginning with 1892. A summary in the report also gives the
total compensation of more than 99 per cent, of railway em-
ployees for the fiscal years 1895 to 1899. During the year end-
ing June 30. 1899, $522,967,896 were paid in wages and salaries,
an amount $77,459,635 in excess of that paid during 1895. The
compensation ot the employees of railways for 1899 repre-
sents 60 per cent, ot their operating expenses and 40 per cent,
of their gross earnings.
Some railroads in following established standards perhaps
too closely, or too long, have lost sight of the fact the cylinder
cocks which were efficient some years ago will not quickly
drain the water from cylinders of modern locomotives, which
may be several inches larger in diameter than was used or
contemplated when the cock was made a standard, Mr. C. A.
Seley, Mechanical Engineer of the Norfolk & Western, has
kindly sent us a drawing showing the present practice on that
road.
It is not improbable that the low-pressure cylinders of com-
pound locomotives, measuring 35 inches in diameter, are pro-
vided with a %-inch drainage hole and a cock originally de-
signed for a 16 or 17-inch cylinder. This Is a point to be looked
after, particularly in locomotives with piston valves, as these
1 ■*> V
-If- f
I
Cylinder Cocks for Large Cylinders.
Norfolk & Western Railway.
»-/J --M
valves cannot lift to relieve the pressure, and the relief valves
may be inefficient or absent altogether. With a good cylinder
cock, however, the water may be quickly discharged if caught
in time.
Cylinder cocks are frequently knocked off, and when this is
done, with many designs they are only valuable as scrap. This
is particularly true of those styles that have a threaded shank
to screw into the cylinder. Break off the shank and the cock
is useless and thrown into the scrap. A design, not original,
but perhaps new to some, has been made standard on the Nor-
folk & Western Ry., which has a very free delivery and can
be used again if knocked off. The idea of mounting the cock
on a nipple is not original. This was done some years ago on
the Southern Pacific, but the application so arranged as to
make use of existing cylinder cock rigging without change is
novel.
The drawing shows that the cock has been made rather
stocky, particularly around the thread, which is made to re-
receive a 1%-inch pipe nipple. Ordinarily the nipple will
break when the cock is hit, and it can be dug out, replaced
and the cock used again. The passages are made so as to pass
the full area of a T's-inch hole which is the size of the hole
drilled up into the cylinder, although it could be made larger
if desired. These cocks are very inexpensive to make so far
as cost of finish is concerned, and they have proved very satis-
factory in service.
SEI'TEMBEK, 1900.
AMERICAN ENGINEER AND RAILROAD JOURNAL 289
HEAVY PNEUMATIC FORGING MACHINE.
Illinois Central Railrond.
A very |)oweifiil pneumatic forging machine is in course
of erection at the Burnside shops of the Illinois Central Rail-
road. It will perform all the functions of a forging machine,
riveting machine and a bulldozer, and is not improperly called
plate and move at right angles to the hammer piston. These
die-blocks are n'clangular In form and are provided with roll-
ers at the two Inner corners, which come In contact with the
metal as it is forced into the dies. The adjustment of these
blocks is made independently toward and away from each
other by means of screws working through plateB bolted to
the ends of the frame and engaging removable plates In the
die-l)locks at the other end. ft is desirable In some classes of
Powerful Pneumatic Forging Machine— Illinois Central Railroadi
a "mechanical blacksmith." It
is very simple of construction
and operation, is limited in speed
only by the readiness with which
a man can operate an angle cock
and performs a remarkably large
number of different operations in
forging, riveting, bending, weld-
ing, pressing and shaping of ma-
terials. The most complicated of
these operations being accom-
plish in one heat.
This machine, which is an ex-
act reproduction of a much
smaller machine now in opera-
tion at these shops, has cylinders
24 X 31 ins. and will be operated
with an air pressure of 125 lbs.
From the engravings it will be
seen that the frame consists of
two heavy castings suitably
fastened together to form a T-
shaued bed-plate, on the longer
arm of which is mounted lon-
gitudinally a 24-in. cylinder
which furnishes power and
motion to the hammer piston. The piston rod passes through
both ends of the cylinder and on the driving end is a socket
for receiving the stems of the male dies, while the other mid
projects far enough beyond the end of the cylinder so that
when the piston is forced back to the beginning of the stroke,
it will strike a lever which opens the exhaust valve, thus caus-
ing an automatic control of the exhaust. On opposite ends of
the short arms of the frame are arranged adjustable die blocks
which have a dovetail* i and grooved connection with the bed
Powerful Pneumatic Forging Machine— Illinois Central Railroad.
work, such as welding and forging, to have one of these die-
blocks capable of use as a pneumatic hammer, which greatly
increases the amount and character of the work performed.
The construction of the dies is also made very simple by this
arrangement, and they can be put into place and ready for
operation in a very short time, as the dies for nearly all of the
complicated operations simply lift in and out of the forms. To
give power to the movable die an auxiliary cylinder 24 ins. in
diameter is placed beneath the short arms of the frame of the
290 AMERICAN ENGINEER AND RAILROAD JOURNAL.
machine. In this cylinder is a piston, the rod of which is con-
nected to the die-bloclf on the farther end of the bed-plate by
means of a lever. The pin of this connecting lever can be
dropped into one of two holes in the die-block to give it suit-
able length of vibration. When air is let into the cylinder
alternately on opposite sides of the piston the die-blocks will
act as a hammer for delivering lateral blows.
The hammer piston and the die-holding piston can be op-
erated either separately or in conjunction with each other,
while the force of a blow or static pressure in either case can
be controlled at will. These adjustments are made by the
opening or closing of the cut-out cocks in the line of piping in
front of which the operator stands. To strike a blow with the
hammer, the lever valve just over the right-hand end of the
cylinder is opened. This admits air from a reservoir suitably lo-
cated under the frame of the machine, to the right end of the
cylinder in such measure as the valve is opened; when the blow
has been struck the valve is closed and the pressure remains on.
By having previously set the cut-out cocks properly, in the
smaller lines of piping the air in the cylinder will pass around
to the other side of the piston and force it back to the power
end of the cylinder. When the piston has arrived at the end
of its return stroke the extension of the right-hand end of the
piston rod will strike the trip lever, which in turn opens an ex-
haust exit to the air. The operation of the die-holding piston is
made independently by the turning of an angle cock in the
large and small lines of piping leading from the reservoir to
the die-operating cylinder.
For such operations as safety straps for body truss rods and
needle beam washers the die-blocks are screwed toward the
center of the machine and form the sides of the female die,
while the proper shaped male die on the piston arm bends the
heated bar around loosely journaled rollers in the front corn-
ers of the die-blocks and forces it between the dies. In form-
ing transom tie-bars, carry irons and work with four bends
the operation is the same with the exception that the rollers
are replaced by filling blocks, which give square shoulders to
the die forms. In such work as center brake-lever carriers
and draw-bar yokes a two-part die is inserted firmly between
the two die blocks, which act in this case as a vise, and the bar
operated on in three different positions. In forging swing-
hanger bolts the side die is used as a pneumatic hammer which
forms the bosses and heads by upsetting the metal fi'om the
bar, while the main hammer is held up to the work during
the operation of the die-blocks. For riveting and welding the
operations are simple and can be performed by the use of
either hammer.
At a recent exhibition of this machine at the Burnside shops
our representative noted the time required to change the dies
for five different operations, which ranged from one to three
minutes, the machine in all cases being ready for operation be-
fore the metal in the furnace could be brought to the proper
heat.
We are indebted to Mr. M. Kennedy, foreman of the Illinois
Central blacksmith shops, tor the accompanying illustrations.
Mr. M. Kennedy, the designer and perfector of this machine,
has spent much time in making it the very complete and effi-
cient blacksmithing tool that it is, and has had the hearty
support of Mr. William Renshaw, superintendent of machinery
of the Illinois Central, in the development and construction.
FOUR-WHEEL TRUCKS FOR HEAVY PASSENGER CARS.
A Suggestion from Swiss Practice.
The absurdity of making thirteen steam joints in a blower
pipe between the steam dome and the smokebox is immediate-
ly apparent when attention is directed to it. On an engine on
one of the leading roads this number was counted and probably
there were more which were concealed. This implies a large
number and variety of fittings and suggests the importance of
a standard of simple construction. There is an increasing
tendency toward simplicity in piping and it is especially im-
portant in air brake apparatus where every angle and bend
has its effect upon the rapidity of action, but much more re-
mains to be done in this direction.
If the present four-wheel passenger truck can be improved to
give it the smooth riding qualities of the six-wheel truck it
seems reasonable to believe that it will be used more exten-
sively for heavy passenger cars and other heavy equipment,
such as parlor cars, baggage, mail and express cars, smoking
and sleeping cars. The shorter wheel base of the four-wheel
trucks must be less destructive to the track and this type is
unquestionably lighter and less expensive to maintain. The
question is how to improve the riding qualities of the four-
wheel truck.
Our attention has been directed to the arrangement of
springs under passenger cars recently built for the St. Gott-,
hard Railway, of Switzerland, and Mr. A. Christianson, of the
motive power department of the Central Railroad of New Jer-
sey, has kindly furnished a translation of a description of them,
which recently appeared in the "Organ fur die Fortschritte des
Eisenbahnwesens."
These cars are heavy and nearly correspond with the dimen-
sions of American practice. They are 60 ft. long over vestibules;
9 ft. 6 in. wide, outside; 44 ft. 3 in. between the center of the
^ fri) j^ — (§1
flL
Four-wheel Truck for Heavy Passenger Cars.
St, Cotthard Railway.
.trucks; the wheel base of the truck is 8 ft. 2^ in., and the
car, when empty, weighs 72,730 lbs.
The engraving shows the arrangement of the springs from
which it is seen that the equalizer, so prominent a member in
American practice, has been omitted entirely, and the shocks
are taken directly over the journal boxes by elliptic springs
suspended at both ends by coil springs. This arrangement is
attractive. It suggests the question whether the use of an
equalizer in four-wheel trucks is justified. Does it serve as an
equalizer for the load or as a reducer of shocks? Does it not
simply transfer the shocks through the equalizer spring to the
wheel-beam nearer to the center of the truck? In this way the
shocks are apparently reduced, but as the distance from the
equalizer spring to the center of the truck Is reduced the shpck
actually remains the same as if taken up by the wheel-beam
directly over the journal. The equalizer may even be detrimen-
tal because it acts as an inert mass with its weight resting
directly on the journal without the cushioning effect of a spring
and it therefore must increase the wear of the bearing.
If the equalizer is absent, the wheel-beam must be strength-
ened in proportion to the increase of leverage due to moving
the springs outward to points over the centers of the journals.
If this is done and a better form of spring, the half elliptic, is
substituted for the usual coil spring in such a way as is out-
lined in the engraving, the riding qualities of the truck should
be equal to if not superior to those of six-wheel trucks.
SEPTEMBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 29l
CAST STEEL nODY nOT.RTER.
Chicago, Rock Inland & Pacific Railway.
Tlip accompanying engraving illustrates a cast steel body
bolster tlesigned and patented liy Mr. G. A. Akerlind, Chief
Draftsman of the Chicago, Rock Island & Pacific Railway, to
take the place of wrought-iron bolsters formerly used on that
road. This bolster is very strong and comparatively light,
weighing but 416 pounds complete.
The problem was to make provision for the draft-timbers to
pass through the center and at the same time use as few parts
as possible and give them sufficient strength to keep the car off
of its side bearings. It will be seen that the number of parts
is reduced to a minimum, there being but six pieces in all, in-
and some trouble was experienced from breakages originating
from hidden cracks in the metal. The whole trouble was due
to the fact that the castings were not malleable, as was sup-
posed, but ordinary gray iron. Steel has been used exclusively
for the past three years and the bolster has during this period
of service been satisfactory in every way and they have given
no sign of breakage. These bolsters are being applied to all
of the new cars of the three classes mentioned. They are made
by the American Steel Foundry Company, of St. Louis.
HOT WATER HEATING IN INDUSTRIAL WORKS.
So long as the exhaust steam is used as the agent of heat
distribution, it does not appear that there is any practicable
way in which the heat of the exhaust flue gases can be applied
r>?i< ;■
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Cast Steel Body Bolster with Removable Tension Member.
Chicago, Rock Island St Pacific Railway.
eluding the four truss rod brackets, which are separate castings
bolted to the main casting with %-in. bolts, and resting
against the inner faces of the filling blocks which are inter-
posed between the outside and intermediate sills and these
brackets. This bolster is used for 60,000-lb. box and stock
cars of the Rock Island road, also the same design is used on
80,000-lb. coal cars with a little different arrangement of side
sills, which are, in the case of the coal cars, much deeper than
the center and intermediate sills.
Prom the engraving it will be seen that the sills all bear
on a substantial main casting which allows a wide arrangement
of these sills. Sections through the bolster are given to the
right in the engraving, in which section E, F, shows the form
of the lower-webbed portion, and the open spaces ZV^, by I14
in. cored in the web tor convenience in getting at the nuts of
the bolts which fasten the sills and truss rod brackets; A, B,
shows the form of the upper center plate which is integral with
the bolster and C, D, which is a section taken through the part
forming the upper side bearing. Two 2-in. openings are also
provided for the air-brake pipes.
The tension member is an 8 by %-in. wrought-iron plate 59%
in. in length with 3% in. bent down at each end in such a
manner as to form a square bearing surface with two 1% by
8-in. lugs cast on the body of the bolster not less than 51% in.
apart. The space between the bent down ends of the tension
member has a Vi-in. filling piece welded in. This tension mem-
ber, which is given a driving fit, is fastened by four %-in.
bolts, two at each end, and it may be removed and the bolster
taken down, when necessary, without removing the end sill of
the car.
This bolster was originally intended to be of malleable iron.
to the same system. The temperature of the exhaust steam is
at least 212 degrees, so that it can absorb heat from the flue
gases at only a very slow rate. Moreover, the steam has only
a small capacity to absorb heat, unless raised to a very high
pressure, which would be prohibitive. Water, on the other
hand, may be easily raised to nearly 212 degrees by exhaust
steam at the pressure of the air, and the flue gases may be sub-
sequently used to push it materially above this figure if de-'
sired. As the flue gases are much hotter than the exhaust
steam, though the total heat units which they can give up are
only a fraction of those in the steam, it will usually be more
convenient, for general heating purposes, to give the circulat-
ing water somewhat less than 212 degrees by the exhaust and
then to reach or go slightly beyond this figure through tha
application of flue gases.
While in heat distribution by exhaust steam its minimum
temperature is usually 212 degrees, in distribution by hot water
the lowest working temperature must be much less than this
figure. A limit is soon reached, however, for the reduction in
temperature of the circulating water, because of the consequent
decrease in the value of radiating surface. .Just how low the
temperature of the circulating water should be permitted to go
depends somewhat on local requirements, but a drop of about
61 degrees from 212 can be permitted in many cases. With
this change of temperature, each pound of water gives up 61
heat units, so that 1 cu. ft. of water, weighing 60 lbs.
at about 212 degi'ees, otters an available storage capacity of
3.660 heat units. A cubic foot of steam was found to have a
storage capacity in its latent heat of 36.6 units, or only 1 per
cent of that offered by the hot water of equal bulk. — A. D.
Adams, in Cassier's Magazine for August.
£92 AMERICAN ENGINEER AND RAILROAD JOURNAL.
WHAT [S THE IDEAL FAST PASSENGER ENGINE?
MALLEABLE IRON BRAKE JAWS.
The comparative merits of the American or 8-wheel, the
Atlantic, Columbia and Atlantic types for fast passenger serv-
ice were considered by Mr. S. M. Prince, Jr., Superintendent
of Motive Power of the Philadelphia & Reading in the "Rail-
road Gazette," June 22, 1900, page 412, in an interesting and
timely article.
Mr. Prince is no stranger to the Columbia type, having out-
lined such a wheel arrangement in 1SS2. He soon after came
to the conclusion that "the only true high-speed engine would
be one with a wide or Wootten firebox and large driving wheels
placed under the firebox, or, in other words, an American type
engine raised sufficiently high to accommodate the size of
driving wheels."
This idea he worked out in a design of an 8-wheel engine
with a wide firebox and 78-in. driving wheels under it, and
even with wheels of this size the center of the boiler is but 9
ft. 2% in. above the rails. This engine was rebuilt, using an
old boiler, and Mr. Prince says that in building an entirely
new engine the wheels could be 84 in. in diameter with the
same length of boiler.
He believes this to be the ideal type of high-speed passen-
ger locomotive and when it is necessary to secure higher ca-
pacity than may be carried on 8 wheels; he would add 2
driving wheels instead of trailers. The conditions as to right
wheel base are practically the same in both cases, and the 10-
wheel type has the advantage of using the weight on the rear
wheels for traction. Mr. Prince holds that nothing can be
said in favor of the Columbia or Atlantic that cannot be said of
the 10-wheeI type, and he believes that nothing has been ac-
complished by the Columbia and Atlantic that cannot be more
satisfactorily accomplished by the 8-wheel and 10-wheel types.
He describes an 8-wheel engine, outlined by him several years
ago, with ■84-in. driving wheels and the center of the boiler
9 ft. 3 in. above the rails. The height of the boiler in any of
these types was determined by the size and location of the
cylindrical part with reference to the driving wheels. In re-
cent Atlantic type engines the boilers were as high as this
and Mr. Prince raises the question why they were not of the
8-wheel type.
These opinions are very valuable coming from a man of Mr.
Prince's experience, and his opinion as to the 10-wheel type
will find favor in many directions, especially among those
having the problem of 13 (and more) cars which must be
handled on uncomfortably fast schedules. This question of
type, however, needs to be very carefully stated or the argu-
ments may be misleading. It is one thing to design a 10-wheel
passenger engine with 70-in. driving wheels and a wide firebox
for anthracite coal and quite another thing to adapt this type
and 84-in. drivers to a bituminous coal engine with such a
grate area as it ought to have. We would like to see how Mr.
Prince would treat the 84-in. driver engine "of the 10-wheel
type for soft coal, giving the grates sufficient area to burn it
in accordance with the ideas which are now so prominent in
the minds of those who are trying to get away from very nar-
row fireboxes. Perhaps he would not insist on a deep-throat
sheet and perhaps he would not be unwilling to raise the boiler
high enough to get the rear drivers of a 10-wheel arrangement
under the firebox. This appears to be the vital question in
fast passenger engine design now: How to get a wide firebox
for bituminous coal over large driving wheels?
We should say that the 8-wheel type is best where it can be
used; that the Atlantic type is the next step to be taken in
order to get more heating surface than can be carried on 8
wheels and that the 10-wheel type comes in when the trains
are both fast and heavy, too heavy for the Atlantic type to
start. There seems to be a distinct field for the Atlantic type,
between the 8-wheel and 10-wheel types, for specially fast and
relatively light trains, such as the Atlantic City service and in
similar work. The 10-wheel type is believed to be the one to
be studied most by roads having heavy trains and burning
soft and relatively poor coals, because it is here that the
limitations of the fireman are confronted and this is rapidly
taking position as an exceedingly important difficulty.
Pere Marquette Railroad.
Referring to the test comparing the strength of malleable
and wrought-iron jaws recorded on page 255 of our August
number, Mr. B. Haskell, Superintendent Motive Power of the
Pere Marquette, sends us a drawing of the malleable iron brake
jaw extensively used on that system with exceedingly .satis-
factory results. The form of the jaw and the metho'd of at-
tachment of the rod are admirable and the test records show a
remarkable and unexpected strength of malleable iron for this
service.
Mr. Haskell also sends a letter written to him by Mr. Robert
S. Cox, formerly General Manager of the Terre Haute Car and
Manufacturing Co., upon the subject. This firm was building
Malleable Brake Jaw.
Pere Marquette Railroad.
cars for this road at the time, and these jaws were specified.
The question of the strength of the jaws was raised and in De-
cember, 1898, Mr. Cox, without the knowledge of Mr. Haskell,
Kubmitted them to the Rose Polytechnic Institute for test. The
results are interesting, and the strength shown by the malleable
iron was a surprise to those who had questioned it. Mr. Haskell
has used these jaws four years and has never found one of them
broken. Some have been distorted in wrecks, but there has
never been a failure in service. The letter by Mr. Cox describes
the tests as follows:
"It will probably interest you to learn of some experiments
that we made on one of your %-in. malleable brake jaw cast-
ings at the Rose Polytechnic Institute yesterday.
"The jaw was fitted with a %-in. iron rod and with a stub
end of a lever fitted in the ends between the jaws. It was then
put in a Rhiele testing machine and the pulling strain applied.
The iron rod broke at 22,500 lbs. A bar of crucible steel was
then applied in place of the %-in. iron and the jaw again sub-
mitted to the pull of the machine. This crucible steel broke
at 35,100 lbs. strain and we were unable to find anything suffi-
ciently strong to hold the jaw to the breaking point of the
casting.
"At the conclusion of these tests, the jaw was apparently in
as good condition as at first, with the exception that the holes
for the pin were slightly elongated but not sufficiently to cause
any difficulty in removing the pin. Both the iron and the
crucible steel rods broke at the point indicated in sketch."
A recent test of a 600 horse-power "Simplex" gas engine at
Seraing, Belgium, with high furnace gas gave the following re-
sults, as recorded in "The Engineer," London, June 29, 1900,
page 662:
Brake horse power 573
Indicated horse power 790
Revolutions per minute 94
Number of admissions per minute 42
Mechanical efficiency, per cent 72
Gas per I, H. P. hour, cubic feet 89.S
Gas per B. H. P. hour, cubic feet 123.7
Heat value of gas in B. T. U. per cubic foot by Junker's
calorimeter 102.4
September, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 293
LUBRICATION OP ECCENTRICS.
TENDER DRAFT GEAR.
A good suggestion with reference to the form of locomotive
eccentrics and eccentric straps, Ijy Mr. P. W. Dean in an article
in the "Railway Age" of June 15, attracted our attention as be-
ing worihy of trial because of the anxiety caused on some roads
by liot eccentrics. We (|uote Mr. Dean as follows:
"Hot bo,xes in locomotive axles and pins seem to be as com-
mon as ever. Except in the case of foreign substances getting
(111 I lie liearing surfaces, this is caused by defects in methods
of lubrication. If a bearing is flooded with oil and the oil is
actually on the bearing, hot boxes are impossible. The designs
of eccentrics and straps, and of cranljpins I have long held to
be radically wrong. They are now made so that the centrifugal
force carries the oil away from the bearing in the case of crank-
pins and sometimes in the case of eccentrics. The design of
eccentrics also is such that three surfaces have to be fitted and
taken care of. Where the eccentric is recessed into the strap
frc.r;:sed J^actice t/sua/ Pmcrice
Lubrication of Eccentrics,
the centrifugal force keeps the oil on the main part of the bear-
ing away from the other parts. If the side bearings were
omitted and the strap overhung the sides of the eccentric, the
eccentric would work better. Similarly, if crankpins were de-
signed so that the bearing part of the box was on a larger
diameter than the remainder of the pin; in other words, if the
box clasped the pin to prevent side motion instead of the pin
clasping the box, the centrifugal force would keep the oil where
it is needed. This would make large pins, but they could have
large holes through them and reduce weight in that way. In
the case of driving axle journals it seems as if forced lubrication
and filtration of oil, arranged so that it can be used again,
would cure the difficulty."
Upon incLuiry we find that Mr. Dean does not know of this
form of eccentric and strap having been used on locomotives
or in stationary work, except in the case of a stationary engine
designed by him some years ago for use in South America and
certain engines which he designed for mill work. It seems to
us to be a very sensible way to construct eccentrics. We repro-
duce a free-hand sketch sent us by Mr. Dean.
The number of railways in the hands of receivers on June 30,
1899, was 71, there being a net decrease of 23 as compared
with the corresponding date of the previous year. According
to the Interstate Commerce Commission reports the number of
railways placed in charge of receivers during the year was 16,
and the number removed from their management was 39. The
operated mileage of the roads under receivers on June 30. 1S99,
was 9,853.13 miles, of which 7.225.62 miles were owned by them.
Of the roads in the hands of receivers on the date named 10
had an operated mileage in excess of 300 miles, 10 between 100
and 300 miles, and 40 less than 100 miles. Complete returns for
roads in the custody of the courts are not always available, but
it appears that the capital stock represented by railways under
receiverships on June 30. 1899, was about $220,210,688; funded
debt. $306,486,740, and current liabilities, 159,180,823. These
figures show a decrease of 143.926.703 in capital stock repre-
sented as compared with the previous year, and of ?16,405,951
In funded debt.
Louisville & Nashville Railroad.
Draft gear of tenders now receives more attention than was
necessary when train loads were lighter, and many roads are
considering the use of stronger forms. This arrangement,
designed by Mr. Pulaski Leeds and Mr. F. A. Beckert, is illus-
trated as an example, showing that tender draft gear needs
to be strengthened rather than because it is novel.
This drawing illustrates the recently adopted standard of
this road. It replaces the simple and common arrangement
employing a draft casting held to the end sill by the draft
rods and including a Oould or Curtis M. C. B. coupler head.
The new draft gear is like the M. C. B. arrangement except
that it has tandem springs. It Is similar to the draft gear of
the 80,000-Ibs. furniture and fiat cars of this road. Mr.
Beckert says that when applied to tenders the effect of the
ii^Y^'^~'^
c
Uv\
a:
"^
X^^^^^vP^
Draft Gear for Tenders.
Louisville & Nashville Railroad.
draft gear upon the shocks and strains on the end structures
of the cars nearest the engine is very marked. It also showB
at once a tendency to reduce the trouble from breaking in
two when the slack of the train runs out in going over sum-
mits. The jerks are cushioned by the springs instead of com-
ing upon the tender frame through rigid couplings. A lateral
motion of the draw-bar amounting to 2 in. is provided for in
this gear. This motion is beneficial on curves and it should
be provided to a proper extent in all couplings. This arrange-
ment includes malleable iron draft castings which are de-
signed to distribute the stresses upon the tender frame in such
a way as to reduce the wear and tear to a minimum. The un-
coupling device is the same as that employed in freight equip-
ment.
Recent tests made of the electrolytic condition of the four
great cables which support the Brooklyn Bridge disclosed the
following facts: That these cables are great live wires through
which currents of electricity are Irregularly flowing, and that
these currents are escaping to the ground through the eight
heavy anchor-plates which are being eaten away slowly by
this process of electrolysis.
294 AMERICAN ENGINEER AND RAILROAD JOURNAL.
TEAT OF GAS ENGINE AT DIFFERENT LOADS.
Gas engines are not often tested at different loads, therefore
the results of tests made by Mr. H. A. Soverhill, at the Uni-
versity of Illinois, and printed by "The Engineering Record"
of July 21, are specially interesting.
The engine is the ordinary type of 10 horse-power, built by
the Otto Gas Engine Company, of Philadelphia. It has a 5i/4x
121^ in. cylinder and runs at 310 revolutions per minute, the gov-
erning being by the "hit or miss" method. Careful arrange-
ments for measuring the gasoline and securing other data were
made and the temperature of the cooling water was taken by
thermometers. A prony brake was used in determining the
brake horse-power. The brake arm was proportioned in such
a way as to lessen the work of computation by using the for-
mula B. H. P. =2fflwn -^ 33,000, in which ?;= 3.1416, 1= length
of brake arm, w =r weight or pull on arm, and n = number of
revolutions, and finding the value of 1 that will cause Zrrl -^ 33
to drop out. This value was found to be 63.025 inches. By
making the brake arm 63.025 inches long, the formula is B. H.
P. = wn -^ 1,000. The rear end of the brake is weighted so as
to balance the weight of the arm. thus causing the scale read-
ings to be brake load direct. Several tests were run and the
readings given in the accompanying table were taken;
THE MASTER CAR AND LOCOMOTIVE PAINTERS'
ASSOCIATION.
This association will hold its thirty-first annual convention
at Detroit, Mich., for four days, beginning September 11, with
headquarters at the Cadillac Hotel. The following subjects will
be presented:
"Hygene: Its Costs and Compensation." Dr. P. G. Conn.
"The Best Method of Conducting Tests to Determine the
Relative Merits of Various Materials Used in Painting Rail-
road Equipment," F. S. Ball, Pennsylvania R. R., Altoona, Pa.;
C. E. Copp, Boston & Maine R. R., Lawrence, Mass.
"The Best Method of Painting Locomotives; Also the Proper
Method of Keeping Paint on Locomotives in Good Condition,"
Chris. Clark, New York, Chicago & St. Louis Ry., Chicago, 111.;
W. M. Joyce, Baldwin Locomotive Works, Philadelphia, Pa.;
C. A. Cook, Philadelphia, Wilmington & Baltimore R. R., Wil-
mington, Del.
"The Best Method and Material for the Hardwood Surface of
the Car Interior," Chas. E. Koons, St. Louis Car Co.. St. Louis,
Mo.; John T. McCracken, Jackson & Sharp Co., Wilmington,
Del.; C. A. Bruyere, Canada Atlantic R. R., Ottawa. Ont.
"The Railway Master Car and Locomotive Painter," Samuel
Tests of an Otto Gas Engine at Different Loads.
Length
Explosions
of test
per
Mechanica
—hours.
R, P. M.
min.
I. H. P.
B. H. P.
Efflciency.
m
3VZ
25
2.11
0
0
311
49.6
4.21
1.56
37%
313.6
5S
4.99
3.27
45%
310.9
76.5
6.72
4.04
60%
310
91
7.13
4.64
65%
306
103.3
8.64
6.73
75.9%
1?4
308
132.3
10.57
8.30
78.5%
309.3
119
11. IS
9.27
S3%
l'/4
307
H.S.3
12.15
10.5
86.56%
Gasoline per hour.
per
. H. P.
.622
.54
.66
.567
.69
.58
.64
.545
.54
per
B. H. 1
i!46
1.43
.94
1.06
.748
.82
.647
.64
Jacket water.
Degrees Fahr.
In.
90.5
78.8
64.4
69.2
60.5
68. 4
55.5
54.6
63.6
Out.
160
167.5
159
128
167
199
175
157.5
118.5
Jacket water.
Lbs per Lbs. per
I.H.P. B. H. P.
perhr. perhr.
Brake
load
lbs.
81 i
is5
5
13
45"
65.5
63
■35
49
52
13
22
27
30
In conducting a test from which a heat balance was made,
the exhaust gases were passed through a Baragwanath feed-
water heater placed in a horizontal position. When the gases
enter they expand nearly to atmospheric pressure, pass through
the tubes ind give up heat to the water at constant pressure.
The thermometer placed in the exhaust pipe near the heater
showed a temperature slightly above that of the water. The
water was taken from the city mains and throttled by means
of a globe valve until about the desired amount flowed through.
The temperatures at entrance and exit were taken and the
amount of water passed through weighed.
From the amount of water passed through the heater and
its rise in temperature, it was found after correcting for the
difference between the temperature of the atmospheric air and
that of exhaust that 14,125 B. T. U. passed out through the ex-
haust during the test. There were 297.2 pounds of water used
in the cylinder jacket and it was raised 103.1 degrees in tem-
perature; that is, 297.2 X 103.1 = 30,646.8 B. T. U. carried away
by engine jacket.
The brake horse-power was 9.27, which equals 9.27 X 33,000
X 30 ^ 778 = 11,802 B. T. U. The amount of energy consumed
by friction was found by subtracting B. H. P. from I. H. P.
and was found to be 2,687.4 B. T. U. A sample of the gasoline
used was tested for its calorific value and was found to contain
17,200 B. T. U. per pound or 17,200 X 3.94 = 67,778 B. T. U.
supplied during the test. This energy was distributed as fol-
lows:
B. T. U. Per cent.
Useful work 11,802 17.41
Friction of engine 2.6S7.4 3.95
Exhaust 14,125.2 20.98
Jacket water 30,600 45.15
Radiation, etc 12,51
Total supplied 100.00
Brown, New York, New Haven & Hartford R. R., Boston,
Mass.
"Is Terminal Cleaning, Where Thoroughly Practiced, a Fac-
tor in Paint Shop Economy?" J. A. Gohen, Cleveland. Cincin-
nafi, Chicago & St. Louis R. R., Indianapolis, Intl.; B. B. Miller,
Lehigh Valley R. R., Scranton, Pa.; A. R. Lynch, Pittsburgh,
Cincinnati, Chicago & St. Louis R. R., Dennison, 0.
"Can a New Wood Head Lining Be Prepared so as to Prevent
Decay of Filler, Grain Raising, Etc.? If so. Give Method of
Preparation," E. A. Cole, J. G. Brill Car Co., Philadelphia, Pa.;
W. H. Dutton, Lehigh Valley R. R., Sayre. Pa.
"Does Burning Off Old Paint Have an Injurious Effect Upon
the Surface or Upon the Future Painting?" Henry Block. Cleve-
land, Cincinnati, Chicago & St. Louis R. R., Brightwood, Ind.;
J. A. P. Glass, Yazoo & Mississippi Valley R. R., Vicksburg,
Miss.; Robert Shore, Lake Shore & Michigan Southern R. R.,
Cleveland, O.
"Uniform System of Freight Car Stenciling," J. H. Kahler,
Erie R. R.. Meadville, Pa.; W. 0. Quest, Pittsburgh & Lake
Erie R. R., McKees Rocks, Pa.; R. W. Scott, Seaboard Air
Line R. R., Portsmouth, Va.
"Paint Shop Records and Accounts," W. T. Canan, Pennsyl-
vania R. R., Tyrone, Pa.; F. G. Schaefer, Wheeling & Lake
Erie R. R., Toledo, 0.
Various queries.
Mr. W. W. White, Air-brake Inspector of the Michigan Cen-
tral,' has resigned to accept a position with the International
Correspondence Schools, and will have charge of instruction
car No. 106.
That there is any advantage in facing locomotives in any
particular direction in the erecting shop has probably not
occurred to many of our readers, and because it seems to be
a very sensible suggestion attention is directed especially to
Mr. Whyte's remarks (June, 1900, page 188) about the position
of engines in the erecting shop with reference to the windows.
The front end of the engine should be toward the best light.
This brings the smokebox, the cylinders and running gear into
the most favorable position for light. The firebox end is
toward the light in many shops, but as it is always necessary
to use artificial light tor interior firebox repairs, natural light
at that end is not so important. This is one of the small de-
tails of shop arrangement which is often overlooked and is ap-
preciated at once wheu attention is called to it.
Sbptembbr, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 295
FRICTION AND SPRING DRAFT GEAR.
SURPRISINGLY LOW KFFICIKNCY OF ELECTRIC
STREET CARS.
Graphical Comparison of Absorbing Capacity.
The necessity for providing increased capacity in draft gear
for the absorption of energy is beroming more apparent as
the weights of cars and trains increase, and one of the features
of recent discussions of draft gear is an apparent appreciation
of the deficiency of ordinary draft devices in this respect. We
have already directed attention to the Westinghouse friction
draft gear, and to its great power-absorbing capacity with
absence of recoil, but have not been able to show this graphi-
cally until the accompanying diagram was received from the
manufacturers of this draft gear.
This diagram shows the relative capacities of the ordinary
draft spring (20,000 lbs. capacity) and the Westinghouse fric-
tion draft gear to absorb and dissipate buffing and pulling
effects. It also shows the reactive effects of each.
The rising line, BB'A. represents the action of the Westing-
house gear under pulling or buffing stress, starting at an in-
itial compression of about 2,000 lbs., as shown at the left of
the diagram, and rising to a maximum stress of 142,000 lbs.
The total area, BACB. represents the work done in arresting
the buffing or pulling stress, while the lightly shaded area
represents the amount of energy dissipated as heat by the
frictional gear. The shaded portion is in this instance found
to be 80 per cent, of the total area, BACB, only 20 per cent, of
Combination of Friction and Ordina y Draft Gear.
the energy of impact being given back in recoil as shown by
the non-shaded portion of the area BACB.
The straight line DE represents the operation of an ordi-
nary spring gear starting from zero compression. The area
DEC represents the work done upon the spring during com-
pression, and the narrow, heavily shaded area DE represents
the amount of energy dissipated in frictional heating by the
spring. In this instance the proportion of energy dissipated
is only 1 per cent., as against SO per cent, of the total energj'
in the case of the Westinghouse gear.
The diagram also shows in a very striking manner the
maximum capacities of the two types of gear, the ordinary
gear being shown at its maximum of 20,000 lbs., while the
capacity of the Westinghouse gear is not exhausted until a
compression of 140,000 lbs. and over has been reached.
A series of tests of electric street cars in Ithaca, N. Y., was
recently reported in the "Street Railway Review," l)y Mr. E.
L. West. One of the interesting diagrams is reproduced in
this engraving. It shows the distribution of energy for the
entire system, giving the proportional parts of the total losses.
The energy of the coal is taken at 100 per cent, and the sec-
i
'^/rf/ye end Joe/rjAe/r /.sd- J6%
■ ■ • c//,(.-i2i
^ Line Lo3S-/('°4 fr/'i- -7S/-
-CorLoJi-i Zf- £/f/t -f(>%
tnergf Oriyiiec/-2.B % o/ Tofa/
Efficiency of Electric Street c ars.
tional portions of the diagram represent the various losses. At
the right of each sectioned block are given the loss in per
cent, of the total energy and the efficiency of that part of the
system. The energy utilized in propelling the car under aver-
age working conditions is 2.8 per cent, of the total energy
of the coal. The experiments were conducted under the direc-
tion of Prof. R. C. Carpenter of Cornell University.
F. W. DEAN ON LAPPED LONGITUDINAL BOILER SEAMS.
The practice of lapping plates of locomotive boilers for the
longitudinal seams Is strongly condemned by Mr. F. W. Dean
in an article on locomotive progress in a recent issue of "The
Railway Age." IMr. Dean speaks from a wide experience in
designing large boilers and supports the view we take, that
practice which is not correct in theory should be avoided un-
less there are the best of reasons for setting aside theoretical
views.
"If anybody will make a study of boiler explosions." says Mr.
Dean, "where the shell has been the initial part to rupture, or
of boilers that have had cracks in the shell joints but have not
yet exploded, he will be convinced that the lap joints are the
causes of the explosions. I take every opportunity to reiterate
this view. The lap joint with a bent inside covering plate is
but little better, for it merely prolongs the life of the boiler a
short time. The reason for this view of the case is that a lap
joint necessarily throws the shell out of the circular form
and causes the plate to bend at the edge of the joint with every
change of pressure and finally wrecks it there. Everybody
knows that If a wire or plate is bent back and forth in the
fingers it will finally break off."
If there is no good reason for using lap joints, and we cannot
now think of any, this view certainly -ought to be considered
by those using them.
A milling cutter exhibited at Paris by the Eastern Railway
of France has made a good record which is noted in the
"American Machinist." The dimensions of the cutter are %
in. pitch, 9 13/16 in. diameter and 15% in. long. Beside the
cutter is a box of chips cut by it in ten minutes from mild
steel. The chips are all alike, the full length of the cutter,
rolled up like straws and their weight is given as 15.4 lbs.,
which is at the rate of 92.4 lbs. per hour. The depth of the
cut was 9/16 in., the feed 9 16 in. per minute and the circum-
ferential speed of the cutter 32.8 ft. per minute. It is used in
locomotive work.
296 AMERICAN ENGINEER AND RAILROAD JOURNAL
M.
C. B. ASSOCIATION DROP-
TESTING MACHINE FOR
COUPLERS.
As we have already noted, the
Master Car Builders' Association
committee on tests of M. C. B. coup-
lers included in their report this
year a thoroughly developed design
for a drop-testing machine, which is
illustrated by the accompanying en-
graving reproduced from the report.
After the convention of 1899 Pur-
due University, through Prof. R. A.
Smart, with the approval of the
late President Smart, and subject
to the approval of the trustees of
the University, made a proposition
to the committee to the effect that
a drop-testing machine of the ap-
proved design should be constructed
by the University at its own ex-
pense under the direction of the as-
sociation, and that when built it
should be the property of the Uni-
versity and installed in its labora-
tory, to be at all times subject to
the use of the association for official
research. The University agreed to
furnish the necessary assistance for
carrying on tests, the machine to
be at all times available for educa-
tional or commercial purposes. This,
in short, is an arrangement similar
to those under which the M. C. B.
brake-shoe and airbrake testing ap-
paratus have been installed in the
laboratory, except that in this case
the testing machine will be the
property of the University.
This plan has been perfected and
the testing machine is to be built.
We reproduce the general plans in
order to inform our readers of its
chief features which are made clear
in the engraving.
FOR THE UPPER 3 OF THEIR LENGTH
The new Hamburg-American liner
"Deutschland" has again broken all
previous records by making the
voyage from New York to Plym-
outh at an average speed of 23.22
knots, the trip occupying 5 days, 11 hours, 43 minutes. She
arrived at Plymouth August 14, and the speed is phenomenal
considering that it was done on the second round trip.
BOLT NO. 1.7
BOLT NO. 1 7
SECTrON C-0
0110UND LINE
OTE- TOP or FOUNDATTDN TO BE 30
BELOW onoyND
BEAlED AND DRAINED P)T CARRIED
UP AND PLANKED avEH'TO CLEAR
i^*Al.L>ROOI«3
From a number of very carefully kept records of the weight
of steel required for the skeleton of the average office building,
the following formula was deduced, W = N.F. (15 4- 7/10 N),
in which W is equal to the total weight of metal in pounds, N
the number of floors in the building, with the roof considered
as a floor, and F the square feet in each floor. Then to find
the weight of beams and fittings required in the floors we
multiply 15 by the factor N.F and for the weight of columns
multiply 7/10 N by the same factor. The sum of these weights
is equal to W. This formula is offered as being sufficiently
accurate for preliminary estimates on the weight of steel skele-
tons for an average building. It is taken from a paper by Mr.
F. H. Kindl before the American Institute of Architects.
Recommended Drop Test Machine f r M. C, B Couplers.
The J. G. Brill Co., Philadelphia, have won an important suit
affecting their patents, the proceedings having been instituted
against the Third Avenue Railroad of New York for the
use, by this road, of a number of trucks employing spiral and
elliptic springs, which were made by the Bemis Car Box Com-
pany, known as its "Standard" truck. The suit was vigorously
defended by the Beinis Company, and after three years' litiga-
tion the decision, just handed down by Judge Shipman, sus-
tained the validity of the claims of the Brill Company, and de-
creed, with costs, an injunction against the infringement of all
of the claims and an accounting of profits and damages. The
opinion contains the following: "The gist of the invention con-
sists in combining with the frames of the truck and the spiral
springs, another class of springs, viz.: elliptical springs, be-
tween the car body and extensions of the independent frame."
The Brill Company intend to protect their rights in their claims
and knowledge of the decision should prevent further infringe-
ment. "We understand the decision to cover an arrangement of
spiral and elliptical springs placed on the outer end of the
truck frame.
SEP.EMBER. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 29?
THE IMPROVED SUSBMIHL ROLLER SIDE BEARING.
TRANSPORTATION AT LOW COST.
Improvements in roller side bearings for cars are particu-
larly interesting at this time because the necessity of reduc-
ing flange wear and flange resistance is more thoroughly ap-
preciated resulting from the increasing weights of cars and
loads. In a previous issue of this journal the earlier form of this
side l)oaring was illustrated, and we now present engravings
showing an improved form of the bearing complete and in do-
tail. The engravings are sufficiently clear to require little de-
scription. This is a development from 15 years experimenting,
one idea of the inventor and designer being that It was neces-
sary to provide means for compelling the rollers to roll and
bring them back to their proper position between the bearings
even when unloaded. The tendency for rollers to flatten unless
compelled to roll is well understood.
There are but five parts to this bearing in addition to the
American Pressed Steel Car Industry.
The Improved Susemihl Roller Side Bearing.
upper and lower bearing plates, which must be provided in
any side bearing. The carriage is a simple malleable cast-
ing, which confines the rollers, and, in conjunction with the
lever, compels them to roll, always returning them to their cen-
tral position even when the bearings are out of contact. This
is done positively and without dependence upon springs. The
lever is also of malleable iron; one end extends into a bracket
projecting upward from the lower bearing plate and the other
end into a bracket projecting downward from the upper bear-
ing. Any change of position between the body and truck bol-
sters must, therefore, compel a corresponding motion of the
carriage and consequently also of the rollers. The pin forming
the connection between the lever and the carriage cannot be
taken out until the upper bearing has been removed from the
bolster. The rollers are about 21/2 in. in diameter and 3 in.
long; they are made of chilled iron. The bearing plates
are also of chilled iron. If the car is jacked up or becomes
separated from the truck, all the parts remain with the up-
per bearing and can not fall out or get out of place. This
roller bearing is manufactured and sold by the Simplex Rail-
way Appliance Company, Fisher Building, Chicago, from whom
further information may be obtained.
Reprinted from the Paris "Figaro."
It is a great mistake, commrin to all superflclal minds, to
think that all the progress which has been or may yet be made
in the railroad Industry must be limited exclusively to Increas-
ing the speed of trains and the cumfort of passenger cars. An-
other improvement which Is equally important, for It affects
the vital interests of the entire human race, Is the reduction to
a minimum of the cost of transportation, and particularly of
goods such as coal and ore, the circulation of whhh Is to the
industries of modern civilizallon what the flow of blood Is to
animal life.
In thi."! matter it is safe to say that the record is Indisputably
held by the United States— the country of the whole world
where railroad transportation is worked at the lowest cost.
It is indeed in a great measure to this fact that the Americans
owe the greater part of their formidable and increasing eco-
nomical power.
The low cost of transportation naturally suggests a number
of various contributing factors, such as the increase of the
tractive power of locomotives, the improvement of the roads,
etc. But among these faculties the one which appears to play
the most important part is without question the increase of the
capacity of the cars. It naturally stands to reason that the
larger the cars the more goods they can carry, from which the
following advantages result:
First. — Increased paying load in all trains.
Second. — Reduced number of cars in use, and reduced empty
car movement; consequently a reduction in the capital en-
gaged.
Third. — Shorter trains for a given tonnage, therefore In-
creased paying load hauled by each locomotive.
Fourth. — Reduced switching service and cost of staff.
Fifth. — Increased capacity of main lines, stations and shops,
which can accommodate a larger traffic without any enlarge-
ments.
Sixth. — The available capacity of a permanent way is utilized
to a fuller extent.
However, the solution of the problem is not as easy as It
might seem; one cannot go on increasing indefinitely the ca-
pacity of cars without at the same time increasing their dead
weight in the same proportion. Ten years ago it was believed
by engineers that the limit of the capacity of freight cars was
reached in the wooden cars of 27,000 kilogrammes capacity, and
many cars were still built of smaller capacity. But it was only
an optical illusion. At the present time there are a large num-
ber of coal cars in use of 36,000 kilogrammes capacity, there are
also many thousands with a capacity of not less than 45,000 or
50,000 kilogrammes.
It has been a complete revolution, which one may say has
^ been brought about by one man, Mr. Charles T. Schoen, Presi-
dent of the Pressed Steel Car Company, to whom all the credit
is due. Starting with the principle that the ideal object should
be to transport the heaviest possible loads with the smallest
possible dead weight, Mr. Schoen realized that to attain this ob-
ject everything depended upon the selection of materials, and
he decided to build cars entirely of pressed steel. The under-
taking was not a light one, but owing to the mathematical
precision of the designs, the principle of construction being to
secure such a disposition of material that every part is pro-
portioned to the service required of it, combining strength and
lightness and avoiding the use of rivets and corner pieces.
Mr. Schoen has succeeded in building cars of an average ca-
pacity of 43 tons in which the ratio of dead weight to the total
weight is 25 per cent, instead of from 35 to 50 per cent., as was
the case previously. In a 45-ton car the saving in dead weight
thus effected is at least 2,200 kilogrammes. Everybody will
readily grasp the importance of this saving, as it requires the
same tractive force and the same expenses to handle a dead
weight as a paying load.
The majority of American railroads — not to speak of others —
have adopted pressed steel cars, as in addition to the commer-
cial advantages already mentioned their construction is much
simpler, stronger and more lasting, and less costly to keep
in repair. On the 1st of June last there were 18,038 of various
298
AMERICAN ENGINEER AND RAILROAD JOURNAL.
patterns in use, by the 1st of September next there will be 24,-
138; but the number of pressed steel cars already ordered is
at present 26,412, of an average weight of 15,000 kilogrammes and
of a total capacity of 1,050,000 tons. It has been computed that
from the one fact of using these cars in place of the old
wooden car of smaller capacity, the saving effected on the said
load of 1.050,000 tons, at the rate of 11,300 kilometers a year and
0.94 per kilometer ton, represented something liKe 26,000,000
francs— that is to say, that if all the traffic of the United States
was carried in pressed steel cars of large capacity and light
weight a yearly saving of 765,000,000 francs would result.
There is, therefore, nothing surprising in the fact that the
Pressed Steel Car Company, whose business three years ago
nardly amounted to $500,000 (2,.500.000 francs) should have raised
Its production in so short a space of time to the incredible
figure of $30,000,000 (150.000,000 francs), at the rate of 100 cars,
or 1,500 tons of steel, per day. Three years ago the company
employed 500 men. now they employ 10,000— that is to say, that
something like 50,000 individuals are dependent upon its busi-
ness for their livelihood.
That is what activity, backed by an untiring energy, and per-
severance can be done by a single man, in spite of the greatest
difficulties which alone would have discouraged a man of less
determination. More fortunate than most inventors, who so
seldom live to see the final triumph of their work, Mr. .Charles
T. Schoen has been fortunate enough to be able to enjoy the
glory, power and riches which he has acquired through grit
and hard work, and to see his dream completely realized.
His exhibit in Class 13 of pressed steel cars (Paris Exposi-
tion), which does so much honor to American industry, is truly
sensational. There is not a doubt that it will attract the par-
ticular attention of the jury of awards. The fact is, it will in-
terest everybody, since the great point in question is no more
nor less than the reduction of the cost of transportation— that
Is to say, finally the emancipation of industry and living at a
lower cost. EMILE GAUTIER.
BOOKS AND PAMPHLETS.
American Railway Engineering and Maintenance of Way Asso-
ciation. Proceedings of the first annual convention held in
Chicago, March, 1900. Mr. L. C. Fritch, Secretary, Monad-
nock Building, Chicago.
This pamphlet contains the constitution, list of members, of-
ficers, committees and the outline bf the committee work of
the association, in addition to the papers and discussions of
the annual meeting. The object of this association, as stated
in the constitution, is "the advancement of knowledge pertain-
ing to the scientific and economical location, construction, op-
eration and maintenance of railroads." Its field is wide and
its opportunities for usefulness great. The first volume of its
official record in every way promises a most successful organi-
zation.
•
"The Work Ahead." An address delivered by George B. Leigh-
ton, President of the Los Angeles Terminal Railway. Con-
stituting one of the series on railway subjects given before
students of the Engineering Department of Purdue University,
1899. Published by the University of Lafayette, Ind. Also
"Notes and Suggestions from Experience in the Motive
Power Department of Railways." By Richard H. Soule, Late
Western Representative of the Baldwin Locomotive Works, in
the same series.
Those who follow the work of Purdue University have learned
to look for the publication of the addresses of outside lect-
urers with anticipation. One of the ways in which this insti-
tution keeps in direct touch with the affairs in which the grad-
uate is preparing to take his part is to secure the ideas of
men who have been successful in their particular fields of
the world's progress. Having these men to look at, listen to
and to meet has an effect upon the student which may for
a time be unconscious, but it is enduring. It opens his mind
to thoughts which can not be received in any other way, and
it inspires as well as instructs him. He may perhaps forget
every word of these addresses, but he never loses the inspira-
tion gained by contact with successful men. We are grate-
ful to Purdue for the opportunity of sharing some of these
benefits with the student. The addresses are put into conven-
ient form, and we hope to preserve all of them.
One Hundred Years of German Bridge Building, by George C
Mehrtens. Professor of Engineering, Kornigliche Technische
Hochschule, Dresden, Germany; from the German by Ludwig
Mehrtens; 135 pp., 195 engravings. Berlin, 1900; Julius
Springer.
This book was written by Professor Mehrtens to represent
German bridge building at the Paris Exposition. It was pre-
pared for six of the leading firms of German bridge builders, and
its purpose was to illustrate the entire field of bridge building
in that country. It treats of the development of this branch of
engineering with reference to theory, design and erection and
presents a large number of examples with descriptions. But 500
copies of the German edition are to be sold. It has been trans-
lated into English and French and 1,000 copies of each of the
editions are to be presented by request to engineers interested
in the subject. The author deals with iron bridges and their
materials; he gives a history of girder construction and dis-
cusses the theory of bridges. He shows the improvements
which have been made in iron bridge construction and de-
scribes the shops and methods of the six building concerns
referred to. The work is carried out with taste and care, and as
the publishers have done their part well, the volume is hand-
some in every respect.
"Dynamometers and the Measurement of Power: A treatise
on the construction and application of dynamometers." By
J. J. Flather. New edition, revised, with the addition of
new chapters and some of the old ones rewritten. Published
by John Wiley & Sons, New York, 1900. Price, $3.
This book was written to supply technical students and
engineers with a detailed description of the construction and
means of application of the various types of dynamometers ■
employed in the measurement of power. The earlier edition
has been revised for the purpose of adding new types of dyna-
mometers and bringing the discussions up to the present
state of knowledge on the subject. Besides rewriting the
majority of the old chapters and giving considerable new
material on the Venturi meter and on meter testing, five new
chapters have been added, four of which are devoted to the
measurement of electric power, which includes a general con-
sideration of the subject, together with a discussion of electric
measuring instruments and methods in use for determining
the power and efficiency of direct and alternating-current mo-
tors. The fifth additional chapter is on the power required
to drive machinery, of which the electric motor, in the group
system and individtifilly, is a prominent factor, and this part
contains a very extensive and valuable table of the records
of horse-power required to drive all ordinary machine-shop
tools and wood-working machinery of various kinds and
under different conditions. The scope of this book has thus
been greatly enlarged and it is not only a very valuable
book to the technical student, but to engineers in general.
The Chicago Pneumatic Tool Company have issued a special
catalogue showing in excellent half-tone engravings their ex-
hibit at the Saratoga conventions. A comparison of the exhibits
of this company from year to year illustrates in an impressive
way the growth of their business. This year the space occu-
pied and the number of devices exhibited far surpassed pre-
vious efforts and the number of applications of pneumatic pow-
er to labor-saving devices continues to increase. This cata-
logue illustrates in detail the chief of the specialties of these
manufacturers in wood and iron working tools, staybolt cut-
ters, oil furnaces, flue cutters, air jacks and spraying ma-
chines for paint. "
The Joseph Dixon Crucible Company, Jersey City, N. J., have
issued a pamphlet of ten pages on the subject of graphite fac-
ings for foundry work. These facings are made in a large
variety to suit various conditions of foundry practice, and
they have as a basis the celebrated graphite controlled by
this company. The object sought is to produce a fac-
ing for molds which will coat the sand and produce smooth
finished castings. It must burn in order to secure the best
results, and in burning, a thin film of gas is formed between
the melted iron and the sand. This film must be sustained
until the iron is cool in order to prevent the adhesion of the
metal and the hard spots so frequently found in castings.
Graphite is particularly well adapted to secure this result.
Nine varieties are described in the pamphlet.
SEi-TicMBER.isoo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 299
Fittings for Steam Vehicles, manufactured by the Aahton
Valve Company, 271 Franlclin Street, Boston, are briefly de-
scribed in a small pamphlet which has Just been issued. The
devices described arc pop safety valves, cylinder relief valves,
steam or air gauges, duplex steam and air gauge, common
water gauges, compression gauge cocks and Ashton pet cocks.
Each of these is briefly described, and sizes and prices are
given.
The Dustless Roadbed Process.— The Q. & (". Company have
issued a small pamphlet, describing the dustless roadbed
process, which consists of spraying a heavy oil over the road-
bed by means of a sprinkler attached to an ordinary flat car.
The oil is manufactured especially for this purpose by the
Standard Oil Company. It has a high Are test and low gravity,
which renders it free from danger of combustion. The faint
odor which accompanies a fresh application of the oil is not
disagreeable and entirely disappears in a few days. Many ad-
vantages and claims of economy are made for this oil. The
rates for licenses under patents, including use of oil, also right
to build and use patented sprinkling machinery to be attached
to a flat car, can be obtained on application to the offices of the
Q. & C. Company, 700-712 Western Union Building, Chicago.
Hand Book of Injectors. — This little book presents in a form
convenient for the vest pocket, the information which users
of injectors need to have at hand with regard to the construc-
tion and operation of this type of boiler feeder. It is issued
by the Injector Department of Messrs. Wm. Sellert & Com-
pany, Philadelphia. Its purpose is to give assistance to those
who would like to turn to a convenient reference in repairing
an injector in a hurry, and it gives in condensed form the
theory of injectors in general, and describes in particular the
construction of injectors made by this firm. Tables from
tests of locomotive injectors present figures of capacity, range
and limiting temperatures, and a brief discussion of "How to
use an injector to save fuel," near the end of the book, should
be brought to the attention of those who handle injectors on
locomotives and those who are directly responsible for the
consumption of locomotive fuel.
The Torrey Ballast Car. — The Q. & C. Company have sent us
a circular illustrating the Torrey Ballast Car, the control of
which they have just acquired. The car is part of a very in-
teresting and successful system for loading and distributing
gravel and rock ballast from freight trains. Of the special feat-
ures of the car, the double side doors and the type of locking de-
vice are examples. The Q. & C. Company have made arrange-
ments with Mr. A. Torrey, Chief Engineer of the Michigan Cen-
tral and designer of the Torrey Car, under which "they are pre-
pared to grant licenses to railway companies and contractors,
to manufacture or use cars built in accordance with this patent
and solicit correspondence with all who are interested in this
method of distributing ballast. Mr. Torrey's idea is to use these
cars in local freight trains without requiring special work trains
for distributing ballast. He also uses a special loading machine
which seems to give satisfactory results.
The Morse Twist Drill and Machine Company, New Bedford,
Mass., have issued a new catalogue of 120 pages illustrating and
describing in great variety the product of their works. The
engravings are excellent and each item is described in a table
of dimensions which will be exceedingly convenient in order-
ing. The well-known specialties of these manufacturers are all
shown, including a large variety of increase and constant angle
drills, twist drills, reamers, chucks, milling cutters, dies, tube
and other tools for machinists. We should say that every tool
room, as well as shop manager's desk, should be supplied
with a copy of this pamphlet. The plant of the T. & B. Tool
Company, of Danbury, Conn., was purchased by the Morse
Twist Drill and Machine Company in 1848. It has been moved
to New Bedford and is now in operation. The style of drill
formerly made by the T. & B. Tool Company will continue to be
furnished under the name of "Constant Angle," the details of
which are given in this catalogue. The catalogue is indexed.
It is standard, size 6 by 9 inches, and is well printed on ex-
cellent paper.
Narrow Gauge and Industrial Railway Materials and Loco-
motives.— Arthur Koppel, manufacturer of narrow gauge rail-
way equipment, 66 Broad street. New York, has sent us a copy
of his "1900 Album," illustrating by aid of a large number of
engravings the very extensive use to which the equipment he
furnishes has been put in various parts of the world. Mr.
Koppel has for years made a specialty of light railway equip-
ment for factories, mines, docks, mills, furnaces, navy yards
and. In fact, every sort of work requiring light railway equip-
ment, whether steam, elei'tric or rope driven. The album Is
divided into four parts, illustrating the Koppel equipments in
use in Europe, Africa. Asia and North and South America.
The descriptions are in six languages and the album conveys
the impression of an exceedingly extensive business in all parts
of the world where engineering operations are carried on.
Superior flraphile Paint is de.scribed in a little folder Issued
by the Detroit Graphite Manufacturing Company. This paint
is made from Lake Superior graphite, from mines owned
eind exclusively controlled by this company. The success of
this paint is said to be due largely to the peculiar character
of the ore and the presence of certain valuable ingredients in It
which causes the pigment to mix well and to stay mixed. We
understand the chief advantages urged for this paint to be the
following: Durability, freedom from chemical changes, absence
of tendencies to crack or peel, ability to withstan;?. he£.t, steam,
vapor, water and gases. On iron work it is advocated for
protection for surfaces which are covered tip in construction
so that they cannot afterward be inspected. It seems to be
unaffected by the cements and plasters, lime or other rr.aterials
used in building, and it is stated that even when spots of rust
have already formed the paint, properly applied, will absorb
the oxide and prevent further oxidation. It is particularly
recommended for bridges, cars, docks, ships, roofs, smoke
stacks; and when applied to woodwork it has important fire-
resisting qualities. In the pamphlet are a number of engrav-
ings of buildings, bridges and ships upon which it has been
applied with gratifying results. This is a well-known paint
with an excellent record.
EftUIPMENT AND MANTTFACTUBIKG NOTES.
PNEUMATIC TOOL LITIGATION.
To the Editor:
Inasmuch as it has been called to our notice that a large
number of users and prospective users of pneumatic tools are
under the impression, that suit has been entered against us by
one of our competitors for infringement of their patents ot<
account of the fact that they have brought suit against variou*
pneumatic tool companies, we wish to notify the trade in gen-
eral through your publication that we are not involved in any
way, shape or manner in the present litigation, as our "Little
Giant" pneumatic tools are fully covered by patents, the valid-
ity of which is not questioned by anyone.
Yours very truly,
STANDARD PNEUMATIC TOOL CO.
Chicago, August 15, 1900.
The American Locomotive Sander Company, of Philadelphia,
has obtained control of the "Sherburne" sander. which wa«
heretofore handled by the Automatic Track Sander Company,
of Boston; this company having retired from the business and
Mr. Sherburne becoming a stockholder in the American Loco-
motive Sander Company.
The Pearson Jack Company was known to have an extensive
business in the sale of car repairing jacks and other specialties.
but we are impressed with the fact that these devices are in
demand abroad by the receipt of catalogues in French. German
and Spanish. Mr. A. H, Richardson, manager of the company.
is to be congratulated upon the success he has made.
The Richmond Locomotive Works have received an order
for twelve 16 by 24-in. 10-wheel passenger locomotives from
the Finland State Railways. This is the third order at thes*
works from the Finland State Railways. It is a gratifying
expression of satisfaction with American locomotives and witk
the product of the Richmond Locomotive Works.
800 AMERICAN ENGINEER AND RAILROAD JOURNAL.
The Ingersoll-Sergeant Drill Company of New York has re-
ceived the Grand Prize at the Paris Exposition for their Min-
ing Exhibit, the gold medal constituting this prize being the
highest award given.
The Chicago Pneumatic Tool Company has engaged Mr. Fred
F. Bennett as sales agent and manager of advertising, with
headquarters at the main office of the company, Monadnock
Block, Chicago. Mr. Bennett resigned his position as sales agent
for the American Steel Casting Company and American Coup-
ler Company of Chester, Pa., the change taking effect July 1.
Mr. Bennett seems to be peculiarly adapted to his present po-
sition. His apprenticeship of several years was served on
the Chicago daily papers as reporter and city editor, and later
he was city editor of the Omaha Republican. Subsequent to
this he was for many years Western Representative of the
Railroad Gazette. His long experience in the journalistic field,
his railroad acquaintance, combined with his thorough knowl-
edge of trade publications, should make him a valuable acqui-
sition to the staff of this company, and they are to be con-
gratulated on securing his services in a department of their
work for which he seems peculiarly qualified.
The Naval Electric Company, with offices at 95 Liberty
Street, New York City, has been organized to succeed the
B. & H. Electric Company of Dansville, N. Y., and New Haven,
Conn. The same officers continue, the new name being more
appropriate for the distinctive line of electrical business in
which the company proposes to engage. F. G. Hall, Jr.,
A.S.M.E., is the Manager for the company, and I. E. Bur-
dick, Secretary and Treasurer. Both gentlemen have been
engaged in the electrical business for about ten years, and
have devoted their attention more especially to the application
of electricity to naval and marine purposes. These gentlemen
have jointly invented an arc lamp for use under water, which
is known as the Yale Submarine Arc Lamp. This lamp has
proved its entire practicability for submarine use in connection
with divers, and is being used by wrecking companies, dredg-
ing companies, dike and bridge builders, sponge and pearl
fishers, in navy and dock yards, railroad docks, ship yards,
and by the United States and Russian governments. It is be-
ing placed on the market by the company, who are negotiating
for Its adoption in foreign navies, and by various steamship
companies at home and abroad.
At a recent meeting of the stockholders of the Consolidated
Railway Electric Lighting and Equipment Company, held at 100
Broadway, New York, the following Board of Directors was
elected: Walther Luttgen, Norman Henderson, C. G. Kidder,
George W. Knowlton, Thos. J. Ryan, Isaac L. Rice, John N. Ab-
bott, Aug. Treadwell, Jr. The vice-president and general man-
ager of this company, John N. Abbott, was formerly General
Passenger Agent of the Erie Railroad and subsequently for sev-
eral years Chairman of the Western Passenger Association of
Chicago. This company is a consolidation of the various com-
panies heretofore engaged in the manufacture of electric light-
ing apparatus for all kinds of steam railway cars, the electricity
being generated from the car axle while the car is in motion and
furnished from a storage battery while the car is stationary.
This system is known as the "Axle Light" system of electric
lights and fans for railway coaches, and is in operation on
various railway lines.
The Shickle, Harrison & Howard Iron Company, a company
organized in 1867, having for the past few years done a very
prosperous business, have found their old quarters in St. Louis
(near the Union Station) inadequate to meet the growing de-
mand for cast steel products, and have purchased a fine site
in East St. Louis, and have built thereon one of the best and
most up-to-date steel castings plants in the county. This has
been in operation for some forty days, and is turning out an
enormous amount of steel, and is working beautifully. This
plant is a great addition to the steel-producing world of to-day.
They make all kinds of railroad, street car, mining machinery,
electric machinery and other kinds of castings, making a spe-
cialty of freight car trucks and body bolsters. The new plant
has been visited by many prominent engineers and mechanical
people, and pronounced one of the best of its kind in this
country. This firm has also opened agencies In foreign coun-
tries, being represented by Sanders & Co., of London, who have
a world-wide reputation. The Shickle, Harrison & Howard
Company is In the front rank of the great steel producers. They
are operating their plant in East St. Louis and the one in St.
Louis. Mr. John W. Harrison, president, is one of the best
known foundry men in the world. Mr. Geo. B. Leighton, presi-
dent of the Los Angeles Terminal Company, is a very large
owner in this property, and is a very bright, capable man. Mr.
John M. Harrison, vice-president and general manager, is a
prominent and progressive young St. Louis man, who has met
with wonderful success in the management of this business.
The sales^ department of the company is managed by Vice-
President Clarence H. Howard, who has met with phenomenal
success in the different positions which he has filled heretofore.
He has many friends who recognize his business abilities and
genial character.
Tile Pearson Jack Company, of Boston, inform us that they
have acquired a license from the United States Car Moving
Device Company, of Lowell, Mass., for the sole manufacture
and sale in the United States and foreign countries, of the
United States Car Pusher and that in the future this device will
be handled with the regular line of specialties of the Pearson
Jack Company. We have seen a number of letters from those
who have used this car pusher and they are universally favor-
able. The device is compact and self-contained and is admir-
ably adapted to the requirements of those who desire some-
thing which will enable them to move cars easily through
short distances.
Switzerland, "The playground of Europe," is visited annually
by over 15,000 American tourists and invalids. Why? While
the Alps have isolated peaks such as Mont Blanc (15,781 ft.),
and the Matterhorn (14,836 ft.), the mean elevation of the
highest Alpine chain is from only 8,000 to 9,000 ft. Colorado
possesses more than 120 peaks over 13,500 ft. in altitude, of
which no fewer than 35 peaks range from 14,000 ft. upward. In
the whole of Europe there are not over 12 mountain peaks
of note. The highest village in Europe is Avers Platz, In
Switzerland (7,500 ft.); the highest inhabited point in Europe
is the Hospice of St. Bernard in Switzerland (8,200 ft.). In Colo-
rado the mining town of Leadville, with 15,000 inhabitants, is
10,200 ft. above sea level; other mining camps are still higher,
and some gold and si|ver mines are worked at an altitude of
over 12,000 ft. The highest wagon road in Europe is said to be
the Stelvio road in Switzerland (9,170 ft.). In Colorado the
railroads cross the crest of the continent at Fremont Pass
(11,328 ft.), Marshall Pass (10,852 ft.), and Tennessee Pass (10,-
433 ft.). Switzerland does not possess, even in the famous St.
Gothard line, any railroad engineering surpassing, if equaling,
these. There are wagon roads over numerous passes in Colo-
rado ranging from 12,000 ft. upward, the highest being Mos-
quito Pass (13,700 ft.). In Switzerland the cog railroad from
Vitznau to the summit of the Rigi Kulm (5,900 ft.) has a
length of four and a half miles, in which the ascent is 4,072
ft. In Colorado the cog railroad from Manitou to the summit
of Pike's Peak (14,147 ft.) has a length of eight and three-
quarter miles, in which the ascent is 8,100 ft., or an average
of 846 ft. per mile, the maximum grade being 1,320 ft. One
class of Switzerland's finest scenery is along the Via Mala,
the Schyn Pass and Urnerloch. In Colorado, the Canon of the
Arkansas, with the Royal Gorge, the Black Canon of the Gun-
nison, the Canon of the Rio de las Animas, the Canon of the
Grand River, and others, are all much longer, quite as grand
as and more varied in character than the best passes in
Switzerland. The walls of the canons of the Grand River, the
Gunnison and the Arkansas rise to a sheer height of more
than 2,000 ft. As Colorado can be reached by at least one
railroad — the Burlington — in one night from either Chicago or
St. Louis, it is hard to understand why more Americans do
not travel West instead of East in search of health and
pleasure.
WANTED.— Copies of the "American Engineer, Car Builder and
Railroad Joijrnal,'' one of the June, 1896, issue. a!.so one of the Jan-
uary and May issues of 189S. Fifty cents will be paid for a complete
copy of each sent to the Editor, 140 Nassau Street, New York.
October, 1900. AMERICAN ENGl NEER AND RAILROAD JOURNAL, 301
--.AMERICAN—.
Engineer
RAILROAD ^JOURNAL
OCTOBER, 1900.
CJOaSTTEITTS.
iLI.UaTRATKD AkTlCI.KS :
Page
'Northwostorn Type" Pas-
senger LocoinotivG
Four-Wheel Passenger Car
Truck. I. C. R. K
Locomotive Design, Traction
Force and Adhesion, by V. i.
^Cole
Express Car for Transportation
of Horses, N. Y. C. & H R.
Hailroad.. .
Wide Fireboxes and Large
Driving Wheels, by F. F.
Gaines
Hot Journals, from the Stand-
point of Oil Pressures Between
Bearing Surfaces
Twelve-Wheel Compound
Freight Locomotive, M. S^ . P.
&.S. Ste. .\T. Kailwiy
Flexible Staybolts In India.. ..
Desisn for Mogul Locomotive
with Wide Firebox, by D. R.
Sweney
Malleable Iron Oil Cups, C. R.R.
of N. J , ..
Cylinder Bushings, by F. E.
.Seeley
New Filling Valve for Pintsch
Car Equipment
Schedule for Apprentices
Ten- Wheel. Wide Firebox Loco-
motives
Page
HuUdozing Machine with a He-
cord 329
ARTioi.iCH Not Iu.cstkatkd.
Defects in Pilot and Tender
Couplers 30!)
Temperature and Friction of
Brake .Shoes 311
An Excursion to the American
Trosachs 317
Traveluig Enginetrs' Associa-
tion 318
Back Numbers of M. C. B. Re-
ports 319
jModern Round - house — What
It Ought, to Be 320
Suggestion from hwiss Practice. .321
poeds of Freight I rains 321
Table of Thicknesses of Boiler
shceia by F. K. Ca'^well .323
Flange Wear of Car Wheels 326
Krupp Steel Works .326
Good Staybolt Practice 327
Cost of Maintenance of Equip-
ment 32<!
Impact Tests . 325
Piece- Work vs. Premium Plan.. 325
Editori.m.s:
Trials of Locomotives 316
Hot Driving Boxes 316
Cylinder Bushings 316
Experimental Stage 316
Arrangement for Oealina- \^ith
\ Repairs to Locomotive Trucks 31')
"NORTHWESTERN TYPE" PASSENGER LOCOMOTIVE.
Chicago & Northwestern Railway.
Comparison with Standard Passenger Engines on New York
Central.
The new wide firebox passenger engines for the Chicago &
Northwestern, built last summer by the Schenectady Locomo-
tive Works, and called "Northwestern Type." are specially in-
teresting and the design is believed to be an important one
which is likely to exert a strong influence toward wide fire-
boxes for soft coal. We illustrated the engine on page 237 ol
our August number, and by courtesy of Mr. Quayle and the
fort to the fireman in maintainin); steam pressure. They are
almost smokeless, even when burning western coals. Perhaps
the two fire doors contribute to this, but It seems clear that
the large grate makes It possible to secure advantageous con-
ditions of combustion which are unusual in locomotives burn-
ing soft coal.
Before being delivered to the owners one of these engines was
"broken in" on the New York Central, and the opportunity was
taken to compare it with one of the regular "Empire State
Express" engines, an 8-wheel type, and with one of the heavy
10-wheel passenger engines. No. 2,012. The three engines were
pooled on two trains, Nos. 18 and 51, for five days, with the
resiilts given in the accompanying table, which Mr. A. M. Waitt
of the New York Central has kindly supplied us:
Locomotives Compared on the New York Central.
N. Y. C. NYC.
Engines. No. S70. N. W. No, 2012-
Type 8-wheel. Northwestern. IiJ-wheel-
Weight in working order ISl.OOOIbB. 160,000 lbs. 168.900 lbs-
Cylinders 19x24 20x26 20x28
Driiers .. 70in. SO in 7.iin.
Heating surface 1,974 sq ft. 3,01.08q.ft. 2,908 so. ft.
Gft^arca 30.7 aq ft. 46.28q.ft. 30.580. ft.
Boiler pressure 190 lbs. 20O lbs. 190 lbs.
The Northwestern type gave excellent results, altljough the
trains were too light to show its best work. Its record was
nearly 8 per cent, better than that of the regular 8-wheel en-
gine for this service. It should be said that the 10-wheel en-
gine. No. 2.012, was also at a disadvantage because of the very
light trains. Mr. Waitt expressed confidence in the wide fire-
box and believed that this engine was a step in advance, in-
dicating the lines which future fast passenger engines should
take. He was particularly well pleased with the comparative
smokelessness of the Northwestern engine. Twelve cars
weighing, with the engine. 710 tons were hauled from New
York to Albany by this engine, August 31, on the Adirondack
train. No. 55, and between Poughkeepsie and Albany. 70 miles,
the time of the "Empire State" was made, which on the next
day engine No. 2,012. the 10-wheel type, failed to do.
Mr. Quayle is an advocate of large heating surfaces and great
boiler power. Herein seem to be the features of this engine,
and the grate contributes a large part of the boiler capacity.
The difference between this and the Atlantic type is in the
outside arrangement of the boxes of the trailers. This was
done to spread the points of support at the firebox, reduce the
overhang of the firebox at the sides and support the mud ring
at Its extreme width. It gives a wider base to the engine at
the back end and should produce excellent results in smooth
riding. The inside journal bearings for the trailing axle have
been considered by many as a serious objection to the wheel
Relative Performances of "Northwestern Type" and New York Central Passenger Engines. Compared on New York Central
Trains Nos. IS and 51 (Empire State Express) between New York and Albany.
Records of Fi\'e Consecutive Days.
Engines..
Totals for five days.
Lbs. coal for trains, and used in round house
Number of cars hauled 143 miles
Ton miles
Average, Ave day<.
Lbs. coal per car hauled 143 miles
Lbs. coal per round trip
Lbs. coal per car mile
Lbs. coal per ton mile
N. Y.C.
No. 870.
89.830
65
130. U 4
1,361
17.466
9 52
0 2088
N. W.
No. 1017
1,266
16,190
8 84
0.1925
builders we are now permitted to direct attention to some of
the important details.
The results of the service so far obtained seem to indicate
that this design is a step in the right direction. The reports
which we have seen are entirely satisfactory. The engines
perform their work with ease and with an increase of com-
arrangement of the Atlantic type, and we have heard com-
plaints of hard riding, tending to confirm this opinion, but
whether the difiiculty cannot be overcome in an easy way is
an interesting question. This is rather important, because of
the complication of parts when the boxes are placed outside.
A certain advantage, however, of the Northwestern arrange-
302
AMERICAN ENGINEER Al^D RAILROAD JOURNAL
" Northwestern Type " Passenger Locomotive.
Fig. 1.— Side Elevation and Sections.
2S'-'- 4
A. E.
Fig. 3.— End View and Section of Fireboxi
10^^
Fig. 6.— Throttle and Attachments.
OcT€)BER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 303
Fig. 2.— Longitudinal Section of Boiler.
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Fig. 4.— Frames Showing Supplemental Trailer Frames.
h SK^- 4^—
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Fig. 5.— Journal Boxes for Trailing Axle.
S04
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Fig. 9. -Rear View of Cab.
ment is a good space for the ashpan. The supplemental frames,
shown in Fig. 3. give a very satisfactory support to the mud
ring, and they probably weigh less than the large steel castings
used on the C, B. & Q. "Prairie Type" (American Engineer,
April, 1900, page, 103).
The side elevation, Fig. 1, illustrates the general features.
The rear elevation and section and the photograph. Fig. 9,
show that in spite of »iie width of the firebox, 5 ft. 5% in.,
there is ample room in the cab. The two fire doors are 14 by
16 in. in size, and the deck is wide enough to render the fir-
ing easy. The equalizing system is, for the driving wheels,
as usual, and in front of the trailers a cross equalizer connects
the two sides and takes care of the offset to the trailer springs.
The side view also shows the method of supporting the fire-
box and the construction of the valve motion connections to
get past the front driving axle. The motion is not changed at
the rocker shaft, because both of the rocker arms extend down-
ward and the valve has internal admission. The driving wheels
are 80 in. in diameter in order to give high speed, and the
cylinders are 20 by 26 in. in order to start quickly. The next
step was to provide boiler power to give endurance.
The boiler is seen in Fig. 2. and the firebox in Fig. 3. It
needs no comment, except to direct attention to the long tubes,
16 ft., the sloping back head and straight sides of the firebox
and the thickness of the sheets, which are as follows: Crown
sheet, % in.; tube sheet, % in.; side and back sheets, % in.
The mud ring has lugs forged upon its lower face to take the
weight and receive the fastenings. The outside firebox sheet
is in a single piece, while the inside sheet is in three parts for
ease in renewing the side sheets.
There is nothing unusual about the main frames, but the
outside supplemental frames shown in Fig. 4 are specially in-
teresting. They receive the weight of the boiler at the bat^k
end and over the trailer boxes. These boxes are carried in
heavy pedestals of cast ste<?l bolted to the out.side faces of the
supplemental frames. The method of securing the short and
long frames together at the rear is sbown in the upper view of
Fig. 4. The trailer boxes are shown in Fig. .5. The whole
front is in a single piece and removable after taking out the
screws. Owing to the pos«iblllty of heating, due to the prox-
imity to the firebox the engines were arranged to lubricate
these bearings in several different ways In order to determine
the best method. One had the oil groove in the top of the brass,
another had grooves in the sides of the bearing only, and an-
other had the oil groove at the top of the bearing and also
four plumbago plugs fitted to cavities at the sides. The
holes for the plumbago are % in. in diameter, and % in. deep.
The hub bearings of these boxes are faced with babbitt.
The throttle design is that of Mr. A. S. Vogt. Mechanical
Engineer of the Pennsylvania. By comparing Fig. 6 with the
designs for the Pennsylvania Class E-1 engines on page 170
of our June number the resemblance Is apparent. The throttle
not only has a large leverage for its initial opening and a
faster movement for its remaining movement, but careful at-
tention has been given to the directness of the steam passage
into and through the throttle pipe. It will be noticed that this
valve opens only at the top of the pipe, and the valve being
hollow there is no sacrifice of area while the dryest steam
only is taken. All who have seen this throttle speak in high
praise of it.
The piston valves. Fig. 7, are 11 in. in diameter. They have
internal admission and the packing is in the form of three
narrow plain snap rings, which is considered by these build-
ers to be the most satisfactory packing for piston valves.
The edges of the valves are beveled off outside the rings in
order to make the rings give a clear cut-off edge. This valve
is hollow, light and very simple.
Some interesting indicator cards taken from one of these
engines seem worthy of reproduction. We have selected three,
which show the effects of good steam and exhaust passages,
high horse-power and low back pressure.
Cards Nos. 170 and 174 were taken on train No. 15 between
Albany and Utica on the line of the New York Central, and No.
83 was taken while the engine was pulling the Empire State
Express at 69 miles an hour.
For convenience in comparing this engine with others having
similar wheel arrangement the table on page 304 is repro-
duced by courtesy of Mr. L. R. Pomeroy, of the Schenectady
Locomotive Works. It is at once apparent that this is a won-
derfully powerful engine when compared with others in this
list. It does not. however, represent the limit of capacity for
four coupled wheels, and one of its strongest advantages is that
the boiler may yet be made more powerful by using longer
tubes and wider grates. It is but a step from this design to
one like Mr. Delano's "Prairie Type," but with three pairs of
80-in. drivers and 20-ft. tubes. Such an engine will soon be
built by another road and it will be worth watching.
Mr John A. Secor. Engineer-in-Chief of the General Power
Company. New York, read a valuable and timely paper before
the New York Railroad Club, at its September meeting, upon
the sub.iect of internal-combustion engines. After reviewing
the I'iS-tory of thit type of engine, and showing its advantages
over steam In economy, the question of fuel was considered,
and the very great advantages of oil over gas and the lighter
petroleum products were clearly brought out. The speaker
outlined the qualifications of a successful internal-combustion
engine and led up to his solution of the problems in the engines
of his design. These use oil. which is available everywhere,
they are of Ihe vertical type and most simple in construction.
The.7 di not require a "carburetter" and they appear to be ad-
mirably adapted to railroad work in shops and elsewhere.
The Marconi system of wireless telegraphy has been definitely
adopted for the British navy, and, according to "The Engi-
neer," 25 sets have been purchased. Marconi gets $500 royalty
per year on each set. There seems to be no question among
Pritieh jiaval men that this Is tbe best wireless system,
306 AMERICAN ENGINEER AND RAILROAD JOURNAL.
POUR-WHEEL PASSENGER CAR TRUCK.
With 5 by 9-inch Journals.
Illinois Central Railroad.
This truck at the first glance appears to be merely a design
for the use of 5 by 9-in. journals in passenger equipment. It
is not for novelty in design that it is presented, but because
it represents an effort at improvement in passenger car prac-
tice which has now fairly begun and seems likely to lead to
rather radical changes.
total weight, and at present prices the difference in cost will
probably be about $500 per car in the first cost. This is ac-
companied by an important saving in maintenance of two steel
wheels, two axles, pedestals and bearings, and a large num-
ber of accessory parts in each truck, to say nothing of the
frames themselves. In a train of 15 Pullman cars, provided the
four-wheel truck can be used, the saving in weight would be
about 93,000 lbs,, or more than the weight of one of the heavy
cars.
Other roads, following the example of the Illinois Central,
have already considered the subject, and several entirely new
passenger truck designs may be expected. It is important to
Four-wheel Truck, with 5 by 9-in. Journals. For Heavy Passenger Cars.
Illinois Central Railroad.
This truck, which is illustrated through the courtesy of Mr.
Wm. Renshaw, Superintendent of Machinery of the Illinois
Central, and Mr. W. H. V. Rosing, his assistant, was designed
to enable that road to use four-wheel trucks in place of present
ones with six wheels, under buffet and smoking cars, in the
hope that they will be found sufficiently satisfactory for use
under other cars now having six-wheel trucks. The object is
to save weight and expense of construction and repairs. If
the riding qualities of the six-wheel truck can be secured with
a saving of four wheels, two axles and the accompanying parts
for every car, the idea will at once be accepted as a marked
improvement in a direction in which there has been little
change for a number of years. The six-wheel trucks for heavy
passenger cars are very strong and in many ways satisfactory.
They have, however, grown in weight and in number of parts
entirely out of proportion to the loads they carry, until the pres-
ent truck of the Pullman type is a complex and complicated
combination of wood, iron and steel, the number of parts in
which must be seen as spread out for assembling in order to
be appreciated. Wooden members originally sufficed for the
frames. Steel reinforcements were added as the weights of
cars increased, and very little thought has been given to the
question of cost and weight as long as good service was given.
It Is hoped that this new design will be successful enough
to bring to the subject of trucks the attention it merits.
The earlier six-wheel trucks had 3% by 7-in. journals. These
have given place in many c^ses to 4^4 by 8-in. journals, and to
get sufficient strength for carrying the weight on four wheels
Mr. Renshaw uses the 5 by 9-in. M. C. B. journal and axle.
The equalizers are 6 in. deep and the frames are made stronger.
No other novelties are seen in the drawing.
About 3,000 lbs. per truck are believed to be saved in the
reduce the weight of passenger trains in every practicable way.
In order to insure complete success in this direction, however,
improvements in the spring arrangements will be needed, or
the four-wheel type will fall short of the six-wheel in smooth
riding.
Since this description was written we have received from Mr.
A. M. Kittredge, Vice-President of the Barney & Smith Com-
pany, builders of the new trucks for the Illinois Central, the
following information. The new four-wheel trucks, with 5 by
9-in. journals, weigh 29,900 lbs. per set, and the cost to-day
would be about $1,250 for two trucks. The standard Illinois
Central six-wheel trucks weigh about 36,100 lbs. per set, and
they would cost to-day about $1,825 per set. This places the
saving in weight per car at 6,200 lbs. and in cost at $575, to say
nothing of the saving in maintenance.
CLOSING OF THE ROGERS LOCOMOTIVE WORKS.
Upon the death of Mr. Robert S. Hughes, President of the
Rogers Locomotive Works, Mr. Jacob Rogers, the chief owner,
who has not been active in the management for ten years, de-
cided that he did not wish to continue the business on account
of his age and the necessity for new equipment to place the
plant in a favorable position for competing with the other
builders. The plant at Paterson, which has been in opera-
tion since 1852, was never favorably situated, having no rail-
roa'l connection, and the continuance of the business probably
appears tc Mr. Rogers a serious undertaking. Efforts have
been made to buj and continue the works, but they have, we
believe, been unsuccessful. Many of our readers will learn
with regret that the works will close when the present orders
are completed, probably in December.
OCTOBER.1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 307
LOCOMOTIVE DESIGN.*
By F. J. Colo, Mtichanical Engineer, Rogers Locomotive Works.
Traction Force and Adhesion.
Uniilie other forms of steam engines or motors of various
Icinds, the power of a locomotive is not usually estimated as of
so many horse-power, either for comparison or for determin-
ing the weight of trains which can be hauled, but rather as
having a certain amount of tractive force in pounds. In order
to properly proportion the boiler, so that ample grate area,
heating surface, etc., is provided to generate steam in sufficient
quantity, it is often desirable to know the amount of horse-
power which a locomotive can develop at different speeds, but
the tractive force of an engine is the usual measure of its
power.
By the tractive force is meant the push or pull of the cylin-
ders on the crankpin, reduced to the point of contact of the
tire and the rail. By making suitable deduction for the power
required to overcome the internal friction of the engine, and
also the power required to move the engine and tender, the
tractive force will equal the drawbar pull at the rear of the
tender. The theoretical tractive force is expressed by the well-
known formula:
d= X L X P
T =
W
where T =^ tractive force in pounds
d = diameter of cylinder in inches
L = stroke in inches
W = diameter of driving wheels.
P =Mean effective pressure in pounds.
The power of the two cylinders at the point of contact be-
tween the wheels and rail is given in the above formula, the
form in which it appears being an abbreviation or cancellation
of the entire formula
2 (d= .7854) X L 2 d= X L
T = -
W 3.1416 W
Tables No. 1 and No. 2 give the tractive force per pound of
mean effective pressure on the pistons for various sizes of
cylinders and wheels. In calculating the maximum tractive
force it is customary to assume that the mean effective press-
ure at slow speeds — say under 200 ft. piston speed per minute —
is equal to about 85 per cent, of the boiler pressure. For ex-
ample, a locomotive having 20 x 28-in. cylinders with drivers
of 62-in. diameter and 200 lbs. boiler pressure, would have a
tractive force of 180.6 X .85 X 200 = 30,700 lbs. While the
M. E. P. is usually taken at 85 per cent, of the boiler pressure,
this is only an approximation, as the range is between 83 and
88 per cent. Table No. 3 shows the various percentages of
pressures from 140 to 250.
Probably the simplest and clearest way to consider the power
of a locomotive is to use the same unit of work, "the foot-
pound," which is the universal measure of work or energy
among English-speaking people.
An impression seems to exist that under certain conditions,
a locomotive is capable of pulling up a grade a load greater
than can be accounted for by the usual rules governing the
tractive power, and that the generally accepted formula does
not always account for all the power which an engine can
exert. Accounts of phenomenal train loads have occasionally
been published by means of which the writers have endeavored
to prove that the energy exerted was greater than could be
accounted for by ordinary rules, even if the mean effective
pressure was equal to that in the boiler. If the work per-
formed by the locomotive is estimated like other kinds of
work in foot-pounds, it may, perhaps, be more clearly under-
stood.
The thrust of both the pistons multiplied by four times
•For previous article see page 176.
the stroke In feet is the number of foot-pounds of work done
during one revolution of the driving wheels. This divided by
the circumference of the wheel in feet, will equal the number
of foot-pounds of work the engine is capable of exerting. For
instance, if the cylinders are 20 in. in diameter and 28 In.
stroke, the drivers 62 in. in diameter, average steam pressure
170 lbs. on the pistons during the entire stroke:
2 X 20^7854 X 2.33 X 2 X 170
F = ■ = 30,700 lbs.
16.23
or exactly the same result found by the usual formula.
The tractive force of a locomotive may be briefly described
as the force exerted to propel it and to haul the train to which
it is coupled. To find the proper diameter of cylinders when
tractive force, stroke and diameter of driving wheel is given:
D = VT W
I
when T = the tractive force per pound of M. B. P. Ex-
ample: Required the diameter of cylinder for a tractive force
of 129 lbs., when the diameter of the driving wheel is 72 ins.
and the length of stroke is 26 ins. Then:
D VT W = |/ 129 X 72 = 18.9
2 26
To find the diameter of the driving wheels.
D-L
W:
To find the length of the stroke,
TW
To find the tractive force,
D=L
W
If the tractive force exceeds the adhesion the drivers will
slip. Speaking in a general way, the weight on the driving
wheels should be from 4 to 4^ times the maximum average
tractive force, when the M. E. P. is taken at 85 per cent, ol
the boiler pressure.
In the proceedings of the Master Mechanics' Association for
18S7 the committee appointed to report on the proper propor-
tion of locomotive cylinders and driving wheels recommend
the following ratios of tractive force to weight on drivers:
Passenger engines, 4 to 1.
Freight engines, 4.25 to 1.
Switching engines, 4.50 to 1.
Diameter of driving wheels to be taken with tires half worn
out.
Since this report was made pneumatic sanding devices have
come into very general use, by means of which small quantities
of sand may be blown under the wheels for comparatively long
distances without exhausting the supply, as formerly was done
when hand-operated sandboxes were used exclusively. Taking
this into consideration, together with the fact that fractional
parts of an inch are introduced into the wheel diameters by
assuming the tires to be half worn out, it is more convenient
for comparison in calculating the tractive force to consider
the wheels to be the full diameter and not half worn out. On
this basis, even with the most approved form of sanding ap-
paratus, it is not considered good practice to make the total
weight on the drivers less than four times the tractive force
when the M. E. P. is assumed to be 85 per cent, of the boiler
pressure. For very heavy engines built for exceptional service,
good results can often be obtained with a ratio of 4 to 1 or a
co-efflclent of adhesion of 0.25. For general freight or switch-
ing service the ratio should not be less than 4.2 or a co-effi-
cient of 0.238.
The co-efficient of adhesion between the revolving steel tires
and steel/ rails, which may be described as the resistance to
SOS AMERICAN ENGINEER AND RAILROAD JOURNAL.
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OCTOBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 809
slipping,' varies accor'ding to the condition of the rail, whether
the surface Is wet or dry, covered with snow or ice, sanded or
clean. Considerable discrepancy exists in the figures given by
the dilTerent authorities as to the exact relation between the
adhesion on the rail and the weight on the wheels.
In a paper entitled "The Effect of Bral<es upon Railway
Trains," read by Captain Galton before the Institution of Me-
chanical Engineers, this authority says:
"On dry rails it was found that the co-efflcient of adhesion of
the wheels was generally over 0.20. In some cas«B it rose to
0.25 or even higher. On wet or greasy rails without sand, it
fell as low as 0.15 in an experiment, but averaged about 0.18.
With the use of sand on wet rails it was above 0.20 at all times;
and when the sand was applied at the moment of starting so
that the wind of the rotating wheels did not blow it away, it
rose up to 0.35, and even above 0.40.
These experiments seem to be the most reliable that have
been published. They agree with the conditions noted in run-
ning locomotives of various ratios of adhesion to weight on
drivers. For all practical purposes the question may be thus
summed up: The adhesion should not be assumed to be more
than one-fourth of the weight on the driving wheels, and for
TABLE No. 3.
ordinary conditions, less than one-fifth of the weight on the
driving wheels — or expressed differently, the co-efflcient of ad-
hesion for locomotives should not be considered as more than
0.25 or less than 0.20. The working range of proportions ex-
isting between the weight on drivers and tractive force may
be summed up in these two figures, except in th» conditions
noted below. The limitation of one-fifth is often exceeded in
passenger engines with very large wheels. In such cases the
amount of tractive force is a secondary consideration to the
necessity of having cylinders small enough and a boiler large
enough, so that the amount of steam which the boiler can
generate will be ample for the varying conditions of fast
passenger service. No useful end seems to be gained, so far
as the adhesion is concerned, by making the tractive force less
than one-fifth of the weight on the drivers.
The co-efl3cient of adhesion existing between a revolving
wheel and the rail is independent of the velocity. It is prac-
tically constant for all speeds, and only varies according to the
character of the surfaces in contact. A very marked distinction
must be made between the co-efiicient of adhesion when the
wheels are rolling and the co-efficient when the wheels com-
mence to slip. In the first case the minute projections and de-
pressions existing in the tire and rail may be said to fit into
each other as the wheel rolls on the surface of the rail, inter-
locking, as it were, in a somewhat similar manner to a rack
and pinion. After the wheel commences to slip, the resistance
decreases rapidly as the speed increases in a similar manner
to the well-known facts regarding the variation of friction ex-
isting between a brake shoe in contact with a wheel revolving
at different velocities.
The very great decrease in friction when a wheel commences
to slip is perhaps best shown by further reference to Captain
Galton's experiments.
Although these co-efficients were obtained from slid steel
tired wheels on steel rails, where the wheels were held from
revolving by the brake shoes, and the stationary wheels were,
therefore, drawn along the rails, yet it is thought the resulta
are about the same as if the wheels were revolved In the same
spot without moving along the rails. The following table gives
approximately the co-efllcient of friction derived from these ex-
periments:
Dynamic Friction Between Wheel and Rail.
Approximate velocity.
Feet per second.
Miles per hour.
Co-efflcientof friction.
Steet tiresicfl rail.
Just coming; to rest. . .
243
10
6.8
088
20
13.6
. . .072
10
27.3
.34.1
070
SO
IJ6S
00
40.9
0.S7
70
47.7.
C40
80
54.5
... os«
88
60.0
027
To obtain the best results in starting or when pulling the
maximum load, it is evident that the tractive force should
always be somewhat less than the minimum adhesion. At the
moment of slipping the co-efflcient of adhesion decraaaes to
such an extent that it is necessary at once to shut the throttle
until the wheels cease to slip. By using sand it is possible to
get over short stretches of wet, slippery track, but the weight
on the drivers should always be sufficient to "hold the engine
to the track" under ordinary conditions of service.
A mistake in the engraving of Fig. 1 in Mr. Coles' article on
"Mean Effective Pressure and Horse-Power," page 176 of the
June issue of this paper, has just come to our notice. The
words "Percentage of Increase of Speed," were wrongly added
by the engraver to this diagram. They apply to Fig. 4, but
not to Fig. 1.
DEFECTS IN PILOT AND TENDER COUPLERS.
Notwithstanding the number of different designs of couplers,
a committee of the Southern and Southwestern Railway Club
finds that "none of the manufacturers of automatic couplers
for front ends of engines or back ends of tenders have as yet
supplied the wants of the service for which they a.re in-
tended."
A more flexible and elastic coupler is desired with limited
vertical and lateral motion to prevent the excessive wear of
knuckles and guardarms. This is particularly important where
double heading is practiced, because of the constant vibration
of the couplers. The semi-rigid type is criticised because of
breakage of fastenings and drawbars as a result of the rigidity.
The solid castings so often used at the rear ends of tenders
are also too rigid. They frequently break in a way to make
temporary repairs impossible and they cannot be used suc-
cessfully on curves of more than 7 degrees.
This committee does not favor the drop or swing type of
pilot coupler because when made strong enough for double
heading they are unwieldy and heavy. The danger of cattle
being knocked down by the bull-nose type of pilot coupler
seems to the committee too remote to render this simple type
objectionable.
In the opinion of this committee tne most desirable form of
coupler for double-heading would consist of the standard au-
tomatic coupler, with the buffer block and yoke as per M. C. B.
drawing No. 11. for both pilot and tender, the details of at-
tachment to tender to be such as the height of the engine and
tender might require to maintain the standard height: the
question of vertical and lateral motion to be allowed to be
determined by the topography and curvature of the particular
locality in which the device was to be used, but in general it
is the opinion of the committee that the fiexibility allowed as
per M. C. B. recommended practice, drawing B, will be found
sufficient.
• This is from a mean of three experiments only.
310
AMERICAN ENGINEER AND RAILROAD JOURNAJL.
EXPRESS CAR FOR TRANSPORTATION OF HORSES.
New York Central & Hudson River Railroad.
The statistics of the larger express companies show a great
increase during the last few years in the transportation of
horses by express in passenger trains. This increase is un-
doubtedly stimulated if not entirely caused by improvements
in methods of caring for horses on trains, and on a number
of roads it has been found necessary to provide special equip-
ment for this purpose. As owners of expensive horses are ex-
ceedingly critical of the accommodations the railroads have
devoted considerable attention to the arrangement of these
the movable partitions, the desired result being the best pos-
sible car for horses without causing inconvenience when used
in other business.
Each of the cars will carry 16 horses. The arrangement of
stalls is shown in Fig. 1. There is a section for four horses
at each end of the car, and a double section for eight more
at the center. Fig. 4 shows the form of the stall partitions, and
it will be seen that cast-iron projections at the lower ends of
the posts fit into holes in the floor to locate and secure the
posts at the bottom. The upper ends are secured to partition
supports of 2-in. pipe, extending across the car over the stalls
and supported in iron fixtures. The posts are secured by pins,
and when the car is wanted for other purposes the partitions
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cars, and as they have been obliged to provide for this trafBc
in cars which are used for a large part of the time for other
business the problem is rather an interesting one.
Through the courtesy of Mr. A. M. Waitt. Superintendent of
Motive Power of the New York Central & Hudson River Rail-
road, we have received drawings showing the arrangement of
ten new cars for the transportation of horses and other ex-
press business, which have just been built at the West Albany
shops. The details of this design were worked out by Mr. F. M.
Whyte, Mechanical Engineer of the road, under the direction
of Mr. Waitt.
The officers of the American and National Express Com-
panies expressed to the writer their entire approval of this
construction. The easy riding qualities of the cars are espe-
cially appreciated. The car bodies are the same as the standard
60-ft. express cars of the road, except that at one end an 8-ft.
door is provided, the door at the other end being 4 ft. 6 in.
wide; the trucks are the standard 6-wheel type for passenger
equipment, which accounts for the easy riding. The design
throughout shows care to make a convenient arrangement of
are raised a little and moved along the floor to one side of the
car, where they are out of the way. The pipe portions of the
cross bars are then taken down and are carried upon
the permanent portion shown at the left in Fig. 3, which is
made in the form of a hook to receive and hold them. In this
condition the car is unincumbered and unobstructed, except as
regards the space occupied by the partitions, which are closed
against the wall. There are no loose pins, keys or fittings, no
bolts or nuts to be turned, and the whole arrangement is most
convenient. At the center of the car gates are fitted, and the
smaller one may be swung for the convenience of the attend-
ants when the stalls opposite the small gate are not occupied.
There is no padding whatever about the car, but great care
has been taken to leave no sharp corners exposed. The detail
of the partition shows that the horse's head comes far enough
to the left, as shown in this view, to avoid hitting the cross
bar, and this engraving also shows the partitions to be high
enough to prevent the horses from reaching their heads over
them. The large door is for carriages. The cars are provided
with Pintsch gas and steam heat, and they are also ventilated,
OoToBEE, 1600. AMERICAN ENGINEER AND RAILROAD JOURNAL. 8il
TEMPERATURE AND FRICTION OF BRAKE SHOES.
-_^,^j^----:--4:44_
Fig. 4.— Details of Partition.
Fig. 2.— Framing of Car.
special care being taken to prevent drafts. A bridge for load-
ing horses upon the cars is ingeniously arranged to be slung
under the car on top of the truss rods. It is obvious that the
pai'titions and cross bars may be kept at terminals, where
they can be applied when necessary, but it is understood that
they will be kept in the cars ready for use at any time.
Plush-covered seats, intricate fret and grillework, carved
panels, carpets and boxed heating pipes are to be excluded
from all future passenger equipment of the Big Four and
Chesapeake & Ohio as a sanitary measure.
Reviewing the exhibits of locomotives at the Paris Exposi-
tion in the "Engineering Magazine," Mr. Charles Rous-Martin
mentions the following points which seem to him most sig-
nificant:
The enormous preponderance of the compound type of engine
over the simple high-pressure type.
The comparative scarcity of eccentricities in design.
The immense increase in size and weight of locomotives since
the last Exposition,
Tne specially huge size and power of certain Russian en-
gines.
The almost universal employment of coupled wheels in ex-
press engines and the consequent all but complete disappear-
ance of the single-driven type.
The large augmentation of heating surface and steam press-
ure.
An investigation of the effect of increase of temperature
upon the friction of brake shoes which throws more light upon
the subject than it has ever before received is recorded in a
paper by Prof. R. A. Smart, of Purdue University, read last
month before the Western Railway Club. The experiments
appear to have an Important bearing upon the prospective
specifications of the M. C. B. Association for brake shoes. The
paper is admirably arranged and thoroughly illustrated by aid
of diagrams. The conclusions are summarized as follows:
So far as the writer is aware, no reliable information has
been obtained heretofore on the effects of temperature, a fact
which is easily explained by the difficulties attending such in-
vestigations. In fact. It is wellnigh impossible to carry out
the experiments with a great degree of refinement or to arrive
at other than general conclusions. This, however, has been
done in the investigation under consideration, and the gen-
eral conclusion reached is put forth with confidence as one
which is accurate for all practical purposes.
The tests upon which the conclusion is based involve ranges
of temperature of the shoe up
to 1,500 degrees Fahr., speeds
of from 40 to 60 miles per
hour, and normal pressures of
from 2,800 pounds to 6,840
pounds. They also involve
continuous runs of about live
miles in length and from live
to ten minutes in duration. It
is believed that the range of
temperature mentioned is
sufficiently high to embrace
all but the most extreme con-
ditions of service.
The conclusion drav.n from
these results confirm.^ the one
already stated; i. e., that with-
in the limits of the tests the
temperature of the rubbing
surface does not affect the co-
fcUicient of friction.
The coefficient of friction of brake shoes decreases with in-
crease of pressure.
The coefficient of friction of brake shoes decreases with in-
crease of speed, except from about ten to twenty miles per
hour, between which speeds it increases slightly.
The coefficient of friction of cast-iron brake shoes is prac-
tically constant with variations in temperature of shoe and
wheel within the limits of the experiments.
In view of the variable action of the majority of brake
shoes while under test, it seems to the writer that it would be
unwise to attempt to specify very narrow limits for the fric-
tlonal qualities of shoes. A possible plan would be to choose
some standard speed (or, possibly, two speeds) and prescribe a
range of performance for different pressures within which the
mean coefficient of friction of all shoes must come.
In order further to insure a sufficient degree of uniformity
in the friction of each shoe during the length of the applica-
tion, it should be specified that the coefficient of friction at a
certain number of feet, after the application commenced, should
not be less than such a per cent, of the mean coefficient of fric-
tion, and that the coefficient of friction a certain number of
feet from the stop should not be more than a certain per cent,
above the mean coefficient of friction, and should be less than
a certain fixed limit. This arrangement would provide an ele-
ment of elasticity which would cover the unavoidable varia-
tions in the results of tests, and at the same time would secure
a degree of uniformity which would, in great measure, remedy
existing evils.
1-8- -•" .''=f-^6-.a 4(
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S12
AMERICAN ENGINEER AND RAILROAD JOURNAL.
Wide Fireboxes and Large Driving Wlieels.
A New Design for Passenger Service-Lehigli Valley Railroad.
WIDE FIREBOXES AND LARGE DRIVING WHEELS.
on
The tendency toward the use of wide fireboxes for bituminous
coal-burning engines is becoming pronounced, and many indi-
cations point to a general adoption of this practice. It is rather
radical, but we have not yet heard a single unfavorable criti-
cism of either the "Prairie" or "Northwestern" types as far
as the size of the firebox is concerned, and we know of three
entirely different designs of wide firebox engines for soft coal
which are likely to appear during the approaching winter. We
believe this to be a very important step in locomotive design,
and it should be studied most carefully. Much has been
said about having nearly approached the limits of weight and
power (particularly of fast passenger engines), but it seems
probable that the use of larger grate areas places the time
for reaching the limits further into the future.
It is perfectly natural to turn to new wheel arrangements in
the desire to use wide gratet, and this tendency has and prob-
ably will continue to explain the appearance of a number of
Interesting locomotive designs. It seems to be an appropriate
time to raise the question whether or not existing types, such
as the eight-wheel, Atlantic, and 10-wheel arrangements will
not sufiice, and whether they will not all work out satisfactor-
ily with wider grates. As to the Atlantic type there is no ques-
tion but it would be well to try the other two-wheel arrange-
ments with the large grates.
This suggestion involves the difllculties of high boilers and
shallow fireboxes, but since a large amount of passenger service
is too heavy for anything less than a six-coupled engine it
seems worth while to experiment in both of these directions.
The necessity for deep fireboxes for soft coal is strongly urged
by many designers, but the question whether the advantages
of depth may not be obtained by shallow boxes made longer
and fitted with bridge walls does not seem to be settled, and
it may be found that large wheels and wide fireboxes can be
combined without inconvenience or loss in combustion due to
short flame-way in a vertical direction.
The recent ten-wheel designs for hard coal on the Delaware,
Lackawanna & Western, the Central Railroad of New Jersey and
the Lehigh Valley, illustrated in our September number and
in the present issue, are commended to the attention of those
who are designing wide firebox passenger engines for soft coal
burning. In the case of the Lehigh Valley 72-in. driving wheels
are placed under a firebox 7 ft. 6 ins. wide. Mr. F. F. Gaines,
Mechanical Engineer of this road, expresses his opinion
this subject in a recent communication as follows:
To the Editor:
In reading your article on page 92 of the September issue,
"What is the Ideal Fast Passenger Engine?" it occurs to me
that a 10-wheel type of engine with a wide firebox and an
S4-ih. driver is not altogether out of the question. I enclose
you blue prints [Two of which are reproduced — Editor] show-
ing the side elevation and the cross-sections and elevations of
the boiler for a 10-wheel engine having 72-in. driving wheels
and a firebox 7 ft. 6 ins. wide.
The drawings in questlMi are for 10-wheel engines that
are to be built in the nearTuture for this road, and are to be
used in heavy passenger service between Easton and Wilkes-
Barre; they are intended to handle our heavy through trains
betwei'n these points without the aid of a helper, where now
we have to have a helper from Mauch Chunk to Wilkes-Barre.
Th.' enginfs, as you will observe, are four-cylinder com-
pounds having cylinders 17 and 28 by 26 ins.; the boiler is 64
ins. in diameter, of the wide firebox type, to carry 200 lbs. of
;;team: ihe grate area is 71.25 sq. ft.; heating surface of tubes,
2,536.59 sq. ft.; heating surface of the firebox, 171.71 sq. ft.;
total, 2,708.3 sq. ft. The drivers are 72 ins. in diameter over
tires; main journal, 10 by 12 ins.; front and back journal, 9 by
12 ins.; and engine truck journal, 6 by 12 in. The weight on
drivers is 13o,000 lbs., and the weight on the truck 45,000 lbs.
Owing to the limiting weight on drivers, in order that the
boiler a;j tiliown might be used, it was necessary to figure very
closely on the weights of the remaining parts, and with this
end in view, cast steel has been largely used. The frames,
driving wheel centers, equalizers, guides, grate bearer, rockers
and driving boxes all being steel castings, phosphor bronze
shoes and wedges are used in connection with the steel driv-
ing boxes.
The center of the boiler above the rail is 110 ins. In the Sep-
tember issue of your paper the D., L. & W. engine shown gives
this distance as 114 ins. By taking the engine in question, and
raising the boiler 4 ins. higher we could increase the driving
wheels in diameter the same amount, which would then give
us driving wheels 76 ins. In diameter.
By inspection of the boiler you will readily see that by
either using a combustion chamber and brick wall, or by using
a brick arch of the general type used in soft coal engines, we
would be able to raise our grates fully 8 ins. higher, and
OCTOBER, 190U. AMERICAN ENGINEER AND RAILROAD JOURNAL 313
HOT JOURNALS.
From the Standpoint of Oil Pressures Between Bearing
Surfaces.
Section Through F rebox.
accordingly increase our driving wheels the same amount,
which would then give us an 84-in. driving wheel. I do not
consider the problem at all impossible, but practical, if the
circumstances demand it, although it involves the use of either
the combustion chamber or brick arch to attain the end in view,
either of which, in my estimation, should not be used, unless
the necessity is very great for the large diameter of driving
wheel. An engine with drivers 76 ins. in diameter, which can
be obtained in the 10-wheel type without going to the brick
arch or combustion chamber, will haul a heavy train at a suffi-
ciently high speed for all practical purposes, if this type of
engine is desirable.
I think, however, in comparing the Atlantic and 10-wheel
types of engine, some of the principal advantages of the At-
lantic type have been overlooked entirely; with the Atlantic
type sufficient tractive power can be obtained on two pairs of
drivers to haul any reasonable weight of train, as only in
starting will the maximum adhesion forces be brought into
play, and that only for a few moments — by the use of sand
sufficient adhesion can be obtained to start the heaviest trains
— and when once started the tractive power rapidly drops
down, due to working the engine at shorter cut-offs, so that
the relation between cylinder tractive power and adhesion is
well within the limits of good design.
I might say further, in regard to the Atlantic type, that
with engines on heavy fast-passenger trains, the limiting fac-
tor, as far as power is concerned, is the boiler, and that in
nine cases out of ten the actual tractive power is not a factor.
The problem then presents itself of providing a boiler of suffi-
cient size to provide steam for heavy fast runs; if such a boiler
could be carried safely on two pairs of driving wheels, it would
undoubtedly make the ideal engine, but experience has shown
that it cannot be so carried, consequently the question resolves
itself into a choice of the use of one of two designs, either the
10-wheeler or the Atlantic type. For exceedingly heavy trains,
where the actual tractive power may be a factor, then of course
it requires the 10-wheel type, but where it is not so much a
question of tractive power as it is the free supply of steam
at a liigh pressure in large quantities, the problem is much
better solved, for the reasons already given, by the use of the
Atlantic type.
The foregoing being true, the advantages of the Atlantic
type are incontestable in that the rod connections are fewer
and the rigidity of the engine is less; consequently the cost of
repairs and liability of failure are both greatly reduced. Both
of these items being of enough importance in my estimation to
consider t'ie Atlantic type of engine for a good many years
to come as the best type for fast passenger service.
F. F. GAINES.
Mechanical Engineer, Lehigh Valley Railroad.
While It is difficult to say anything really new in regard to
lubrication of journals it la clear that one phase of the subject
is comparatively little understood, although there are evidences
of the appreciation of difficulties In connection with It. The
proper method of getting oil to the journals is referred to. It
has long been understood that the pressure Is greatest near
the top of the bearing of railroad axles, and doubtless a great
deal of the difficulty with hot boxes may be overcome when
this fact is appreciated in Its relation to the proper method of
getting oil to the bearing surfaces.. It seems clear that locomo-
tive driving journals need a little different treatment from that
which they have usually received. Recently a review of the
subject of hot bearings by Mr. Josef Grossmann, Inspector of
the Northwestern Railroad of Austria, appeared in an Austrian
publication* for a translation of which we are indebted to Mr.
A. Christianson. This review is commended to our readers
because Mr. Grossmann discusses a subject of special interest
in its application to driving Journal lubrication.
The question is to design bearings so as to bring the lubricat-
ing oil between the journal and the bearing and prevent it
from working out. The chief cause of hot bearings Is a de-
ficiency of lubrication. Fig. 1 represents two bodies between
which a layer of lubricating oil, m n, is drawn to an enlarged
scale. The lubricant may be imagined to take the form of a
series of a parallel oil layers, of which those nearest the
metallic surfaces are held by a strong capillary force, drawing
the oil into the pores of the metal. The oil layers between
these furnish material upon the sliding process is carried out
and the resistance of the oil layers against the motion of the
two bodies constitutes the frictional resistance. Petroff has
demonstrated that the conduct of the different oil layers by the
sliding movement of two solid bodies is similar to the action
ot different liquids in a Poiseuilleshe's tube; that is, as soon as
sliding begins the middle layers, which move easiest, have the
highest velocity and the velocities decrease until the outside
layers are reached and these being in contact with the sliding
surfaces do not move at all with reference to those surfaces. It
is necessary to insure the presence of the middle layers in
order to avoid a retardation of motion and consequent friction.
On the application of pressure to a bearing some of the mid-
dle layers will be forced out and the outside layers will come
closer together, which necessitates the replacement of the mid-
dle layers with new oil. If this is not done the bearing sur-
faces will come closer and closer together until the danger of
a hot bearing is reached and finally even the outside layers may
be scraped off, giving direct contact between the surfaces,
which is sure to cause trouble.
The load per square inch in Austrian railroad practice varies
between 450 and 750 lbs.. Increasing at times to 1,185 lbs.; for
tenders it is sometimes as high as 1,575 lbs. It is apparent
that the oiling process in a great majority of railroad bearings
take place under unfavorable conditions. A journal and bearing
with the oil layer drawn to an enlarged scale is shown in Fig.
2. It is clear that each part of the bearing transmits load to
the journal in proportion to Its projection upon the journal
and that the major part of the transfer is at the crown, where
the greatest wear will occur. If the oil layer is taken away and
the bearing placed directly upon the journal the bearing will
transfer the load only through two narrow surfaces. Fig. 3.
But if the bearing is not exceedingly strong it will spring and
cramp the journal. If strong enough the greatest pressure
will be at a b. When oil is brought to the bearing surface at the
place where there is no load it may not be able to get in be-
tween the bearing surfaces, the pressure on the sides of the
journal may be great enough to prevent the entrance of oil,
•Zeitschritt des Oesterr. Ingenleur.
314 AMERICAN ENGINEER AND RAILROAD JOURNAL.
which is at once sufficient cause for heating. It will be under-
stood that the space between the journal and the bearing in a
radial direction will be very small at most, merely the thick-
ness of the oil. The cramping of bearings wa.s first brought
to the author's attention through Mr. Woodbury's paper before
the American Society of Mechanical Engineers in 1885. In
1884 Herr Helmholz of Hanover called attention to the fact
that the journal bearing of a roll after running hot had con-
tracted so mucu toward the journal that a piece of tin could
be passed between the journal bearing and the frame jaw in
which it fitted closely before the heating. In his opinion the
closing up on the journal was the cause for hot running and
to remedy this the bearing of Fig. 4 was used in which bolts
were employed to prevent the gripping of the journal. The au-
ing oil will be scraped off by the edge, k. But if the oiling
is done from the top, as in Fig. 6. no oil can get to the bearing
surfaces at all. [The fact that oil does occasionally get to such
bearings is undoubtedly due to the end motion of the journals,
and probably to this alone. — Editor.]
The action of the oil in oil holes at the top of bearings loaded
on top is discussed in the proceedings of the Institution of
Mechanical Engineers (England) for- 1883, describing exhaust-
ive tests of the frictional resistance of journal bearings lubri-
cated in different ways.
The fact is here communicated that in spite of oil leaders
and the presence of sufficient oil, not one drop got in between
the bearing surfaces, where it was expected to go. The tests
employed bearings as shown in Figs. 7, 8 and 9, also different
Fip. 10
^ Fig. 7 Fig. 8 Fig. 9
Hot Journals from the Standpoint of Oil Pressures Between Searing Surfaces.
thor's method for overcoming this difficulty will be referred to
later. His idea is shown in Fig. 10. It is not unlike the method
of providing clearance on trucks and driving brasses on some
American roads.
The location of the oil cavities and leaders has much to do
with hot bearings. A distribution of the oil is very unsatisfac-
tory in the usual method, because the oil leaders are generally
located in the area of greatest load. The grooves soon wear to
sharp edges by which the oil is scraped from the bearing sur-
face and forced up through the oil hole if this is located at
the top of the bearing. If the oiling is done from below by a
swab or packing, Pig. 5, and the bearing is made of such shape
as to avoid the closing in, at least the front half will be oiled.
The other half will run more or less dry, because the lubricat-
oil cups were used. Hot running always took place with a
journal having an oil cavity arranged as shown in Fig. 7, even
with a load of 105 lbs. per square inch, but when the load was"
removed for only a moment some oil got in between the bear-
ing surfaces to be again forced out upon the application of the
load and the oil raised immediately to its former height in thp
oil cup. Even the rounding off of the edges of the oil cavity
did not suffice, and the test proved that no oil could get be-
tween the bearing surfaces under these conditions.
■With the bearing of Fig. 8, oiling took place up to a load of
400 lbs. per square inch when heating commenced. The bear-
ing shown in Fig. 9 was then tried, the oil leaders being the
same as used in British locomotive practice, but this journal
also refused to take oil, even when the oil column was in-
ocTOBBR, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 31B
creased to a height of 10 ins. This bearing ran hot with a
loarl of 200 lbs. per square inch. After repeated tests it was
found that nothing would suffice but to oil the journal from
below.
The clamping action of the bearing and the behavior of tho
oil leaders led Mr. Grossmann to recommend a bearing with a
a line near the center of the bearing, decreasing to zero at the
ends and lower edges and the pressures were systematically
measured.
This was done with a 4 by 6 in. journal and a bearing having
three small holes drilled from the outside face to the center
lengthwise of the bearing. Gauges were connected to these by
copper pipes and the pressures were taken by means
of holes bored through the bearing into these longi-
tudinal holes, so that the gauge was put Into com-
munication with the oil layer at different points, as
in Fig. 11. The observations were taken separately
and the holes carefully closed up after they were used.
The bearins carried a total load of 7.980 lbs., the
journal made 100 revolutions per minute, the tempera-
ture was 90 degrees and the oiling was done by an oil
bath from below. The observed pressures registered
as follows:
n cross section
a
b
c
No. 1
326
sst
i52
.No. •>
373
647
510
No. 3
389
638
628
Fig. J J
very narrow bearing area, which did not sufficiently surround
the journal to permit of closing in upon it. The oil grooves
were left out entirely and the oil applied to the unloaded part
of the journal by dipping into an oil bath or coming into con-
tact with oily waste. Another form of the bearing suggested
is shown in Figs. 12 and 13, in which it is exhibited in a form
adapted for oiling from the top. Several holes are drilled
through the crown of the bearing, but these are not for the
passage of oil downward to the journal. They act to take oil
up from the journal to the top of the bearing, from which it
runs down through the grooves upon the outside of the bearing
and reaches the journal where it has no load.
The phenomenon of oil driven upward from the bearing as
in this case is not new. It is due to the pressure of the oil
layers and the oil can only be removed by a large force. The
resistance of the oil layers to the load causes the pressure.
Fig. IIA shows the pressure in the longitudinal di-
rection, whereas Fig. IIB shows the pressure in the
cross-section Nos. 1, 2 and 3. From the plotted curves
the pressure in the six planes is shown. The press-
ure in the crown of curve b is larger than that of the
curves a and c on either side. The total load figured
from these curves was 7,959 lbs., which is a difference
of 21 lbs. from the actual load.
An increase or decrease in the load caused a corre-
sponding change in the pressure of the oil layer, but the press-
ure did not seem to be aitected by a change of speed from 150 to
200 revolutions per minute. The bearing used in this test was
perfectly smooth; that is, without oil cavities or leaders. With
an oil cavity at the center the highest curve will fall out en-
tirely, because of the presence of the oil cavity, which accounts
for the falling off in the center of the curve indicated by the
dotted line in Fig. UB at the crown of the bearing, where other-
wise the highest pressure would occur. It is obvious that the oil
layer is considerably affected by the scraping action of the
edge of the oil cavity and the unfavorable condition of this
arrangement of bearing is clearly demonstrated.
The journal bearing recommended by the author of this
paper employs a narrow bearing surface, which Is free from oil
cavities and oil leaders. It utilizes the pressure of the oil layers
to force small quantities of oil to the back of the bearing,
from which it runs through grooves to the journal below the
brass, thus providing a circulation of oil. The three narrow
lugs on each side of the bearing are to prevent It from being
thrown out of place with the application of the brake. These
bearings have been In use for three years In Austria with
favorable results. ,
[The report of the Committee on Journal Bearings, Cylinder
Details and Lubrication before the Master Mechanics' Associa-
tion last June, of which Mr. W. C. Dallas was Chairman,
records interesting experiments in the direction of omitting
the top oiling of driving boxes. — Editor.]
Fig. J2
Fig. 13
which is proportional to the load. The London testt referred
to included the measure of these pressures with the results
given in the diagrams. The tests were made with an ordinary
railroad car axle, the journal of which was arranged as in
Fig. 10, with an oil hole drilled through the center of the bear-
ing. In the first test the oil hole was not used, the oiling being
done from below by an oil bath, and it was observed that the
oil raised in the oil hole above, and upon the application of a
gauge a pressure of 200 lbs. per square inch Was discoveied with
a load of only 100 lbs. per square inch of the horizontal pro-
jection of the journal. The conclusion was that the pressure
of oil between the journal and the bearing was a maximum at
The Lake Shore & Michigan Southern Railway gave an order
to the Brooks Locomotive Works early in July for two large
passenger engines with wide fireboxes. In many details the
engines will be the same as the 10-wheel passenger engines
now running on that road. A 2-wheel truck will, however, be
substituted for the 4-wheel leading truck, and there will be a
2-wheel radial truck under the firebox, making the engine sim-
ilar to the Prairie type. The engines will have three pairs of
80-in. drivers, 20 x 28-in. cylinders. 49 sq. ft. of grate and about
3,250 sq. ft. of heating surface, and the boilers will carry 200
lbs. pressure. Total weight of engine is estimated at 174,000
lbs., of which 128,000 lbs. will be on the drivers. The engines
will be delivered early in December.
816
AMERICAN ENGINEER AND RAILROAD JOURNAL.
(Establlstaed 1832
--AMERICAN-.
Engineer
RAILROAD ^JOURNAL
PUBLISHED MONTHLY
BY
R. M. VAN ARSDALK,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. 91. BASFORD, Editor.
E. E. SILK, Associate Editor.
they will be published in future issues. Elsewhere in this is-
sue is a review of a paper on the subject of lubrication to which
the attention of motive power officers is earnestly invited. "It
seems to have been sufficiently demonstrated that the usual
method of oiling driving journals through holes in the crown
of the brass is not the best practice, because the pressure of
the oil in the bearing is greatest at the top. It seems clear
that the reason why such journals are lubricated at all is to
be found in the end play or longitudinal motion, due to the
clearance in the boxes. We will endeavor to show how the oil
may be brought to the bearings satisfactorily and the number
of hot driving boxes reduced, if the trouble is not entirely
overcome.
OCTOBER, 1900.
Subscription.— $2.00 a year lor the United States and Canada : $2.60 a
year to Foreign Countries embrared in the Universal Postal Union.
Remit by Express Money Order, Draft or Post- Office Order.
Subscriptioji.i for thit parer xrillbe received and copies kept for sale by
the Post Office News Co., 217 Dearborn St^ Chicago, III.
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Philip Boeder, 307 North Fourth St.. St. Loui; Mo.
R. S. D ims dt Co., 346 Fifth Ave., Pittsburg, Pa.
EDITORIAL ANNOUNCEMENTS.
Advertisements.— JVo(Ai«ff urill he inserted in this journal far
pay, EXCEPT IN THE ADVERTISING PAGES. The reading pages will
contain only such matter as we consider of interest to our
readers.
Special Notice.— 4s the American Engineer and Railroad
Journal is printed and ready for nxailing on the last day of
the mo7ith, correspondence, advertisements, etc., intended tor
insertion must be received not later than the 20th day of each
month.
Conlributions. — Articles relating to railway rolling stock con-
struction and management and kindred topics, by those who
are practically acquainted urith these subjects, are specially
desired. Also early notices of offlcial changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tion.
To Subscribers.— 27i« American Engineer and Railroad
Journal is mailed regularly to every subscriber each
month. Any subscriber who tails to receive his paper ought
at once to notify the postmaster at the office of dehvery, ana in
case the paper is not then obtained this office should be notifi'^d,
so that the missing paper may be supplied. When a sub-
scriber changes his address he ought to notify this office at
once, so that the paper may be sent to the proper destination.
The paper m.ay be obtained and subscriptions for it sent to the
fallouring agencies: Chicago, Post Offlce News Co., 217 Dearborn
Street. London, Eng., Sampson Low, Marston & Co., Limited
St. Uanstan's Bouse. Fetter Lane, E. C.
The trial of locomotives on roads other than those for which
they are built is to be commended. It is important, however,
that the trials should be made in the right spirit and with a
view of learning facts rather than upholding one's own de-
signs. The recent comparison of the new "Northwestern Type"
locomotive with two standard engines on the New York Cen-
tral, referred to elsewhere in this issue, is a unique case through
which valuable information was obtained. The broad and lib-
eral view of the idea taken by Mr. Waitt in permitting the
publication of the results is particularly pleasing in view of
the fact that the new design appeared to advantage beside his
own. Such a comparison is as valuable as it is unusual.
Cylinder bushings are quite commonly used in repair work.
They are frequently applied when cylinders wear too large in
diameter to correspond v/ith the driving wheels and boilers
but, as indicated by Mr. F. E. Seley, in another column, they
seem to offer important advantages in new construction. Some
roads, notably the Chicago & Northwestern and Chicago, Mil-
waukee & St. Paul, use bushings in new locomotives and from
the start the cylinders are placed in condition favorable to sat-
isfactory wear. The bushings are inexpensive, they are made
of good wearing iron; the cylinders may then be made strong
without reference to wearing qualities and we should think
that this practice would greatly simplify the foundry problems
and reduce the number of broken cylinders. In answer to re-
cent inquiries Mr. Bush, of the Chicago, Milwaukee & St. Paul,
and Mr. Barr, of the Baltimore & Ohio, speak in positive terms
of the practice. Mr. Bush uses cylinder bushings generally and
considers them very desirable from a standpoint of economy.
He says: "We are able to provide a thoroughly satisfactory
metal for the bushings and also avoid the necessity for renew-
ing cylinders." Mr. Barr has had a long experience with bush-
ings and believes that they, and also false valve seats, should
be used in order to get the right kind of material in the body of
the cylinder and valve seat which will give the best wearing
surface'. He says that this cannot be accomplished in any other
way. The practice will probably extend.
The expression "experimental stage" is very often used in
a sense which seems to us unfortunate. Recently the status of
the compound locomotive and of the piston valve have been de-
scribed by it and nothing could he further from the facts.
These improvements are no longer experimental in their fun-
damentals, no matter what their imperfections may be. The
good standing of the principles which they represent were
established long ago and it is only in the details that there is
anything tentative or experimental. Considerable impatience
is justified when motive power men say that they are waiting
for these things to be perfected before they take them up.
Valuable time is lost in delay and hesitation to make use of
improvements so well understood as these when the advantages
are so great and so apparent. It seems strange that anyone
who is in a position to take a hand in the development and
adoption of these principles can refuse to do so. Has not every
motive power officer a duty to his company in this?
Several promising improvements have recently been made in
driving boxes with particular reference to methods of lubrica-
tion, and as the increasing weights and consequently increas-
ing sizes of journals make this an exceedingly important sub-
ject, we have secured drawings showing some of them, and
Arrangements for dealing with repairs to locomotive trucks
in many of the older shop plants seem to be capable of im-
provement. This work is often done in the general repair shop
and at the front end of the pits upon which the engines are
standing. It seems desirable to provide a part of the shop with
facilities specially intended for truck repairs and transfer all
trucks to that place when the engines are dismantled. There
are at least three reasons for considering such a plan. The
truck work may be done better and quicker with the proper
facilities. The tools are kept in one place and the work
brought to them by cheap labor and space in front of the en-
gine is saved for other purposes. This idea is carried out very
OCTOBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 817
nicely in the tender shop of the Chicago & Northwestern
(American Engineer, April, 1900, page 109), and a similar plan
has been in use for years in passenger car repair shops.
NOTES.
Purdue University entered upon a new school year on Wed-
nesday, September 12th, with a larger number of students
in attendance than ever before in its history. The enrollment
of the freshman class was approaching close to three hundred
on the second day, with many new students yet to be matricu-
lated. The number of freshmen will reach three hundred and
fifty, and the total enrollment for the year will exceed one
thousand. It is significant that the increase in the attendance
is very largely within the schools of engineering. Preparations
have been made during the summer in anticipation of a large
attendance. Laboratory equipment in many departments has
been increased, and one-half of the large building hitherto
known as the men's dormitory has been so remodeled as to
supply a dozen excellent additional recitation rooms. Both the
newcomers and the old are, therefore, being well cared for.
The pneumatic fire kindler is an important piece of appa-
ratus in the roundhouse. It is simply a compressed-air oil burn-
er of the simplest construction, but of a usefulness entirely out
of proportion to its simplicity. It is used above the coal, and
without any kindling material. Some of the results of tests
conducted by the mechanical engineering department of the
University of Illinois with this instrument may be of interest.
The tests were made to determine the relative costs of kindling
fires by wood and by crude petroleum, the latter being burned
by means of a fire kindler. The boiler pressure raised in each
case was the same; the time required to reach this pressure
was one hour and ten minutes kindling by oil and one hour
and 44 minutes kindling by wood. The total cost, which in each
case includes cost of labor, coal and the kindling material,
amounts to 34 cents for oil and 61 cents for wood, on a basis
of oil at 2% cents per gallon, and coal 75 cents per ton — a gain
in favor of the oil of about 45 per cent. — Edward C. Schmidt,
St. Louis Railway Club.
AN EXCURSION TO THE AMERICAN TROSACHS.
A number of members of the New York Railroad Club were
the recipients in early September of invitations, issued under
the name of its Executive Committee, "To visit the picturesque
and historic mountains and valleys of the Ramapo on Saturday,
September 15th." The excursion was in reality given by Mr.
W. W. Snow, the Chairman of the committee.
In response to his hospitality about fifty members met in
the Erie Railroad station in Jersey City soon after nine o'clock
on the date named, and were received by their host and con-
ducted to a special car, which was attached to the express train.
From there they were taken by railroad to Tuxedo Park, and,
as the French say. they then "descended" and took carriages
which were provided, and the guests were driven through the
park and around its beautiful lake, and all enjoyed the rida
in the shaded roads, through the charming glens and over the
breeze-ladened hills of that picturesque region. To nearly all
the visitors Tuxedo Park was a revelation. Some of them had,
it is true, a vague idea that it was a reservation, perhaps at
most, as large as Central Park, in which a few well-to-do peo-
ple had built houses and made of them summer residences: but
it was a surprise to find that the park contains more than
4,000 acres of land and water, whose picturesque beauty it
would be hard to match anywhere. The ground is rolling, the
hills aspiring to the dignity of mountains, all thickly wooded
from the valleys to their crests. The roads have been skill-
fully laid out, and are maintained in excellent condition. The
lake is a large, beautiful sheet of water, surrounded with hills
between which it reposes in calm placidity, which is restful to
look at. Interspersed all through the Park are comfortable
and luxurious houses, occupied by numbers of the club or asso-
ciation which is its owner. Altogether it seems an ideal place
for a summer residence in which rest and health await the
sojourner.
There are two club houses, at one of which the visitors
r.ijjhted, and were seated on the delightful veranda. Years ago
there was an erratic visitor who was an occasional caller at
the office of the American Engineer. At the end of one of his
visits he inquired of the editor whether he ever "lubricated the
amenities of civilized life?" It was his polite way of inviting
a person "to take a drink." Now the latter expression is a
vulgar one, and therefore the host on this occasion metaphoric-
ally invited his guests to indulge in the amenities of civilized
life, which the genial band of railroad brethren did while the
balmy September breezes fanned their brows, some of which
looked as though refreshment both within and without was
very grateful.
That the conduct of the party while In the Park was en-
tirely decorous, was evidenced by the fact that a lady — a resi-
dent thereof — and who knew nothing of the excursionists, but
saw them while they were there — but not while they were on
the veranda — reported that she thought it was a band of clergy-
men.
From the Club House the drive was continued through the
Park, and around the lake, via the south gate, and thence by
carriage and railroad they visited the Ste'rling iron mines at
Sterling Lake, which the "itinerary" of the excursion said is
"the Lake Como of America." These mines have been worked
ever since the Revolutionary War, and are entirely subter-
ranean, extending below the bed of the lake. The ores are
valuable as mixtures with other ores in the manufacture of
some kinds of iron. The ruins of some ancient furnaces which
were built some time during the last century, and were operated
iu Revolutionary days, were pointed out. Lunch was served in
a beautiful groove overlooking the lake, and the amenities
were again lubricated with ginger ale and — but that is another
story.
From Sterling Lake, as the printed "itinerary" poetically
expressed it, "through vale and over mountain" the excursion-
ists were taken by rail and carriage to the beautiful home ot
the Hon. Abram S. Hewitt, which is in this vicinity. The
party was received by him and his family with great courtesy,
and after other "amenities" had received due attention were
conducted over the grounds and shown many very interesting
relics of Revolutionary days, which were described by Mr.
Hewitt in a way that made the writer regret again — as he has
many times before — that writing shorthand was not one of his
accomplishments. All were delighted with the visit, and it
recalled a popular essay with the title "How to Grow Old
Gracefully." which was current twenty-five or thirty years ago.
Knowing something of the past career of Mr. Hewitt, the visit
suggested that as a prelude to "growing old gracefully," it is
essential to live wisely, and that by doing the latter it may be
possible when the autumn of life is reached to accept it as
gracefully and as graciously as he does.
From his place Mr. Hewitt joined the excursionists, who were
taken by carriage and railroad to the Glens of Greenwood Lake,
the latter a beautiful sheet of water surrounded by picturesque
hills. An excellent dinner was served there with "lubrica-
tion." The menu was a work of art, and appealed to the
guests aesthetically and gastronomically. After the dinner
there were a few short speeches, and much feeling of good-
fellowship. From Greenwood Lake the party returned to New
York by special train over the Greenwood Lake Railroad, and
all united in spirit, if not vocally, in singing "For Snow is a
jolly good fellow." M. N. F,
818
AMERICAN ENGINEER AND RAILROAD JOURNAL.
PERSONALS.
Mr. George W. Seidel has been appointed Master Mechanic of
the Lehigh Valley at Buffalo, N. Y.. in place of Mr. L. I. Knapp,
resigned.
Mr. C. A. Storm has been appointed Mechanical Engineer
of the Illinois Central, with headquarters at Chicago, to suc-
ceed Mr. E. Grafstrom, resigned.
Mr. Richard H. Relf, Chief Clerk in the Engineering Depart-
ment of the Northern Pacific, has been appointed Assistant
Secretary in place of P. W. Corbett, deseased.
Mr. D. E. Davis has been appointed General Foreman of the
Boston shops of the Boston & Maine, and will have entire
charge of these shops, to succeed Mr. Hammett, promoted.
Mr. J. W. Marden, heretofore Superintendent of Rolling Stock
of the Fitchburg, has been made Foreman of the Car Depart-
ment of the Fitchburg Division of the Boston & Maine, with
headquarters at Boston.
Mr. F. W. Cox, General Foreman of the Locomotive Depart-
ment of the Chicago. Milwaukee & St. Paul at West Milwaukee,
Wis., has resigned, to accept a position with the mechanical de-
partment of the Baltimore & Ohio at Baltimore, Md.
Mr. J. D. Murray has been appointed Chief Draftsman of
the Car Department of the Delaware, Lackawanna & Western.
Mr. Murray has heretofore been connected with the New York
Central, and formerly with the Chicago & Northwestern.
Mr. W. F. Beardsley, Master Mechanic of the Northwest Sys-
tem of the Pennsylvania Lines, at Allegheny, Pa., has been
transferred to a like position at Crestline, 0., in place of Mr.
J. D. Harris, who is transferred to Wellsville, 0. The latter
to succeed Mr. G. P. Sweeley, who is made Master Mechanic,
in place of Mr. Beardsley, at Allegheny.
It is officially announced that Mr. P. M. Hammett, Division
Master Mechanic of the Boston & Maine, has been appointed As-
sistant Superintendent of Motive Power of that road. Mr. Ham-
mett was born in 1867. He graduated from Havard College in
1SS8, and from the Massachusetts Institute of Technology in
1890. He began his railroad service with the Pennsylvania as
an apprentice in the shops at Altoona. In 1893 he was ap-
pointed General Foreman of the Wilmington shops of the
Philadelphia, Wilmington & Baltimore, and three years later
entered the service of the Boston & Maine as Division Master
Mechanic.
Mr. Robert Rennie has been appointed Master Mechanic of
the Pennsylvania Division of the Delaware & Hudson Com-
pany with headquarters at Carbondale, Pa., in place of Mr. W.
R. Johnson, resigned. Mr. Rennie entered the employ of the
Pennsylvania as a machinist in December, 1890, at the Meadow
shops and was transferred to the Juniata shops at Altoona in
the spring of 1893. While at these shops he worked his way
into the Testing Department, where he remained until 1897,
when he took charge of the Richmond Tramp Compound for
the Richmond Locomotive Works. This position he left after
two years to accept the position of General Foreman of the
Lehigh Valley, at Easton, Pa.
Edwin M. Bushnell, General Manager of the U. S. Railway
Supply Co., died at his home in Brooklyn, Monday, September
24, after an illness of only a week, and at the age of 39 j-ears.
The news of his death reaches us as the paper goes to press.
He was probably best known in connection with the Bushnell
Manufacturing Co., of Easton, Pa., in which he was associated
with his father until about two years ago, when he came to
New York and organized the U. S. Railway Supply Co. He
was a genial, pleasant companion for those who met him in
business and knew him slightly. To those who knew him bet-
ter he was a warm and disinterested friend and to the few who
understood him thoroughly his kindly and noble nature in-
spired the feeling that few men can Taring out. He was popular
and successful, and will be mourned by many high officials of
the railroads as well as others.
TRAVELING ENGINEERS' ASSOCIATION.
At the recent meeting of this association in Cleveland the
most important discussions were those on the handling ol
air-brake trains, the use of the steam engine indicator and
smokeless firing.
It was considered advisable to use two applications of the
brakes for passenger trains and one long application for freight.
For breaking on "double headers" where the use of the air
pumps and main reservoirs on both engines is desired it was
recommended that the cut-out cock at the brake valve be closed
and additional pipe connections made. The parting of freight
trains was shown to be a serious matter, particularly when
large capacity steel cars were mixed in with lighter cars in
trains. The association believed the trouble to be due to weak
draft rigging instead of improper handling of the brakes, as is
often stated in reports.
The report on the steam engine indicator was noteworthy.
It contains a great deal of information about indicator cards
and will probably stimulate interest in the indicator, and we
hope it will lead to more general use of the instrument.
Smokeless firing occupied a large share of attention. The
onl.v apparatus needed in order to secure satisfactory results
was the ordinary fire-brick arch, but it was often neglected.
A brick arch in good condition and light firing were considered
all that was necessary. Good results were reported for the
form of fire door used on the Southern Pacific. This door has
a small opening for the coal and it is always kept open. The
small size of the opening made it impossible to fire coal in
large quantities. It was shown to be necessary for the higher
officers of a road to co-operate in the matter of smoke pre-
vention.
The committee on connections between injectors and locomo-
tive tanks strongly recommended the substitution of large
strainers which may be easily removed for the usual conical
hose strainer. The holes should not be larger than % in. in
diameter. Injector connections had not been enlarged to cor-
respond with the increased size and power of locomotives, and
larger pipes and hose connections were considered necessary.
For Nos. 5, 6 and -7 injectors the hose should have an inside
diameter of 2 in. For Nos. 8, 9 and 10 it should be 2% in., and
for all sizes larger than No. 10 it should be 3 in.
The meeting was well attended and the discussions were
earnest. Mr. C. H. Hogan, of the New York Central, was
elected President for the coming year. The next annual con-
vention is to be held in Philadelphia.
Russell snow-plows and dangers of various styles are to be
built this fall for the following railroad companies: Boston-and
Albany R. R., Central Railroad of New Jersey, Chicago, Mil-
waukee & St. Paul Ry., Delaware, Lackwanna & West-
ern R. R., New York Central & Hudson River R. R.. New
York, Chicago & St. Louis R. R. and New York, Ontario &
Western Ry.
The cast-steel body bolster illustrated on page 291 of our
September number was credited to Mr. G. A. Akerlind. Chief
Draftsman of the road, who has just informed us that it is
the joint production of himself and Mr. J. T. Carroll, at the
time assistant in the drawing office, now Mechanical Engineer
of the "Nickel Plate."
OCTOBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 319
HEAVY TWELVE-WHEEL FREIGHT LOCOMOTIVE-
MiNNBAPOLiB, St. Paul & Saclt Ste. Marie Railway.
VAUCLAIN COMPOUND.
Baldwin Locomotive Wokk8, Builders.
Weights: Total of engine 207,210 lbs.; on drivers 184,360 lbs.: total engine and tender ,'i27,210 lbs.
Wheel base : Driving 19ft.lin.; total of engine 28 ft.: total of engine and tender ..57ft.4in.
Cylinders: 17 and 28x 32in. Wheels: Driving, 55in.: truck 30in.; tender 33in.
Boiler: Diameter 68 in.: boiler pressure 215 lbs.
Firebox: Length 132in.; width 41 in.; depth, front 77in.; depth, back 76 in.
Grate area 37. 5 sq.ft. Tubes 344, 2 in ; 15 ft. 7 in. long.
Heating surface: Tnbes 2,791 .8 sq. ft.; firebox 223.9sq.ft.; total 3,015 sq. ft.
Tender: Eight-wbeel; water capacity, 7,000 gals ; coalcapacity 9 tons.
TWELVE-WHEEL COMPOUND FREIGHT LOCOMOTIVE.
Minneapolis, St. Paul & Sault Ste. Marie Railway.
Built by the Baldwin Locomotive Works.
Usually the heaviest freight locomotives are wanted for par-
ticular kinds of service, and it is customary to build them to
certain definite requirements. The large Illinois Central 12-
wheel engine illustrated in our October number last year, page
315, is understood to have been guaranteed to haul 2,000 tons
of cars and load over a grade of 35 ft. per mile. The engine
of the same type recently built for the Minneapolis, St. Paul &
Sault Ste. Marie by the Baldwin Locomotive Works was guaran-
teed to take the same weight at six miles per hour over a
compensated grade of 42 ft. per mile, and this condition was
fully met; but the most interesting fact concerning it is the
low fuel consumption, which is given in the following table:
Performance Engine 60O. August 21, 22 and 26, 1900.
. Tonnage ■ Cars. .
a
m
1,205.9 790.7 1,996.6
.2 9
'*:» _
p, a
0 221,622.6
11.1150 1,041
Ul Max. 1,298.8 937.47 2,236.27
6 222,782.8 11.425 1,007
0 223,415.25 10.1450 960
Aug. 21...
Ex East
Aug. 22...
Ex West
Aug. 26... m 1,227.7 785.05 2,012.75 58
Note.— There are 7 miles omitted on trip of Aug. 26, on account of
doubling over a piece of track with a 68-ft. grade.
As this is an opportunity to compare a simple engine with
a compound which is guaranteed to do somewhat more than
the simple engine, some of the leading dimensions are brought
into parallel columns. We do not know the offlcial figures for
the fuel consumption of the big Illinois Central engine, but
it is rumored that it is not "light on coal." We should think
that the advantages of compounding would appear most promi-
nently in such service as this, where the design may be pre-
pared for conditions which seem to be most favorable to this
type. The comparison of these figures is to us exceedingly
interesting:
The photograph and the following particulars concerning this
design, which is a Vauclain compouna, nave oeen furnished
by the builders:
General Dimensions.
Cylinders
Diameter (high pressure) ij !"•
Diameter (low pressure) 28 in.
Stroke •■ ■•• v-?2ln.
Valve Balanced piston
Boiler.
Diameter •••••• • • • • • -^ '"•
Thickness of sheets 11/16 and % In.
Working pressure 215 lbs.
Fuel Soft coal
Firebox.
Material ;~-,V,S'?®'
Length 13115/16 In.
Width *1% 'n-
Depth Front. 77% In. ; back, 76 In.
Thickness of sheets Sides, 5A6 In. : back, 5/16 In. ;
crown, % in. ; tube, % In.
Tubes.
Number -3*4
Diameter --j- 5 !"•
Length IS ft. 7 In.
Heating Surface.
Firebox V?S« ^''- «
Tubes 2,791.8 sq. ft.
fotaf.::::: ^'«i?Jl2rt
Grate area 37.5 sq. it.
Driving Wheels.
Diameter, outside 51 iS'
Diameter of center ■ ™ ; • ;.' ' •?? . '
Journals Main. 9% by 12 in.; others, 8% by 12 In.
Engine Truck Wheels
Diameter V •.••;;• ?2 !"•
Journals 6 in. by 10 In.
Wheel Base.
Driving V\?;5fl°
Rigid
19 ft. 4 in.
Total engine g "■ * '"■
Total engine and tender »7 rt. 4 in.
Weight.
On drivers ^w'HS 1^"
On truck ^-fSO bs.
Total engine 207,210 lbs.
Tender.
Diameter of wheels -.^v •.••.;• '^^ !"'
Journals ViiA"--;--^.'"- ^V " in.
Tank capacity 7.000 gals. ; 9 tons of coal
BACK NUMBERS OF M. C. B. REPORTS.
Total weight
Weight on drivers
Size of drivers - .
Cylinders
H'ating surface ..
Grate area
Steam pre='9iire
<t7.e of b iler
Tubes, number
Tubes, size
Tubes, length
I. c.
" Soo."
232,200
207,210
193,200
184,360
67 in.
55 in.
33 X 30 in.
17 and 28 X 32
3,500 sq. ft.
3,015 sq. ft.
37.5 sq ft.
210 lbs.
37.5 sq. ft.
215 lbs.
82 in.
68 in.
424
344
2 in.
2 in.
14 ft. 7H In.
15 ft. 7 in.
Back volumes of the proceedings of the Master Car Builders'
Association may be had from the Secretary, Mr. J. W. Taylor,
except for the years 1873 to 1ST9, inclusive, and for the year
1891. The reports previous to 1895 were bound in paper and
will be furnished at 75 cents per copy. Beginning with 1895
they were bound in cloth, for which the price is ?1.50 per copy.
The Secretary offers an opportunity for members and others
to secure a large number of the back volumes.
320
AMERICAN ENGINEER AND RAIL.ROAD JOURNAL
CORRESPONDENCE.
FLEXIBLE STATBOLTS IN INDIA.
THE MODERN ROUNDHOUSE— WHAT IT OUGHT TO BE.
To the Editor: — I have been much interested in the article,
"The Modern Roundhouse— What It Ought to Be," which ap-
peared in your August issue, page 245. In general, I think it an
excellent article and one which if followed would mean a higher
standard of efficiency for the locomotive, and it would increase
the output of the repair shop.
How many of the smaller, overcrowded shops of even our
large roads would prove amply large enough to care for one,
two or even three more engines per month were the class of
repairs known as roundhouse repairs faithfully attended to at
the roundhouse? The poor roundhouse foreman must not be
blamed for all, for how many roundhouses at important centers
could we visit to-day and either find no tools or some which
should have been in the scrap heap long ago, together with
other conditions which are not only costly to maintain, but
which are really a disgrace, and yet from these, good work and
well-kept engines are expected.
It seems to me the same reason as put forth by Mr.
Whyte in a short note in your September issue (and also ex-
pressed in the report) as to heading engines into the erecting
shop holds true in roundhouse practice, but I do not agree with
this committee that when engines back out they will be cleaner.
This may be a minor point, but assuming that we have three
adjacent pits with three clean engines (rather a bold assump-
tion). The center one starts to back out; naturally the cylinder
cocks are opened and the discharge from these as well as from
the stack is kindly shared by the adjacent engines and from the
moment the stack leaves the smoke jack overhead until out-
side the house the conditions are the same.
I think dirt floors in roundhouses where work is to be done
should be replaced by some such material as suggested.
I hardly agree with the recommendation that all pipes should
be overhead, one reason being that which the committee them-
selves put forth a little further on in the article, for the use
of hot air — namely, to have it delivered from the side walls of
each pit, where it will be "most effective in thawing out en-
gines that have come into the house covered with snow and
ice." Why should not the same reason and position (on the
side walls of each pit) hold good for steam pipes? Heated air
rises and overhead steam pipes, unless much larger than need
be. otherwise will not heat the roundhouse as well as in the
pits, and with the doors open a goodly share of the time the
overhead pipes, unless well protected, which is not what you
want for heating, are very apt to leak, due to the rapid changes
in temperature in the surrounding air currents, and then what-
ever is below derives the benefit from this leakage. Certainly
my experience has been that pipes with the proper pitch to care
for condensation and properly attached to the walls of each pit
will prove superior in service. The first cost is much less,
which appeals in many cases to those in authority, and where
spare engines are kept ready or considerable time elapses be-
tween runs the engines can be coupled up to this piping system
and a saving made by so doing.
For the equipment I would include a good forge for use in
repairing or straightening brake rods, etc.
There are two points not touched on at all in this report, one
of which appeals to me as important, the number, location,
height and equipment of the benches. Should they be along the
outer wall at intervals or between the pits? Also engineer
closets, what about them? I would also like to have the com-
mittee's opinion on the best material for smoke jacks or hoods.
I have in mind other suggestions, but would like to see a
discussion started from the above, as that means finally all
the points for a thoroughly equipped roundhouse.
G. E. MITCHELL, Mechanical Engineer.
New York, September 4, 1900.
In speaking of the relative cost of the present electric and
th^ former steam power for the "Alley L" road of Chicago,
Mr. Frank J. Sprague stated before the American Institute of
Electrical Engineers that the saving in coal alone is $500
per day.
Effect on Life of Firebox Sheets.
To the Editor:
I observe in your excellent journal on page 382 of the number
for December last an interesting paper on staybolt progress.
I, however, decline to permit you to give Mr. F. W. .lohnstone,
of the Mexican Central Railway, the credit for the invention
of the flexible stay therein attributed to him. It is possible that
he has contributed his quota to bringing up the design to what
it now is; but honor should be given to whom honor is due.
If you will refer to "The Engineer" (London), in one of its
issues of November, 1879, you will find a most interesting paper
on the subject, showing how this system was first invented
71^
tj^o Co/iper
Fig. 1.
V /-JacAet
and put into practice by Mr. Wehrenfennig, the then Chief
Engineer of Material and Traction of the North-Bastern Rail-
way of Austria. I am not aware whether he be still in the land
of. [he living.
Some time subsequent to 18S2 the Wehrenfennig system of
flexible staying was very much improved upon by the late
Mr. W. Leach, the Foreman Boiler-maker of the Rajputana-
Malwa Railway of India. He made and patented great im-
Fig. 2.
provements in the system, which has been applied on that rail-
way to many hundreds of boilers with the greatest success and
immense economical advantage. The water on that railway in
some parts is so bad (being heavily charged with magnesium
sulphate) that in years gone by I have known new engines
with rigidly stayed fireboxes to have their tube plates entirely
renewed in less than 12 months from the time they began to
run. Since the Leach stay was adopted such disastrous fail-
ures are a thing of the past.
I applied Wehrenfennig's system to an old firebox of an en-
OCTOBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 321
gine in India (Central Provinces) in 1882. The tube plate was
good but the holes in it were distorted and oval. The bridges
were intact but could not have lasted much longer without
cracking. I did it as a severe test of the ease to be afforded
to that tube plate by flexible staying. In 1894 I learned that that
firebox was still running and no further repairs done to it;
the tube plate being in just the same condition. The engine
had in the interval been in the hands of strangers 2,000 miles
away from me and there had been no Jockeying or coddling
of the tube plate.
In 1893 I fitted a couple of new fireboxes to boilers on the
Burma Railways with the Leach stay. Since then they have
run about 107.000 miles each without costing anything for re-
pair to the staying or plates.
I enclose ferrotypes of both Wehrenfennig's and Leach's
stays which need no explanation.
CORNELIUS E. CARDEW, M. Inst. C. E.,
Locomotive and Carriage Superintendent.
Burma Railways, Insein, Lower Burma.
[Wehrenfennig's staybolt is made as shown In Fig. 1. The
Leach staybolt is shown in
Fig. 2. The ends of the stay-
bolts at the outer shell are
formed with ball heads fit-
ting sockets in brass bush-
ings. The holes in the shell
for these bushings are bored
with a special boring tool.
The holes are then tapped
with a tap having a guide
bar fitting the holes in the
firebox sheets. The bushings
are screwed in place and af-
ter the holes in the firebox
sheets are tapped the stays
are screwed up to their seats
by the square ends. These
ends are left and a sledge is
held against them in the riv-
eting, after which they are
cut off. The stays are then
completed by the insertion of
the copper caps. These caps
are punched to form from the
sheet, and they are forced in-
to place by a small hand
screw press which is held un-
der the heads of the bushings. The press flattens the cap
.slightly and forces the edge into the groove in the bushing,
making a tight joint. The drawings kindly sent by Mr. Cardew
fully illustrate the construction and the application of these
staybolts, which are used for crown as well as side sheets. We
are glad to record this successful experience which tends to
show how few things are really new. Mr. Cardew gives valu-
able testimony to the worth of flexible staybolts in prolonging
the life of the firebox. We believe that this result will repay
a large investment in this direction. — Editor.]
A SUGGESTION FROM SWISS PRACTICE.
To the Editor:
On page 290 of your September number is an article entitled
"A Suggestion from Swiss Practice," and as I hold letters
patent for the United States, Canada, Great Britain and
France covering the practice, I do not feel flattered that it
required effete Europe to bring to the attention of American
railway officials what I have been Importuning them for years
to try.
In the New England States the writer is facetiously entitled
"Spring-Suspension Graham," and the man who dared to say
that the equalizer of locomotives was an antiquated relic which
possessed no mechanical or other features to entitle it to a
place upon a modern locomotive.
You have done the combination of leaf and spiral springs
justice in stating that the arrangement is "attractive." Well,
it is attractive, for the Czar of Russia and the President of
France use it on their private trains. The International
Sleeping Car Company of France have adopted it and we have
shipped electric trucks all over the world fitted with this
arrangement of leaf and spiral springs.
Although the device is attractive, no one but myself (on
my own trucks) has had the courage to use only azle-sup-
ported springs. Others have been licensed to use It but have
neutralized the advantages by using full elliptlc&l bolster
Bljrlngs, which are entirely unnecessary.
Just one exception to your statement where you say: "The
wheel beam must be strengthened." Quite the contrary; the
entire truck frame can be considerably reduced both In weight
and parts.
I have repeatedly stated in the technical papers, In my cir-
culars and before the New England Railroad Club, that the
spring-maker's art as applied to moving vehicles is a decided
failure, and, if were permitted, I could build a four-wheel
truck that would carry any car, no matter what the weight
or speed, and would make a pair of them weigh less than one
ordinary six-wheel truck.
I thank you most heartily for all you have said In favor of
Swiss, or, more properly, my own, practice.
JOHN HECTOR GRAHAM.
Boston, September 19, 1900.
SPEEDS OF FREIGHT TRAINS.
The relation between speeds and the work which may be had
from locomotives is shown in a novel way by Mr. F. P. Roesch,
in a recent number of "Locomotive Engineering," under the
caption "Economy of Speed." The road referred to presented
the following conditions (quoted from the discussion):
"A road or division of 150 miles; engines with 20 x 24-in.
cylinders and 60-in. driving wheels, capable of hauling 800 tons
over the division at two-thirds stroke at an average speed of
10 miles per hour, or 700 tons at one-third stroke at an average
speed of 17i/4 miles per hour."
Combining two of the engines, which will be designated No.
1 and No. 2, wo may give engine No. 1 a train of 800 tons and
No. 2 one of 700 tons. Eliminating the fact that No. 2 with the
lighter train can make better meeting points than No. 1 — which
is giving No. 1 the better of the argument — and assuming that
each train can pass over the road without interruption, we find
that No. 1, running at the rate of 10 miles per hour, occupies
15 hours in going over the division, while No. 2, whose speed
is IIV2 miles per hour, uses &V2 hours to go the same distance,
a saving of 6% hours in favor of No. 2.
As engines on arrival at terminals generally require more or
less work before going out again, Mr. Roesch allows each en-
gine 7 hours for necessary repairs. Starting both trains from
the same terminal, at the same time, we find that No. 2 is ready
for the return trip 30 minutes after the arrival of No. 1, and at
the end of 24 hours we find that No. 2 is again at the other
end of the division, while No. 1 has made but 20 miles on the
return trip.
Mr. Roesch then compares the ton miles for the two engines
for 24 hours and shows that there is an advantage of 54 per cent,
in the lighter trains and higher speed of No. 2. Allowing the
same number of hours at the terminals, the train crew wages
should be the same for both trains, and allowing $1.35 per hour
for the wages of the train crews, the charges in each case
would be about ?23.
It is well understood that heavy grades affect the relation
between fuel consumption and speed and on a hilly road the
fuel cost would go up rapidly with the speed, but on a level
on nearly level road the difference in speeds considered in this
case would surely not adversely affect the fuel consumption,
and if the cut-off of engine No. 2 is 8 in. and that o(f No. 1
half or two-thirds stroke the coal per ton mile would be less
for No. 2. If the men are paid for units of 100 miles run, how-
ever, the figures of cost per ton mile change materially, al-
though the advantage in the amount of freight handled by an
engine remains with the one running at the higher speed.
There seems to be no doubt that in some cases engine ratings
have been so large that the cost of repairs have been greatly
Increased. Up to a certain limit this is economical because of
the larger ton mileage of service, but when carried to the point
of keeping engines out of service a day or so at a time for re-
pairs the limit of economical loading may soon be passed. The
importance of moderately high speeds in saving delays on sid-
ings has probably been underestimated. In many eases, especial-
ly on single track lines, the ability to get out of the way of other
trains is more important than any other consideration in this
discussion. We believe that there Is a tendency toward slightly
higher speeds in ordinary freight service.
322
AMERICAN ENGINEER AND RAILROAD JOURNAL.
i/oft
^LOifest Wea
ialesio/y mi/ /7. /Son Off 5n^nei/
A Design of Mogul Locomotive with Wide Firebox over Rear Driving Wheels,
DESIGN FOR MOGUL LOCOMOTIVE WITH WIDE FIREBOX.
By D. R. Sweney.
In the May issue of the American Engineer you illustrate
a locomotive study by Mr. Grafstrom. He has presented a
rather difficult problem, viz., an S-ft. grate above 80-in. driving
wheels and the center of the boiler 109 in. above the rails. The
inside of the mud-ring is about 7 in. above and 21 in. outside of
the wheel flanges. An ashpan located in the rear would re-
quire the use of blowers to keep the ashes from accumulating
under the grates above the wheels. Too much care cannot be
given to the design of ashpans to be used where the runs are
iong and the coal of a poor grade.
The method which he presents for compelling the gas and
flame to traverse a sufBcient distance before entering the flues
is worthy of study. If you will examine the usual design of
combustion chamber which extends into the barrel of the boiler
and count the number of stays, you will find it about equal to
the number required by the same length of firebox. The recent
designs of anthracite burners would undoubtedly make effi-
cient soft coal burners by putting in a bridge wall, as Mr.
Grafstrom suggests and which I believe has been done before.
The arrangement which he presents shows the tendency of
designers to try to make use of a very large grate area.
Nothing can determine the proper area of grates for the use of
soft coal so satisfactorily as experience, and the design must
be developed step by step. It is reasonable to suppose that to
add to the area of grate common on western roads, the first
15 sq. ft. would be of three times the value of a second 15 sq. ft.,
especially when the present area is so small that there is danger
of the draft tearing up the Are. Experience seems to show that
the screenings from many mines cannot be burned to advantage
on long runs on any area of grate possible on a locomotive, and
in such localities it would not be desirable to make the grate
larger than necessary to burn mine-run coal with reasonable
economy.
The use of the very large grate introduces some objectionable
features Into the design. If, however, these objections are such
as to retard its introduction and it is possible to obtain three-
fourths of the desired size without so many undesirable feat-
ures, why not assume that three-fourths of a good thing is
better than one-half and use it. The three-fourths might be
found sufficient and would certainly direct the course for further
development. It would seem wise in this, as in all experiments,
not to introduce any more new and experimental details than
are necessary to get the one desired end.
A change from the narrow grate between the wheels to a
wider one above the wheels adapted to soft coal requires atten-
tion to the following points: (1) method of supporting the
boiler and stiffening the frame toward the back end; (2) the
height to which it is advisable to carry the boiler; (3) location
of doors, deck, etc., to make convenient and eflScient firing;
(4) the location of engineer; (5) room under the grates for a
good ashpan; (6) means for keeping the fire out of the flues
and making the flame traverse some distance before entering
the flues.
The accompanying plan of an engine is presented as an at-
tempt to apply a larger grate with as few experimental details
as po.ssible. It is developed from a standard freight engine
and is similar to the standard in most of its dimensions, which
are as follows:
Proposed
engine.
Boiler pressure 20;i lb8.
Cylinders 19 x 2(i in.
Drivers 64 in.
Heating surface 2,040 sq. ft.
Grate ■-" "^ • '
Grate area
108 X 5SM in.
43?4 sq. ft.
I 130 X 58!4 in. "1
'\ 120x58!4in. /
Standard
engine.
200 lbs.
19 X 26 In
64 in
2.040 sq. ft
108 X 40J4 in.
-" I. ft.
30 sq.
108x40)4 in.
109 in 96 in.
C 16 ft. 4 in. 1
.-[ or \ 15ft. 2 i
l 15 ft. 10 in. J
Firebox at bottom
Center of boiler above rails
Driving wheel base \ or J^ 15ft.2in.
Grates below lowest tube 6Hin. 20 in.
The firebox being lengthened toward the rear requires
lengthening the driving-wheel base in order to distribute the
weight properly. In many other cases the boiler could be set
ahead. The method of supporting the boiler and stiffening the
frames would be the same as with very wide flreboxes. The
height of the center of gravity is less than that of many fast
engines and must be well within the limit (which is not a
very deflnite height). If there is room in a cab beside the
present form of firebox there would still be room with the
wider grates which would not increase the width of the upper
part of the firebox, or if there is room in a cab beside the
barrel of the boiler there would be room beside a firebox of
the same width with vertical side sheets. By narrowing the
upper part of the back end of the firebox, as is the usual prac-
tice with narrow grates, there would be still more room at the
point most needed. This design does not need to affect the
form of the upper part of the firebox and the manner of stay-
ing. The ashpan under a 5-ft. grate will require less room
above the wheels than that for an 8-ft. grate. The bridge
wall and the arrangements in front of it are subjects for experi-
ment. The height which it is necessary to make the wall and
October, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 323
the (listiuice which it should be located from the flue sheet are
unknown, but experiments to determine this would not be ex-
pensive. By the use of arch tubes the box could be shortened
10 or 12 in., as the bridge wall could be low and an arch ex-
tended from its top at an incline backward as is usually done
from the flue sheet.
It is interesting to study the adaptability of this form of
firebox to some recent large freight engines. In many eases an
increase of 40 to 45 per cent, of grate area could be obtained
without any increase in the length or weight and with a reduc-
tion in the number of short stays and curves.
MALLEABLE IRON OIL CUPS.
TABLE OF THICKNESSES OF BOILER SHEETS.
By F. K. Caswell.
Where many calculations have to be made from the same
formula it often pays to adopt short methods, and I have pre-
pared a table and description of the way of making it which
may be of interest to the readers of the American Engineer.
The formula for the safe thickness of plates for circular
FPD
courses is t =^ in which:
2S%
t = thickness of steel.
F = factor of safety.
P^ maximum working pressure.
D = internal diameter of the course.
S = tensile strength of plate.
% = strength of riveted joint in per cent, of solid plate.
Only commercial thicknesses of plates are ordinarily used.
therefore, if we decide on uniform values for S, % and F, using
the lowest allowable limit in each, we can readily find the
largest or limiting diameter for each 1/16 in. in thickness and
each pressure.
t2S%
By transposing, our formula now becomes D=: and
FP
substituting for S, % and F the values 54,000, .75 and 4 we
20250 t
have D = . From this we can get a constant for each
17718 I |gS«4
thickness, thus:
aOJ Ul = I "5a« I 8859 i 1012S| 11390 I 126561 13922 1 15187 1 164.tS
By dividing each constant by the various pressures we can
make a table of limiting diameters as given below, or by divid-
ing by given diameters we can get the limiting pressure. The
table given is used as follows:
Example I.: What thickness is required for a 64-inch course
to carry 200 lbs. pressure?
In column 200 we find 64 in. between 63% in. and 69 9/16 in.
or over % in., therefore the next regular thickness, 11/16 In.,
should be used.
Example II.: What pressure can be carried on a 62-ln. boiler
9/16 in. thick?
On line 9/16 in., 63V4 In. diameter can carry 180 lbs., there-
for, 62 in., being smaller, is good for 180 lbs. or a little more.
Thickness of Boiler Courses.
Pressure....
ISO
60
170
180
190
200
210
no
2<0
Limiting: diameters (inside).
i
H
SOH
«,',
im
42A
391 ;
•<7tJ
:i6J^
3<u
S3
.o
I'j
5»,".
5oA
52A
49A
«fiH
4IV4
i-2-h
lOM
38«
a
«
67H
r.3^
59H
56 !4
siM
511,',
48A
46
44
■
A
7518
71,'.
67
631-4
591 S
5"iS
,M,',
M«
*iM
s
%
i\%
79,\,
74,'.
70A
66r",
63 M
SfWi
57«
sb
a
\i
921 i
87
im
Vh
73^
69,»,
6KM
81M
Mm
H
WA,
89r",
Si%
79-4
75;*
72W
69
66
*»
It
91M
86A
82!4
l*-,\
UH
7m
f
%
93M
88A
»i%
80H
77
H
9l5i
mi
86^
diM
Central Railroad of New .lersey.
Oil cups for main and side rods and other parts of locomo-
tives are important beyond all proportion to their size. They
are often made of brass, and have brass covers. The loss of
the cover while running means a hot pin, and the loss of the
entire cup and cover by thievery is a common occurrence which
Is explained by the present high price of copper and brass.
The brass covers often become lost and they are usually re-
placed by tin; on one road, the New York Central, pressed
steel is being considered for covers for cups where the covers
may be slipped on without requiring a screw cap for security.
For rods, malleable iron oil cups have been used for several
years, and they are satisfactory in every way. The form illus-
trated was put into use on the Central Railroad of New Jersey
about a year ago. It Is cheap, efflclent and looks well. The
^!^i
The above flerurea are for sIroI of 51.000 lbs. per square inch tesr-lle
strenfftb: riveted joint of 75:< efflciency and a fan or of safety of 4. T'ee
maximum wurklnfr pressure.
Malleable Iron Oil Cups.
interesting features are the long tube at the bottom which
takes the oil down into contact with the crank pin, the form of
the base whereby a secure fastening to the rod is obtained
and an excellent device for regulating the flow of oil. In many
cups the tube at the bottom terminates with the threaded por-
tion and this permits the oil to pass between the brass and
the rod, while this long tube carries each drop down upon the
pin itself. The form of the bottom of the cup is seen in the
sectional views. It is thinned down in such a way as to obtain
the assistance of the elasticity of the bottom of the cup to
hold it against turning back after it has been screwed down
firmly. To this feature Mr. Mcintosh attributes the entire
freedom from loss of the cups by unscrewing. The regulating
needle is held in a split clamp in which a portion of the hole
is bored four one-thousandths of an inch smaller than the
needle. The friction thus obtained holds the needle where it
is adjusted. It is the intention to use this regulating device
on all oil cups put into use in future because of the advantage
of using but one form of feeding device.
324 AMERICAN ENGINEER AND RAILROAD JOURNAL.
CYLINDER BUSHINGS.
By F. E. Seeley.
One of the questions asked by the committee of the Master
Mechanics' Association, appointed to ascertain to what extent
the standards and recommendations of the association are
being carried out. relates to the use of bushing in cylinders.
Out of about 50 replies to circulars sent out in this connection
only half report as to the use of cylinder bushings at all, and
the majority of these use them to only a very slight extent;
the rest report no experience at all in the matter. They offer
advantages which are perhaps not fully appreciated.
The use of bushings provides a way to reduce the bore of a
cylinder and furnishes an excellent method of repairing worn
and cracked cylinders, as well as a remedy for cylinders which
are too soft to provide a good wearing surface. Probably no
two practices agree precisely as to the method of applying
bushings to worn cylinders and it will be worth while to dis-
cuss brieiiy one of the best.
After allowing, say, a 19-in. cylinder to wear %-ln. in diam-
eter, or to 19% in., it Is rebored to 1 in. larger diameter — that
is, to 20 in.; then a bushing 20 in. outside diameter and % in.
thick is inserted, bringing the diameter of the cylinder to % in.
less than normal size, or to 18% in. Ports corresponding in
size and location with those in the cylinder are cut in the
bushing, cylinder cock holes are tapped, and the bushing is
counterbored as would be the cylinder. Some practices call
for a bushing whose outside diameter is 1/100 in. greater than
Cylinder Bushings.
the inside diameter of the cylinder, but in most cases they are
made the same size with good results. To insert the bushing
it is necessary to heat the cylinder. This may be conveniently
done by placing hot bars of iron, of about the length of the
cylinder, on pieces set across the cylinder a little below the
center so that the heat may be uniformly distributed. When
the cylinder has expanded sufficiently the bushing is put in.
This must be done as quickly as possible, as the bushing being
thin expands immediately on coming in contact with the hot
cylinder, and little time is allowed for adjusting. The cylin-
der and bushing cooling together make a nice fit, and when
the front head is put on there is very little possibility of the
shifting of the bushing. A pin, however, is sometimes in-
serted through the cylinder and bushing near each end to In-
sure against movement.
It may be well to mention two of the most common ways
of fitting bushings. Both have given perfect satisfaction and
both have their advocates. One method is shown in Fig. 1.
As the cylinder wears and is rebored, an inch ledge is left un-
touched at the back end of the cylinder. The diameter of a
19-in. cylinder at this point would thus remain" 19V4 In. (as-
suming the counterbore to be % in.). When the cylinder is
finally rebored to 20 in. for a bushing, this inch ledge, which
is now % in. high, furnishes an excellent face against which
to drive the bushing; in which case the bushing is counter-
bored an inch less at the back than at the front end. In this
method the wearing face for the back head is not destroyed
and there is consequently one less chance for leakage.
In the second method, as shown in Fig. 2, the bushing Is
made the full length of the cylinder. It is driven up against
the back head, and held there by the front head. This requires
a little more care, but makes a nice job and seems to be the
method most generally adopted.
The use of bushings is, however, not by any means con-
fined to worn and cracked cylinders. There are several ad-
vantages in the application of bushings to new cylinders which
it will be well to consider. A good cylinder casting should
possess two qualities: First, the body should be strong and
tough to withstand the sudden and variable strains to which it
is subjected. Second the wearing face should be hard in order
to secure a good polish and furnish a good durable wearing
surface. In a single casting these two considerations are di-
rectly opposed to each other, and in providing for one the other
is neglected, and in a compromise between the two the best
results are not obtained. In providing the necessary softness
for the first the wearing surface is sacrificed, frequent reboring
is necessary, and the friction between the cylinder and piston
is increased. In providing the right degree of hardness for
the second the casting is rendered less tough and not as well
adapted to stand the excessive strain. Frictional resistance
between the cylinder and piston consumes a large amount of
power, and by the use of a bushing harder than can be ob-
tained in an ordinary cylinder casting a decided economy in
the above respect is produced.
It thus seems that, as in the case of false valve seats, the
best results will be obtained when the body and the wearing
face of the cylinder are made in separate pieces and each piece
is designed and made to best meet the particular conditions to
which It is to be subjected.
The largest floating dry dock In the world has recently been
purchased from the Spanish Government by the United States
for the sum of |250,000. This dock was built for the Spanish
Government in Birkenhead, on the Mersey, England, in 1S97,
at a cost of nearly $600,000, for use in Havana Harbor. It is
450 ft. long, 82 ft. wide, weighs 4,400 tons, and has a lifting
capacity of 10,000 tons. The operation of the structure is com-
paratively easy, and Is accomplished by hydraulic power. The
dock is divided into a series of water-tight compartments on
each side of the keel, called the load balance, and air cham-
bers. These are distinct from each other. When docking a
man-of-war they are filled with water, which sinks the dock to
a depth of 27% 't. The ship is then brought over the blocks
and centered, after which the water is pumped out and the dock
rises, Mfting the ship. This new dock will be placed at Pensa-
cola, Fla.
A substantial application of 38 miles of automatic block
signals is being made on the Chicago end of the Chicago &
Alton Railroad. There will be 43 home and 50 distant signals
of the semaphore type, operated by electric motors which are
controlled by track circuits. The signals stand nominally in the
horizontal position and the distant signals will be cleared when
the trains arrive at a point about 1,200 ft. from them, so that
the enginemen will be able to see the signals go to the clear
positions. The distant signals will use yellow lights when
horizontal. All switches 'within the limits of the application
are connected with the signal circuits so that an open switch
will put the signals to "danger" in that portion of track in
which the open switch causes danger. At the switches bells are
located and these will ring upon the approach of trains as a
warning against opening the switch before the train has
passed. It is a very complete system of automatic signaling,
the noteworthy feature being the use of automatic electric
semaphores.
Mr. F. A. Barbey, 185 Summer Street, Boston, has been ap-
pointed representative of the Standard Pneumatic Tool Com-
pany for the New England States.
October. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 32B
NEW FILLING VALVE FOR PINTSCH CAR EQUIPMENT.
An improvement in the filling valve for the car equipment of
I'intsch apparatus has been developed and tested and is now
ready for application in place of the old valves. Its purpose
is to more thoroughly control the possible leakage aroiind
valve stems when filling the receivers, thus preventing the
escape of gas. The new valves are made in accordance with
the improved design, which is illustrated in the accompanying
engravings.
The bonnet fits the regular valve body (known as No. G,"))
and the cover (known as No. 89) needs only a new bonnet cap,
brought to the attention of the railroads with the hope that
all valves in use will be rapidly changed.
Fig. 1. -Filling Valve and ( over. •
P, to make it applicable to the new valve. The valve carrier,
L, has a square extension on the bottom of which the disc, 0,
is placed. This extension passes through the square opening
in the bottom of the bonnet, N, to prevent the carrier from
turning. The valve stem, K, is held between the valve-stem
nut, M, and the packing nut, R. The packing, Q, is forced
more tightly by turning the packing nut, R. It will be seen
that the valve carrier may be removed and new one substituted
by simply removing the packing nut, R. The pitch of the
threads on the packing nut, R, and the bonnet, N, is the same
Fig. 2.-Section of Valve.
as on the valve stem, K and the valve carrier L, therefore
tightening R on N will not jam the valve. To place the cover
on the valve it is necessary to remove the packing nut, R.
In accordance with the custom of the Safety Car Heating
& Lighting Company such improvements as this are always
submitted to long-time tests in regular service, and it is no\v
IMPACT TESTS.
Metals which adjust themselves under the pull of the tensile
test and hold up to the requirements for strength and elonga-
tion are by no means always able to transmit and distribute
the vibrations which are set up in the outermost parts of the
metal by the impact test.
Dr. C. B. Dudley, Chemist of the Pennsylvania Railroad,
gave, in response to a request from the committee appointed
by the American Section of the International Association for
Testing Materials, his judgment in the matter of impact tests
as follows:
"We are getting more and more experienced all the time,
we are constantly trying to test material just as we put it in
service, rather than a piece of it; that is to say, we test a
whole axle rather than a piece cut out of it; we test a whole
carwheel, rather than a fragment of it, and so on. Obviously,
for this purpose either very large testing machines are re-
quired or else we must use the impact test. We have ac-
cordingly expanded quite a little in recent years in impact test-
ing, and with the construction of machines which the Pennsyl-
vania Railroad requires, we are inclined to think that the im-
pact test is a genuine, scientific test, provided, of course, that
deflection is taken as one of the elements. In our judgment
impact testing will continue to increase."
Dr. R. Moldenke. Superintendent of the Pennsylvania Malle-
able Company, in answer to the same committee, said that the
impact test was a most important one, because the majority of
finished materials fail through vibration or shock. The
heaviest breakages in couplers, guardarms excepted, is in the
lugs. An inspection of tens of thousands of these breakages
would give an impression that they were all pulled off, and
yet close investigation reveals the fact that 80 per cent, were
first battered up by impact and then pulled through the cracks.
Here is explained the tendency to call for high tensile strength,
when really what is wanted is high resistances to impact. The
railroads are, with hardly an exception, using the impact tests
in buying axles and automatic car couplers. There is also in
the minds of some the idea of testing bolsters by these tests,
which, in Dr. Moldenke's opinion, is a good step toward keep-
ing materials up to the proper standard.
PIECE WORK VS. PREMIUM PLAN.
The distinction between the premium plan and ordinary
piece-work is consistently and continually urged by the
"American Machinist." Mr. F. A. Halsey, whose name is prom-
inent in this connection, recently answered a correspondent
through its columns with the following clear statement of the
fundamental differences between the two systems:
No employer can contemplate paying the same wages cost
per piece for his product 10 years from now that he does to-
day. He must contemplate and expect a steady reduction of
these costs. With piece-work this can only be brought about
by cuts in the piece prices, with demoralizing effects. It will
thus be seen that while these cuts are, from the workman's
standpoint, the embodiment of injustice, they are, from the
employer's standpoint, a matter of necessity.
Piece-work professes to give the employee all the gains due
to his efforts, uut in fact does not do it, because of these re-
peated cuts, which cannot be avoided. The premium plan
promises less to the workman, but carries out its promises.
Under any system it is impossible that the workman should
in reality receive all the gains due to increased output, because
that means stationary wages cost to the employer.
The chief merit of the premium plan is that a steady redxif-
tion in cost is brought about automatically, without any
Change in the agreement under which the employee wgrss,
326
AMERICAN ENGINEER AND RAILROAD JOURNAL.
FLANGE WEAR OF CAR WHEELS.
Excessive flange wear of freight car wheels becomes more
troublesome as wheel loads increase and the increasing amount
of discussion of the reasons for it indicate its importance.
A careful review of the subject suggests the necessity for
looking to the character of the trucks with reference to their
ability to hold the axles in parallel, the importance of having
on each axle, wheels of equal diameters, the ability of the
bolsters to keep the side bearings apart (or the use of roller
bearings), the employment of trucks which shall retain their
shape and ability to properly perform their functions under the
several shocks of service and means for lubricating center
plates.
The best recent statement of the truck situation that we now
recall is that by Mr. E. D. Bronner, of the Michigan Central.
Mr. Bronner said (M. C. B. proceedings, 189S, page 74) : "The
diamond frame type of truck was a better type for small
capacity cars than it will be for those of 60,000, 80.000 or 100,-
000 lbs. capacity." And also: "From my point of view a plate
truck . . . (mentioning a number of pedestal trucks) is the
most efficient truck for cars of large capacity. Properly de-
signed and built in the proper manner, with the right material,
they will retain their shape in service, thus reducing train re-
sistance and flange wear."
We are inclined to believe that this idea and the other
points mentioned cover the flange wear difficulty, and,
as Mr. Hubbell said recently before the St. Louis Railway
Club, that it is not "the result of any one thing, but the effect
of a number of causes." Its effects are to increase the expense
of car repairs and to greatly increase the cost of hauling trains
on account of the increased train resistance.
The lubrication of center plates is one of the most impor-
tant factors in this question. It applies to all trucks, whether
with roller side bearings or not, and affects the flange wear
independently of the character of the bolsters. The effect of
lubrication was strikingly shown in our July number in con-
nection with the description of the Dayton center plate.
KRUPP STEEL WORKS.
Probably few appreciate the great extent and large capacity
of the Krupp steel establishments in Germany. In a com-
munication from Frankfort, Consul-General Richard Guenther
sends the following interesting summary:
The annual report of the Chamber of Commerce for the dis-
trict of Essen contains statements concerning the cast-steel
works of Frederick Krupp. These comprise the following:
Cast-steel works, at Essen; Krupp steel works, formerly F.
Asthower & Co., at Annen, in Westphalia; the Gruson works,
at Buckau, near Magdeburg; four blast furnaces at Duisburg,
Neuwied, Engers and Rheinhausen (this latter consists of
three furnaces, with a capacity for each of 230 tons per twenty-
four hours); a foundry at Sayn; four coal mines (Hanover,
Saelzer, Neuack and Hannibal), with interest in other coal
mines; more than 500 iron mines near Bilbao, in northern
Spain; shooting grounds at Meppen, with a length of 10%
miles and a posibility of extension for 15 miles; three ocean
steamers, several stone quarries, clay and sand pits, etc. In
addition, the firm of Frederick Krupp operates the Ship and
Machine Stock Company Germania, at Berlin and Kiel, under
contract.
The most important articles of manufacture of the cast-
steel works at Essen are cannon (up to the end of 1899 38,478
had been sold), projectiles, precussion caps, ammunition, etc.;
gun barrels, armor plates and armor sheets for all protected
parts of men-of-war, as also for fortifications; railroad mate-
rial for shipbuilders, parts of machinery of all kinds, steel and
iron plates, rollers, steel for tools and other purposes. The
steel works in 1899 operated about 1.700 furnaces, forge fires,
etc., about 4,000 tool and work machines, 132 steam hammers
of from 200 pounds to 5,000 metric tons force, more than 30
hydraulic presses (among them 2 of 5.000 tons each, 1 of 2,000
tons and 1 of 1,200 tons pressure), 316 stationary steam boilers,
497 steam engines with an aggregate of 41,213 horse-power,
558 cranes of from 400 to 150,000 tons lifting power. During the
last year the iron mines yielded an aggregate of 1,877 tons of
ore per day. The coal production from the mines belonging
to the Krupp Company (excepting the Hannibal) amounted,
on an average, to about 3,738 tons for each working day.
The consumption of coal and coke in 1899 was as follows:
In the cast-steel works at Essen. 952,365 tons; in the other
works and on the steamers of the company, 622,118 tons; in all,
in round numbers, 5,000 tons per day. The consumption of
water at the cast-steel works in 1899 was 15,018,156 cubic
meters, which equals about the consumption of the city of
Frankfort with 229,279 inhabitants. The consumption of gas
in the steel works at Essen was 18,836.050 cubic meters in 1899.
The electrical power plant of the works at Essen has three
machine houses with six distributing stations, and supplies 877
arc lights, 6,724 incandescent lamps and 179 electric motors.
For the traffic of the works, railroad tracks of standard
gauge of about 36 miles, are laid, which connect with the tracks
of the main railroad station at Essen. Sixteen locomotives and
707 cars are operated on the grounds. In addition there are
narrow-gauge tracks of 28 miles, with 26 locomotives and 1,209
cars.
The telegraph system of the steel works has 31 stations,
with 58 Morse telegraphic instruments and 50 miles circuit.
The telephone system has 328 stations, with 335 telephones and
a circuit of 200 miles.
On April 1, 1900, the total number of persons employed in the
different works was 46,679, viz., 27,462 at Essen, 3,475 at the
Oruson works of Buckau, 3,450 at the Germania works at Berlin
and Kiel, 6,164 in the coal mines and 6.128 at the blast fur-
naces and on the testing grounds at Meppen, etc.
Illustrated Catalogue of the "Four Track Series." The pas-
senger department of the New Tork Central & Hudson River
Railroad has found it necessary to issue a catalogue of their
publications. It is in the f(jrni of a 40-page illustrated pamphlet
and will be sent free to any address on receipt of a 2-cent
postage stamp by Mr. Geo. H. Daniels, General Passenger
Agent, Grand Central Station, New Tork.
A surprising prediction by Mr. Nicola Tesia concerning long-
distance electric transmission was recently included in an in-
terview with the inventor printed in the New York "Sun." He
is reported as saying: "The limitation which we still have to
contend with is the loss in the transmission to a distance, and
this, I hope, with my latest improvement, to do away with
almost entirely, and I think that the time is not far off when we
shall be able to transmit with wires buried in the ground, power
from Niagara to New York City, with a loss not exceeding one-
half of one per cent."
James Ball, an engineer on the Kansas City, Fort Scott &
Memphis, has just resigned, after almost 49 years' service in a
locomotive cab. He is 68 years old, and said to be the oldest
engineer in the United States in the matter of uninterrupted
service. The New York "Commercial" states that in spite of
his age he was able recently to pass a satisfactory examination
for sight and hearing. His retirement was voluntary. Mr.
Ball's record is of unusual interest. At the age of 20 he was
firing an engine on the Cleveland & Pittsburg, and in 1855 be-
came a locomotive engineer. Three years later he was em-
ployed on the New Orleans & Western, and in 1861 entered
the Government service, having charge of the engine that
pulled the last train of Federal troops from the scene of the
second battle of Bull Run. and nearly losing his life. This was
on the Alexandria & Orange. In 1862 he was on the Erie, and
later went to the Central Pacific. His connection with the
Memphis began in 1878.
ocTOBEK, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 327
GOOD STAYBOLT PRACTICE.
The opinion from the extensive experience of Mr. Archie
Baird, foreman Ijoilermaker of the A. T. & S. F. Ry., upon the
best methods of fitting locomotive staybolts is summed up in
the "Railway and Engineering Review" as follows:
In new boilers, keep under 4 In. centers in spacing; that Is
necessary to maintain about double the factor of safety in the
staybolted portion over that of the cylindrical parts of the
boiler, and adds greatly to life of bolts.
When the renewal of a firebox becomes necessary, do not
have too many different sizes of bolts. If it is found that the
casing sides will tap out part Th in., 15-16 in. and 1 in., it is the
better way to make the box 1 in. throughout.
Under no circumstances use a staybolt to exceed 1 1-8 in.
diameter. Bush the casing side rather than use a large bolt.
Have the bolts cut so as to show a clean, smooth thread,
avoid taper, and see that the bolt does not run out of 12
threads per inch Its entire length.
Do not have the bolts made to run into the sheets too tight.
An easy bolt run in without strain will give better results than
A SCHEDULE FOR APPRENTICES.
On the Chicago & Northwestern Railway two classes of ap-
prentices are taken — regular and special. The first are those
who have had but a common school education, and are taken for
a four years' course. The latter are those who have had a
technical education, and these serve three years.
They have the following course alloted to them:
Regular Apprentices.
Months
Tool room 3
Machinus 15
Erect iim floor 12
Rod iind vise 6
Laying off 3
Drawing room 6
Test work 3
Special Apprentices.
Months
Machines 9
Erecting floor 12
Rod and vise 6
Drawing room 6
Test work 3
The time divisions of the schedule are in multiples of three
Year
1900
1901
1902
1903
1904
l,>uarter
■
2
»
4
■
a
3
4
1
2
3
4
■
2
3
4
1
a
3
4
Tool RooB
S.T.
T.
V
FJOR
S T V
WX V
Machines
•M.A.H.
K.L.B.N.
OP.Q.R.
I.S.K.N.
O.P.Q.R.
•B.'A.
F 1 J K
NO PQ
RSTV
WX
FIJO
RSTV
W XV
iTV
TV
V
U
u.
•U
ErecllDS Floor
O.I.J.C.
P.
C D F.n
H J
CDEG
HU
CDEG
HKNP
U
LG H N
ICPU
EK NO
PRLV
W
KNJIP
R S V
W
OPRS.
TV W
O.R ST
V.V
STV
rxY
XV
X
IX IW.
Rod and Vise
E.G.
E
Dl
tj X
VX
KN.
tNP
P R V
D R S
ST W.
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Chicago & Northwestern Railway.
Machinist
one going In too tight, for the staybolt does not depend on
the threads for strength — rather the opposite, for a physical
test will make it evident that a plain bolt, put in a plain hole
and riveted over like an ordinary threaded staybolt head, will
stand from 1,000 to 3,000 lbs. more than the threaded bolt will
before pulling through. The thread simply acts as a shoulder
to help stay sheets that are subjected to intense heat. Aside
from this one feature, the thread on a bolt would not be an
actual necessity.
Modern railroading has abandoned the old 5 and 6-ft. boxes,
and the old steam pressure of 130 to 150 lbs. per sq. in., in
favor of 8 and 10-ft. boxes and ISO to 200 lbs. steam pressure.
This change of conditions has come about within 10 years
and must be met and looked upon as a very radical change.
Of course, we try to hold the safety factor by an increased
thickness of plate, rivets, etc., but nevertheless we stand on
more dangerous ground than heretofore, and my plan would
be not to experiment any longer with the different kinds of
double-ended or concave section bolts, but to apply a clean
cut, threaded staybolt, made of good, honest charcoal iron.
Then to test the boiler every 30 days, and alternate every sec-
ond bolt with new ones, so as not to exceed 2 years' life for
any one bolt in the entire boiler in a bad water section. In
a good water section, to renew 5 rows in the offset. 2 top rows
and 1 row next to the flanges of the door and flue sheet in
the same time. It is my belief that this, in addition to the
other recommendations, is the best method of applying staj'-
bolts where the best possible life is desired in the interest of
safety.
1 Special appr(!ntit.e 0)it of ihnc
Schedule of Work for Chicago ShopSi
Apprentices.
months, and a convenient chart is used, giving at a glance
the location of each apprentice in the shop. This is arranged
as indicated in the accompanying table, in which each appren-
tice is represented by an initial. Special apprentices are now
taken in July, and these will be placed among the squares in
such a way as to distribute them and avoid getting too many
together. This plan is described In a brief paper by Mr. G. R.
Henderson before the Western Railway Club, which concludes
as follows:
"Of course these plans are not entirely unselfish on the part
of the company, as we desire to have thorough mechanics, who
will be eligible tor promotion, and some of our most promising
foremen of the present day are those who have gone through
the course in our shops. We look to these for prospective mas-
ter mechanics. The whole scheme has been outlined with the
idea of giving every opportunity for the apprentice to develop
into a valuable mechanic, and, later on. an officer of the rail-
road, provided he has the necessary qualities in him."
The .A.shton Valve Company, 271 Franklin Street, Boston,
ha.-e been informed that the Jury of Awards of the Paris
Exposition have awarded them three medals, one silver and
two bronze, upon their exhibit of pop-valves and gauges, the
silver medal being the highest award that was possible to
obtain in thu class of exhibits.
328 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Ten-Wheel Wide Firebox Locomotive.— Central Railroad of New Jersey.
For Passenger and Fast Freight Service.
TEN-WHEEL, WIDE FIREBOX LOCOMOTIVES.
COST OF MAINTENANCE OF EQUIPMENT.
Central Railroad ot New .Jersey.
Built by the Brooks Locomotive Works.
This road has received a number of wide firebox locomotives
of the 10-wheel type from the Brooks Locomotive Works for
fast freight service, the design being such as to render them
equally well adapted to heavy passenger service. They have
piston valves and tender water scoops, and when tried on pas-
senger trains of the Long Branch & Point Pleasant Division
they gave very satisfactory results. They are now running on
this division, and Mr. Mcintosh speaks very highly of their
work.
The grates are a combination of water tubes and shaking
bars of the Yingling type, which have been very successful in
stationary practice. Instead of the usual rocking arrangement
these shaking grates are placed so that the fingers of adjacent
grates interlock and grind the cinders so that they will pass
down through. The fingers are made small in section to pre-
vent burning. The tenders carry 5,000 gallons ot water and 12
tons of coal, which is fine anthracite, used extensively on this
road. We have the following items from the specifictaions:
Total weight 174,500 lbs.
Weight on drivers 132.IKI0 lbs.
Weight on trucks 42.500 lbs.
Total of tender and engine 274,500 lbs.
Boiler pressure 210 lbs.
Cylinders 20 by 28 in.
Driving wheels, outside 69 in.
Diameter of boiler, front end 70 in.
Firebox 123 by 97 in.
Heating surface, firebox 174 sq. ft.
Heating surface, tubes 2,338 sq. ft.
Heating surface, total 2.512 sq. ft.
Grate area 83.3 sq. ft.
Tubes, number 325
Tubes, diameter 2 in.
Tubes, length 13 ft, 10 in.
Driving wheel base 13 ft. 6 in.
Engine wheel base 24 ft. 9 in.
Total wheel base 50 ft. 9 In.
Valves Brooks, piston
Fuel Fine anthracite
A new. and probably popular, rule regarding uniforms for
passenger trainmen has been adopted on the Chicago & Alton.
The company will present one new uniform each year to each
employe. who obeys the rules strictly and who has held the same
position in the employ of the road for five years. Two uni-
forms— one winter and one summer — will be given annually to
each employe who has held the same position for ten years.
As in these days all of the problems in the science of trans-
portation— even those that are purelj' mechanical — must be
solved in the clear light of net earnings, the question of the
money cost of maintenance of equipment becomes of inter-
est to the heads of the department. One important line, the
Atchison, Topeka & Santa Fe. shows categorically in the an-
nual reports the average cost of repairs and renewals per loco-
motive, per passenger car and per freight car. Perhaps others
do likewise. The practice is admirable and might well be ex-
tended.
Possibly some have not seen the latest statement of the aver-
age cost of equipment maintenance, and will be interested in
a brief summary of the facts. The figures are to be found in
the returns to the Interstate Commerce Commission, and are
given here as they appear for the four years, 1895-98, inclusive.
The averages are obtained, of course, by division of the
amounts reported to have been expended under each head for
repairs and renewals by the number of locomotives, passenger
cars and freight cars, respectively. Here are the figures for
the United States:
Average Cost of Maintenance of Equipment.
Each. Each.
Each Passenger Freight
Locomotive Car. Car.
1896 $1,070 $450 $34
1896 1,200 484 42
1897 1,090 466 36
1898 1,245 499 44
Average, four years $1,151 $475 $39
Considering the fact that, in the hard times of 1895 and
1896, maintenance of equipment was avowedly slighted to a
considerable extent, the showing for 1898 presumably is nearer
actual normal requirements than that for 1895, for example.
On the other hand, many roads make special appropriations of
revenue for the benefit of the equipment department without
carrying the money through the operating expense accounts.
All things considered, therefore, perhaps the figures given in
the table for 1898 may be accepted as a reasonable estimate
of the average annual cost of the maintenance of the equip-
ment of the American railways, or, say, in round numbers,
$1,250 per locomotive, $500 per passenger car and $45 to ?50 per
freight car. On this assumption, if the averages run higher
than these, the real earning power of the road Is concealed to
that extent, while if they run lower the management may be
called on justly by financial interests to prove that the property
is not being allowed to deteriorate.— "The Railway Age."
October, 1900. AMERICAN ENGINEER AND RAIL.ROAD JOU RNAL. 32 9
A BULLDOZING MACHINE WITH A RECORD.
C. M. &. St P. Railway.
The bulldozing machine illustrated in the accompanying en-
graving performs by the aid of ingeniously arranged dies 125
different operations In car forgings and a large i)cr(:entage of
locomotive forgings. This machine has been in constant ser-
vice in the West Milwaukee blacksmith shop of the Chicago,
Milwaukee & St. Paul Railway for nearly eight years, and the
only repairs that have been made during this time have been
the occasional planing down of some heading tools used in
connection with the male dies, which must necessarily wear
in time from constant friction upon the work. Formerly this
work was done on the anvil, but with the increased output
of box and stock cars, which now averages fifteen a day, too
many forges would be required and the time spent by the
blacksmiths and their helpers in waiting for the iron to be
the path of the male die and receive power from two heavy
tongues bolted to the head of the machine and work through
slots in the die housings and dies. The curved-out line of
these tongues has a cam action that gives the required length
of stroke to the dies as the tongues are forced through the
slots.
']"he various operations performed by the machine can all
bo managed by three or four men. One operates the machine
and two, and sometimes three, tend to the furnace and to feed-
ing the machine. The slabs are taken from the furnace,
dropped on edge between two loose-fitting guides and against
the stop on an adjusting rod, part of which is shown in the
engraving. The guides, one of which is fixed with reference
to the other, are placed at an angle of 4.5 aegrees with the
bed-plate of the female die. The reason for putting the work
in at this angle is to give the male die more pressing action
upon the work.
With the first mriN'-nit-iit of tlif liv<^ hf;id th<- side dies close
brought to the proper heat would nearly equal that spent in
actual work upon the forgings. With this machine and a
properly designed furnace, nine or ten forges are displaced,
which is not only a saving in floor area, but a large saving in
the number of men required to turn out a given amount of
work.
The machine is known as Williams, White & Co.'s No. 5
Standard Bulldozer, and is well suited for heavy work. Prom
the engraving it will be seen that the live head is moved to
and from its work by side rods, which are in turn operated by
two pairs of large and small gear wheels driven from an over-
head shaft. Suitable bed-plates are used in connection with
the female dies and bolted to the frame of the machine,
while the male dies are bolted to the live head.
One of the more complicated operations is performed by the
dies shown in the engraving. They are used in turning down
the ends of the tension members of body bolsters. The move-
ments of the live parts of the female die are at right angles to
up on the work and the die, which moves in the housing
marked A in the engraving, bends the end of the metal over
the round corner of the die, moving in housing B from an angle
of 180 degrees to about 50 degrees. Further movement of the
live head withdraws die B and the bend is completed by the
die C, which flattens it back upon itself. The die A acts at this
time as a support to the hot metal during the completion of
the bend. These reference letters may be seen by close exami-
nation of the engraving.
For such work as the compression members of body bolsters.
carry irons and arch-bars for trucks, the female dies have no
live parts and the only movement is that of the male die
on the live end. These operations are simple and are all per-
formed in one heat. When the metal to be operated on is
heated throughout, as in the case of arch-bars, the furnace is
filled with from 110 to 150 slabs, and heated at one time.
This is one of the most useful machines in this shop. It
is used by Mr. Hennessey as a part of an extensive system of
labor-saving tools, which contribute to the plan of building
freight cars whereby the road builds them cheaper than they
can be bought.
330 AMERICAN ENGINEER AND RAILROAD JOURNAL.
BOOKS AND PAMPHLETS.
Proceedings of the American Railway Master Mechanics' As-
sociation Thirty-third Annual Convention. Held at Sara-
toga, N. Y., June, 1900. Edited by Jos. W. Taylor, Secretary
of the Association.
This volume, as usual, contains the constitution, lists of offi-
cers and members, and the proceedings of the convention. It
is uniform in binding with other recent volumes, and is, as
usual, ready for distribution at a remarkably early date after
the close of the convention. This volume contains a specially
valuable list of subjects treated by the association since the
first meeting, with the important reports and decisions indi-
cated in heavy type. We also note that In a number of the
reports marginal captions have been used. This is an irn-
provement which will be .greatly appreciated by those who
have occasion to refer to the proceedings.
Universal Directory of Railway Officials. Published by the
Directory Publishing Company, Limited, 8 Catharine Street,
Strand, London. Sole representative in the United States,
E. A. Simmons, 697 Chauncey Street, Brooklyn, N. Y. Pages,
563. Price, $2.50.
This is the sixth annual edition of this valuable publication.
It contains a list of the officials and information concerning
the gauge, mileage and equipment of the railways of the world.
It includes a convenient alphabetical finding list of the offi-
cials and is printed in a convenient style. This year the por-
tion of the list concerning South African roads is not offered
as accurate because of the effects of the war, but otherwise
the information is offered as official. It is compiled by S.
Richardson Blundstone, editor of "The Railway Engineer."
Proceedings of the Western Railway Club. Vol. 12, 1899-1900.
Published by The Western Railway Club, 667 Rookery Build-
ing, Chicago, 1900.
This is the only railroad club placing before the members the
proceedings of the year in a bound and indexed volume. No
better method of expending its money can be Imagined, and
we think it much wiser to increase the value of membership in
this way than to indulge in frequent lunches and an annual din-
ner, which seems to be growing in popularity in other rail-
road clubs. The money expended in these affairs, which are, of
course, very enjoyable, would seem to be better invested in
the way the Western Club has practiced for two years. The
volumes resemble the form adopted by the M. C. B. and M. M.
Associations, and the proceedings under notice are worthy of
a place beside those of the national organizations.
The Work of Railroad Men on the Problem of Pure Water
for Steam Boilers. By C. Herschel Koyl. Reprinted from the
Railroad Gazette.
This little pamphlet is issued by the Industrial Water Com-
pany, 15 Wall Street, New York. It contains a review of the
reports and discussions at various times before the Master Me-
chanics' Association upon the purification of feed water. The
chief deduction from the reports is that water should be treated
before it goes into the boiler. At the end of the pamphlet ap-
pears a statement by the Industrial Water Company concern-
ing their apparatus for continuously and automatically purify-
ing water, the total cost of operation of which, including in-
terest on the plant, is stated at five cents per thousand gal-
lons'or less. The cost is contrasted with that of the average
damage to locomotive boilers, which was placed by the Master
Mechanics' Association at about fifty cents per thousand gal-
lons. It is a good investment to buy water for locomotives at
thirteen cents, a common price for city water, but a still better
one to provide water better than ordinary city water at a cost
of from four to five cents. This company invites those having
trouble with boiler waters to send gallon samples of the water
with a statement of the amount used per day and they will
estimate the cost of purification. This is a most important
subject. Bad water not only increases the cost of repairs, but it
Is also expensive in keeping locomotives out of service for the
repairs and for the regular washings.
Railroad Construction, Theory and Practice. By Walter Lor-
ing Webb, Assistant Prof. Civil Engineering, University of
Pennsylvania. Published by John Wiley & Sons, New York,
1900.
Notwithstanding the numerous hand-books that have been
.Issued on railroad curves, location and computation, this book
gives the essentials of alignment and location in as concise and
satisfactory a form as the best of them, leaving out much of
the useless material that litters up some of the hand-books. On
the subject of construction, however, the work is in many ways
deficient. It is necessarily a compilation of data and designs,
but it omits much that might be looked for in such a publica-
tion. On the subject of culverts and arches, for example, struc-
tures of concrete and of concrete and steel in combination are
entirely omitted, although the most conservative engineers will
admit that these types are coming to play a most important
part in the economy of railroad construction. The discussion
on tunnel practice contains but little of modern methods. In
earthwork, the book summarizes much of the already existing
information and also adds a great deal that is new and useful
in approximate methods of computation. And the cost of
moving earth is treated more comprehensively probably than in
any other existing text. For contractors interested in the cost
of excavating, hauling, and filling this book contains probably
the most satisfactory treatment of the subject, whether for rail-
road work or general construction. Finally, the book con-
tains numerous logarithmic, trigonometric and curve tables, as
well as functions for transition curves and tables for estimating
road work or general construction. The book containing what
has hitherto been found only In widely scattered texts, and has
added much original material. The book occupies a field that
has been treated by other authors only in a fragmentary way.
The John Davis Company, 51 Michigan Street, Chicago, have
issued a new catalogue of steam fitters' supplies, wrought iron
pipe, tools, including almost every conceivable item which
may be wanted in connection with steam piping or heating
systems. It is compact in form and its 294 pages are filled
with everything that one would look for from a firm supplying
the wants of steam users. It is indexed and the prices of
nearly all the specialties are given.
Drop in Alternating-Current Lines. — The Westlnghouse Elec-
tric & Manufacturing Company have Issued In good form a
pamphlet entitled "Drop In Alternating-Current Lines," which
is a reprint of an article by Ralph D. Mershon, which treats of
a method for calculating drop in alternating circuits. This pam-
phlet is supplemented by a short Illustrated description of the
Westlnghouse Type F compensator, which records at the power
station, without the use of pressure wires, the voltage deliv-
ered to the load regardless of the nature of the load. The de-
scription also includes tables for setting and Instructions for
the adjustment of the instruments.
Electric Power. — A very handsomely illustrated catalogue has
been issued by the Westlnghouse Electric & Manufacturing
Company showing some of the many ways in which the West-
lnghouse electric motors are used for industrial purposes. The
book does not give a description of the motors, but simply
a caption, explanatory of the service to which that particular
motor Is applied, and depending on the excellent collection of
01 half-tone engravings for telling the story. The printed mat-
ter is in four languages, .French, English German and Spanish.
The catalogue Is intended for distribution at the Paris Exposi-
tion.
"Three Points of View" is the title of a compact presentation
of the merits of the turret lathes manufactured by the Ameri-
can Turret Lathe Company, Wilmington, Delaware. It is in
the form of a well-Illustrated pamphlet, showing the advan-
tages of their "semi-automatic" turret lathes from the stand-
point of the proprietor, the superintendent and the operator.
The proprietor Is Interested In securing great output at low
cost; the superintendent is chiefly interested in the "driving"
power, which enables him to make a good showing, and In
large output per man employed; while the operator desires a
convenient machine which will enable him to make good wages
without undue physical strain. These three views are really
one, and the pamphlet Is very successful in conveying the im-
pression that these manufacturers have good ideas and that
they have embodied th'em in their machines. They have no
hesitation in guaranteeing what the lathes will do.
October, 1900. AMER ICAN ENGINEER aN D HAl LR OAD J O U RNAL. 331
The Jeffrey Manufacturing Company, Columbus, O., have
prepared a new and completed catalogue of chains which Is
ready for distribution and will be sent on request.
The Phusphor-Bronze Smi,lting Company, Limited, 2200 Wash-
ington Avenue, Philadelphia, have sent out their revised Phos-
phor-Bronze Price-List No. 17, which presents lists of the vari-
ous forms of this metal which they are prepared to furnish.
"Some Words of Wisdom About Paint" is the title of a little
pamphlet received from the Joseph Dixon Crucible Company,
Jersey City, N. J. It is printed in the interests of the well-
known graphite paint manufactured by this company and
shows its qualifications as a protective covering for roofs.
The General Society of Mechanics and Tradesmen, 20 West
44th Street, New York, has adde.d a new department to its
library for current catalogues connected with machinery, build-
ing and machinery supplies of all kinds. The catalogues will
be kept on file carefully indexed and made accessible at ail
times to those who may care to consult them. Machinery
concerns are requested to send their catalogues to the librarian
at the address given above.
The Springfield Gas Engines.— The Springfield Gas Engine
Company, of Springfield, O., have issued a 32-page catalogue
of their gas engines in which the designs are illustrated in
detail by aid of half-tone engravings. Their unusual sim-
plicity is strikingly shown. A number of illustrations of im-
portant plants employing these engines are included. The en-
gravings are excellent and the pamphlet is adapted to the
wants of busy men.
Hydraulic Tools. — Watson-StlUman Company have just issued
another of their subdivided catalogues. No. 60, illustrating
and describing hydraulic tools used by jewelers and die-sink-
ers. Bach page contains an engraving of one of these ma-
chines and a carefully prepared description, together with a
short table of weights, pressures and prices of that machine.
This company makes a very large line of high-pressure hy-
draulic tools for all purposes and has exceptional facilities
for the making of special tools and machinery.
The Knecht Brothers Company, Cincinnati, O., designers and
builders of special machinery and tools, have prepared a pam-
phlet of eight pages describing their friction sensitive drill,
which is considered an indispensable machine by those wl\p
use it. It is described in this pamphlet, dimensions and details
of weight and capacity being given. In a number of testimo-
nials we find letters from Mr. Howard M. Smith, Master Me-
chanic of the Terminal Railroad Association of St. Louis, and
from Mr. H. A. Gillis, Superintendent of the Richmond Loco-
motive Works, commending it highly. Mr. Smith uses the
machine as a centering machine as well as a drill press. We
have already directed the attention of our readers to the de-
sign and construction of the machine in our pages.
Catalogue of the Niles Tool Works. — This .book of 169 pages
is the handsomest work of the kind we have seen. It is bound
in flexible morocco and was prepared for distribution at the
Paris Exposition. The descriptions are in French, English
and German, the three languages being used in parallel through-
out the book. The dimensions are given in metric and English
measures. The machines are presented in the following groups:
Railroad machinery, lathes, pulley, planing, slotting and shap-
ing machines, boring and turning mills, horizontal boring and
drilling machines, cylinder boring machines, drills and boiler
shop tools. The engravings, which are remarkably fine, also
include a number of views of some of the largest machine
shops in the world in which the product of these works is
used. The catalogue compels admiration in itself. It must
convey an impression of the high character of the Niles Tool
Works even to those who may not know of this in other ways,
and none but a successful concern could produce such an ex-
hibit of its work. As a piece of good printing and handsome,
tasteful catalogue literature, it has not been equaled by any
we have seen.
EaUIPMENT AND MANUFACTURING NOTES.
The AJax Metal Company have secured the services of Mr.
J. G. Miller to represent them In Chicago and the Northwest.
His office Is In the Marquette Building, Chicago.
The Rand Drill Company have received recogrnltlon from the
Paris Exposition for the high character of their machinery In
the form of the grand prize and gold medals.
Mr. Nat C. Dean Informs us that he has severed his connec-
tion as representative of the Carbon Steel Company, but will
continue his connection with the railway paint business of The
Lowe Brothers Company.
The locomotives of the Chicago, Rock Island & Pacific and
the Rio Grande Western railways, illustrated last month, were
equipped with Ashton Muffler, pop safety valves furnished by
the Ashton Valve Company, 271 Franklin Street, Boston.
Mr. J. W. Gardner has resigned as General Sales Agent of
The Sargent Company, Chicago, to become associated with
Mr. E. C. Darley, General Western Agent of the Aultman &
Taylor Manufacturing Company, Mansfield, O., manufacturers
of the Cahail vertical and Babcock & Wilcox water-tube boilers.
The Pressed Steel Car Company have received an order for
70 steel ore cars of 80,000 lbs. capacity for the Great Southern
Railroad of Spain. This is the first use of steel cars in that
country. They are to be of the type used in the United States,
except that one car in each train, or seven cars in the lot, will
have a timber shelter for the use of brakemen.
The Ashcroft Manufacturing Company, 87 Liberty Street,
New York, have been informed that they have been awarded a
medal at the Paris Exposition for locomotive steam gauges.
In view of the fact that France is the home of M. Bourdon, the
inventor of the Bourdon spring steam gauge, this is a high
compliment to American enterprise.
The Richmond Locomotive and Machine Works have just
received an order from the Intercolonial Railway of Canada
for ten consolidation locomotives with 56-in. drivers; weight
in working order, 164,000 lbs., with 147,000 lbs. on drivers. The
boilers are of the straight-top type. 66 ins. in diameter at
the smokebox end, and will carry 200 lbs. steam pressure. Five
of the engines will be compounds, with 22% and 35 by 30-in.
cylinders.
Mr. C. H. Howard of Schickle, Harrison & Howard, St.
Louis, has patented a new brake gear for railroad cars which
is decidedly novel. It is an arrangement of a hollow cast-steel
bolster into which are incorporated the air-brake cylinder and
triple valve in such a way as to avoid the use of brake beams
and all levers and the usual rods. Near each end of the bolster
is a cylinder with two pistons, each piston being coupled to a
brake shoe. The cylinders are between the wheels and the
motion to the shoes is direct. It Is an exceedingly ingenious
arrangement.
A convention of salesmen of the Magnolia Metal Company,
at which twenty-five gentlemen from all parts of the United
States and Canada were present, was held at the Murray Hill
Hotel, New York, on the 6th to the 10th of September, and sub-
jects appertaining to the sale of Magnolia Metal were dis-
cussed, the greatest interest in the business of the company be-
ing manifested. Reports for all concerned showed that the
business had never, during the past fifteen years, been so pros-
perous as during the last year and a half, and that the pros-
pects for the future are far better than ever before. The
utmost ehthusiasm was shown by all for Magnolia Metal and
for the future of the company and the affair wound up by the
presentation of a loving cup to Mr. E. C. Miller, Vice-President
and General Manager.
382 AMERICAN ENGINEER AND RAILROAD JOURNAL.
The Babcock & Wilrox boilers have been awarded the 'Grand
Prix" at the Paris Exposition. This is a pleasing recognition
of the merits of the products of this Arm, and a satisfactory
support of the principle of water-tube boilers.
Among the awards announced at the Paris Exposition Is that
on pneumatic tools, bestowed on the Chicago Pneumatic Tool
Company in the form of a gold medal, the highest and, so far
as appears from the printed reports, the only award made on
this class of machinery. In addition to this gold medal, Mr.
Joseph Boyer, of St. Louis, the inventor of the Boyer Pneu-
matic Hammer, Boyer Pneumatic Drill and other tools made
by this company, was also given a gold medal. There were
several competitors striving for this prize and the recipients
of the honors feel highly gratified at the result.
In a recent communication to the Bullock Electric Manufact-
uring Company, Messrs. Geo. A. Fuller Company, contractors
for the Broadway Chambers Building, New York City, a model
of which is exhibited at the Paris Exposition, say: "Your
dynamo forms a prominent feature in our exhibit, and helped
to obtain the grand prize and gold medals which have been
awarded to this exhibit." Prospective purchasers would serve
their own interests by investigating the Bullock dynamos and
motors before placing their orders. Descriptive and illustrated
bulletins furnished free upon request to the Bullock Electric
Manufacturing Company, St. Paul Building, New York City.
Prominent among the representative machinery concerns
of the country who have carried off high honors at the Paris
Exposition is the Shaw Electric Crane Company of Muskegon,
Michigan, manufacturers of the celebrated Shaw three-motor
electric traveling cranes, for machine and railroad ships, ship-
builders' and boiler makers' use. Word has just been received
by Messrs. Manning, Maxwell & Moore, the sole sales agents
of the Shaw Electric Crane Company, that the International
Jury of Award has awarded the Shaw Electric Crane Company
a gold medal in Class 21, General Mechanical Apparatus, and
a silver medal in Class 23, Electrical Appliances for Hoisting.
The awards show a gratifying recognition of the superior merit
of the Shaw cranes and bespeak an increased demand for them
abriiad.
The recent discovery of Goldschmidt, that aluminum in powder
form is one of the most powerful reducing agents known, has
attracted widespread attention. It is possible by this means
to reduce the most refractory oxides and produce such metals
as chromium, tungsten, molybdenum, manganese and nickel,
perfectly free from carbon and in the fused state. This is
possible because of the enormous heat produced by the chemical
reaction of the aluminum upon the various oxides. The heat
so produced is estimated at about 5,000 deg. and can be equalled
only in an electric furnace. With considerable interest we
learn that the AJax Metal Company, of Philadelphia, have ac-
quired a similar process for producing the alloys of these metals
with iron, and so low in carbon and silicon as to meet all the
requirements of steel makers, but of a far more inexpensive
re-agent. Ordinary carbon steel castings can be made by
this process in the crucible or on the open hearth. The cast-
ings so produced are .so low in carbon as to almost ap-
proach malleable iron and require no annealing. The AJax
Metal Company intends to manufacture these alloys in ingot
form for the use of tool-steel makers and manufacturers of
armor plates, projectiles, etc., also to manufacture chrome,
nickel and ordinary steel castings of superior quality.
growing appreciation in foreign countries. The convertible
car built by the Brill Company for the Leeds Corporation
Tramways, which was exhibited at the International Tram-
way and Light Railway Exhibition in London last June, was
considered the most complete and satisfactory convertible car
ever built.
Naturally the competition for recognition of merit at the
Paris Exposition Is attracting a great deal of attention and
the large number of awards granted to Americans is pleasing.
The Department of Civil Engineering and Transportation has
awarded the grand prize for the convertible open and closed
car to the J. G. Brill Company, of Philadelphia. This company
also received the grand prize for their complete system of
electric trucks. These manufacturers are so well known in
this country for the high character of their work that the
award is not surprising, but it is encouraging to note the
The Burlington's new line between Alliance, Neb., and Brush,
Colo., was formally opened to general traffic September 15th.
The new branch is 149.69 miles long, and is laid with 85-pound
steel rails. It will make a short route between Denver and
the rich mining districts of South Dakota and Montana. The
new line connects with the system's Guernsey extension at
Northport, Neb., and practically opens up a new transconti-
nental railway between Colorado and points in Montana, Wash-
ington and the North Pacific Coast. Under previously existing
conditions the Burlington's traffic between Denver and the
Black Hills was handled by way of Lincoln. The new cut-off
will reduce the present distance 673 miles. A passenger is
now able to leave Deadwood in the morning and reach Denver
the same night. The new line will be of marked importance
to the lumber and shingle interests of the Puget Sound district,
as it will open up a new market. This trade is now to a great
extent shut off from the Colorado markets because of the
long haul.
In the rough and wild, yet picturesque, country of northern
New Hampshire known as the White Mountain Region, one
finds a wonderful array of scenic splendor, the like of which
tourists say cannot be equaled elsewhere.
In this region, which is made up of several distinct mountain
ranges, is the noted Franconia Notch and mountains. The
principal feature is the profile of the "Old Man of the Moun-
tains." Close by are Profile and Echo Lakes, Cannon Moun-
tain, The Basin, Pool and Flume, each of which one finds to
be highly interesting places. Bethlehem and Maplewood are
delightfully located, and to them many go in search of
a relief for hay fever, which is most always instantly alle-
viated, for the air is pure, dry and healthful.
Fabyan, Mt. Pleasant, Crawford, Jefferson, Lisbon, Sugar
Hill, Colebrook, Lancaster, Ossipee, Bartlett, North Conway,
Intervale, North Woodstock and other well-known resorts
are the abiding places for thousands of tourists, at each of
which places one finds an endless variety of mountain wonders.
Every tourist should visit Mt. Washington, for from that
point one gets a complete view and idea of the mountain re-
gions. The trip up the mountain is decidedly interesting. The
summit is 6,293 ft. above the sea level, and in some places
on the railroad the grade is 14 in. in every 3 ft. From
the summit the view is magnificent, in some directions extend-
ing more than a hundred miles.
Short trips can be made from the summit. The one to the
"Lake of the Clouds" giving one a taste of mountain climbing,
while the excursion to Tuckerman's Ravine oftentimes proves
to be hazardous and dangerous. The sunrise from Mt. Wash-
ington is a most beautiful sight and well worth the journey
up the mountain to see.
Beginning September 15th the Boston & Maine Railroad placed
on sale at many of its stations reduced rate tickets to the
mountains good going not after October 6th (except from
stations on Connecticut & Passumpsic and Fitchburg Divisions,
sale being discontinued on September 29th). The rate is ex-
ceptionally low and if you want to go into the mountain regions
under most favorable circumstances send to the General Pas-
senger Department, Boston & Maine Railroad, Boston, for cir-
cular of White Mountain Trips.
WANTED. — Two complete volumes of the "American En-
gineer and Railroad Journal" for 1898, unbound. Will pay $3
each if in good order. Also copies of the " National Car and Loco-
motive Builder," one of the January and February issues of 1893.
Fifty cents will be paid for a complete copy of each. Address L. L.
S. and H. B. H., care Editor "American Engineer," 140 Nassau
Street, New York.
November, 1900. AMERICAN ENGINEER^ND RAILROAD JOURNAL. 333
B_ AMERICAN—.
LNcmEER
railroadIournal
NOVRMBER, 1900.
OOIsTTElTTS.
ILHISTRATKD ARTICLES : Page.
Performance of " Northweatern"
Type Locoiiiotives 33.t
Steel Flat Cars, lOO.OOO Pound
Capacity .. "XXi
IjarKH Teiuloi's, Illinois Central
j(. R Sll)
Louomotive, Huffalo, Uochestrr
& Pittsburg Ky 312
Track Tunk Water Scoop, Lake
Shore & Michip;an Southern Hy 344
Large Locomotive Fireboxes, by
A. Bement 318
Suporheiters and Steam Jackets
for Locomotives 3-2
Inexpensive Hopper Rigering. 3=5
Improve meni in Furnaces for
Melting Brass 357
Chicago Pneumatic Tool ' om-
pany's Exhibit 35'
Enclosed Motors— The Triumph
Electric Company 361
Steel Bar Vise 361
ARTICLES Not Illustkatkd;
Whpt Motive Power Utliccrs
Consider Important 337
A Plan of Education for Railro id
Men 341
1 'age ,
Remarkable Locomotive Mile^go .347
Draft-Gear— The Mo.'it Import -
antQuestion in Car Construc-
tion 350
Inauguration of President
Pritrhett .361
Steiim Turbine 3,53
Flexible Staybolts 353
Operations of Kqualizers at
High .Speeds 353
Stcil Tubes for Locomotives 3.i4
Ruilroiid Y. M. C'. A. Conference .3.58
6,000 Steel Cars in a SingleOrder,
Baltimore & Ohio R. K 356
M. C. B. and M. M. Associations
Committees for the Year 358
High Speed Trains in the United
States 3.58
Contraction of Area 360
The Baurolh Gas E.ngine 361
Poor's Manual for igoii 362
Editorials:
Brass FurnacfS 348
Emancipation of the Grates 348
Simpler and Lighter Passenger
Trucks 349
PERFORMANCE OF "NORTHWESTERN" TYPE LOCOMO-
TIVES.
Chicago & Northwestern Railway.
Built By The Schenectady Locomotive Works.
These locomotives, which have been described in the Septem-
ber and October issues • < this journal, have given an excellent
account of themselves m service. Both Mr. Quayle and Mr.
Henderson speak in the highest terms of their performances.
The writer received every courtesy from them in examining
their operation on the road, and is convinced that this design
is a decided step in the right direction. When a fireman of
such large engines, on exceedingly hard runs, requiring at
times the consumption of 9 tons of coal in three hours, volun-
tarily says that inese engines are the "easiest he ever fired,"
the design may be accepted as successful. In firing, with or-
dinary care, there is no black smoke from the stack, and very
tew sparks. The strongest exhaust does not tear the fire, and
the steaming qualities with "run of mine" Illinois coal are
perfectly satisfactory. The writer saw one of these engines
start a heavy train of about 450 tons, and, with the reverse
lever in full gear, force it to a speed of 40 miles per hour with-
out tearing the fire or running the steam pressure down. He
also saw one of them haul a heavy train 32 miles in one hour,
making six stops, the running cut-off being half stroke, with
the safety valve blowing at intervals all of the way. The
ability to sustain the power is remarkable, and the engines are
continually surprising the men who run them.
Engine No. 1.017, the one which made the record on the New
York Central, published last month, was given a very severe
trial on the "Colorado, Special" train No. 5 on the Chicago &
Northwestern, October 10. This train leaves Wells street sta-
tion, Chicago, at 10 a. m., and is due at Clinton. la., 138 miles
at 1.20 p.m. The regular train has seven cars, a mail car, a
buffet car, sleeping car, dining car, chair car and two passenger
cars. On the trip in question, however, there were three extra
liasaeJiger and one chair car added, for the purpose of ascer-
taining the capacity of the engine in maintaining high continu-
ous horse-power.
The grade of the road is shown by the profile, which Is re-
produced. The regular schedule shows eight station stops,
but in addition to this, there is the draw-bridge at the Missis-
sippi River and the C, B. & Q. Railroad crossing between the
river and Clinton station. In addition to this the train was
compelled to stop at another station on account of meeting an-
other passenger train stopping at the station, so that on the
(lay in question the run was made with eleven actual stops be-
tween the terminals of the division; partly due to this and
other causes, the train at one point was as much as seven or
eight minutes behind schedule time, but as will be seen on the
diagram, reached Clinton one minute ahead of time.
The profile is seen to he a continuous rise up to Malta, which
is about one-half way over the division, from which point there
is a general descent with a number of short up grades. As the
run was not intended to be one demonstrating "fuel economy"
but to illustrate the capacity of the engine, the efforts were
made to keep the engine up to the maximum at practically the
whole distance, and, as might be expected, the fuel consumption
of nine tons for this trip was rather large. This is accounted
tor by the tact that the locomotive worked on an average, of
10 ins. cut-off over the entire division, and the average horse-
power was between eleven and thirteen hundred for almost the
entire trip. The maximum horse-power was reached on prac-
tically level track, and shown by diagram No. 18 to be 1,507.
For this card the speed was 50 miles an, hour and the cut-off
12 ins. Between Ashton and Nachusa a speed of from 60 to 70
miles was maintained with a cut-off averaging 10 ins. and a
horse power of nearly 1,300. It should be stated that these dia-
grams were taken during the ordinary operation of the engine
on its trip and that there was no pretense made of dropping
the lever to obtain any particular diagrams, and that these
conditions were maintained continually, as far as possible,
throughout the trip.
One injector (a No. 19 Monitor) was kept at work continu-
ally, and a greater part of the time the second injector was used
to about one-half its capacity. The statement of nine tons of
coal for the trip is probably not entirely correct, but will give
a fair idea of the economy of the engine as a prime mover. Al-
lowing 1,250 indicated horse-power as an average on the trip
of three and one-third hours' duration, the consumption of coal
was 4.3 lbs. per indicated horse-power per hour, which is very
fair for a locomotive worked as severely as this one was on the
run in question. It will be noticed by the diagrams that there
was no great difficulty in keeping up steam, although it goes
without saying that to handle that amount of coal in the time
mentioned, the fireman was kept busy.
Numbers corresponding to tte indicator cards, that are not
produced on the lower part of the sheet, indicate that Ijiey have
been omitted as they were almost identical with others taken
under similar conditions, and for this reason have not been
drawn. The principal dimensions of the engine have already
been stated in our columns, but we can now add that the ex-
haust nozzle in this case was 5 ins. in diameter, and that the
fuel used was ordinary Illinois coal.
The weights of the cars given in the table- are those taken
empty, so that considering the baggage, mail and the passengers
there would be about 450 tons back of' the tender. If five min-
utes are allowed for each stop, which is pretty close to the time
lost in making the stop and regaining a high speed afterward,
it will be seen that the average running time of this train was
55 miles an hour between stations, and the speeds given at the
time the diagrams were taken show that this was maintained on
an average, and often exceeded, throughout the trip.
These figures for horse-power may have been exceeded in
locomotive practice, but for long-sustained power we have jio
record as good as this for a soft coal burning engine, and in
such severe service. It is a remarkable performance.
The cards exhibited in the three series. A. B and C, on l)age'
336, were taken on this run. but with an ordinary train. Se-
ries A represents the effect upon the horse-power of increasing*.
3S4 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Profile of the C. & N. W. Railway.-Chicago to Clinton.
Performance of " Northwestern " Type Locomotives-Chicago & Northwestern Railway.
Record Showing Sustained High Horse-Power for a Run of 138 Miles.
the cut-off without varying the speed, which, in this case, was
50 miles per hour. It will be seen that the horse-power in-
creased from 784 to 1,063 with essentially the same boiler press-
ure and the throttle wide open. The reverse lever was moved
to increase the cut-off by 1 in. at a time. Series B carried
out the same plan but with a less uniform speed, the cut-off
varying from SVa to 11% ins., and the horse-power from 1,007
to 1,296. In series C, showing three cards taken at three-
minute intervals, the speed rose from 48 to 70 miles per hour.
The last card was taken at 11%-in. cut-off and at 70 miles per
hour. This power was sustained about 10 minutes, but the
{reman believed that he could have kept it up for the entire
trip without exceeding his own capacity or that of the boiler.
This train weighed about 350 tons and made the 10 stops al-
ready referred to. doing the 138 miles in 3 hours and 25 min-
utes.
This engine also rides remarkably well. There was no rolling
and very little jerky motion. How much of this is due to the
outside journals on the trailing wheels and how much to the
long leaf springs over the trailer boxes we do not know, but
it has been demonstrated that easy riding may be obtained,
and it is certainly worth a great deal of trouble to secure this
result, even if it is at the expense of some additional weight
and complication.
NovEMBEB, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. SS8
B. p. -ISO"
Stt^in throttled
StL-uin tlii'ottlud
B. P. - m^"
M. E. P. - 182.3"
i
B. P. -lOU* No. 18
p. _ 195^
Note: All cards but No's. I and 2
were taken with throttle wide open.
Scale I inch-=i2o pounds.
Composition
of Train.
Style of Car
Weight, (tons)
Mail
3^
Sleeper'Marcellus"
62
Dining
4S
Chair
36
Passenger
37H
Passenger
37 J^
Passenger
37«
Passenger
37«
Chair
37
Passenger
29
Buffet
48
Total
442
JLU.
Performance of " Northwestern" Type Locomotives— Chicago & Northwestern Railway.
Indicator Cards Corresponding with Record on Page 334.
836 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Series A.
Miles per Hour-50, Boilei- Press. -ISO*
Meau Eff. Press. -ij"* Notch - 2.
Indicated H.P. -781 Cut-off
Miles per Hour-50, Boiler Press, -190^
Meou Eir. Press. -01'*' Notch 4
ludicated H. P. - lUW Cut-olT - 9'."
Miles per Hour -50. Boiler Pi-ess. - 1S6^~
Mean Eff. Press. •OO.I^Notch - 3.
Indktited H.P. -970 Cut-off - »'»
Series B
Miles per Hour -53 Boiler Press. ^iOO"^
Mean Eff. Press. M.5^' Notch ■ 3
Indicated H.P. -1007 Cut-off - 8'i
Miles per Hour -18 Euikr Wv.
Mean KiE. Press. - G2.S*Not,-:i
Indicated H.P. - 1053 CutK>ff
Miles per Hour -50 Boiler Press. ■ 105
Mean Eit; Press. 67.1*Nutch - 5
Indicated H.P. -1100 CuUuff - n)\ '
Miles per Hour -53 Boiler Press. -195'
Mean Eff. Press. - 70 f Notch - C.
Indicated H.P. -12%, Cut-off - ll-i^
Note. All cards taken with throttle wide open.
Scale of spring i inch = 120 pounds
Series C
Miles per Hour -18 Boiler Press. -CJU'''
Mean Eff. Press.- 51. y'^ Notch - a.
Indicated H.P. -SCO. Cut-off - l'«
Miks ijor Hoiir-r>5, Boiler Pi-css.
■i30^
Mean Eff. Press. -0!.l' Nutch
- 0.
liidk-alcil U. P. 12'J0 Uut-ott"
■ U'S
Miles per Hour -70. Boiler Press.- 195^
Mean EIT. Press.-5S.4"'''NotcU - 0.
ludiuatfcl H. P. 1420 . Cut-ol - 11»/
Performance of " Northwestern" Type Locomotive— Chicago & Northwestern Railway-
Cards Showing Variation of Power and Speed.
TJre performance sheets show a decided advantage of the
wide firebox combined with piston valves and an able boiler,
the records of these engines being approximately 20 per cent,
better than those of the heavy 8-wheel engines on this road.
The fire does not move with the heaviest exhausts, run-of-raine
coal is satisfactorily used with very little smoke and few
sparks, the two fire doors seem to please the fireman, and the
entire design has thus far proved to be all that was expected
or desired by the operating as well as the motive power offi-
cers.
desirable effect secured by this process is that produced by
finishing the rolling at low temperatures.
Steel rails of the prevailing large sections are well known to
be inferior in wearing qualities to those of lighter section of
some years ago. Captain R. W. Hunt, in his paper before the
American Society of Civil Engineers, reminds us that the
heavier sections receive less work in the rolls and they are
also finished at a higher temperature than smaller sections. In
his judgment it is desirable to give the rail its finishing passes
after it has cooled slightly. Captain Hunt speaks highly of the
McKenna process of re-rolling old rails. Re-rolled rails promise
to give better wear than new ones of heavier sections. Five
years' experience ani the use of 100,000 tons of these rails on
large roads supported this opinion. "One chief engineer, on
whose road there are many of these rails, says: 'No rail ought
to be used at all until after it has been renewed.' " The most
Coal consumption for gas engines operating with producer
gas is stated in a series of articles in "Engineering" to be from
1.1 to 1.6 lbs. (anthracite) per brake horse-power. In 12 plants,
including 28 gas engines aggregating 2,905 horse-power, the
figures fell within the limits stated. Another group of 10 en-
gines operating with producer gas and aggregating 824 indi-
cated horse-power consumed 1.16 lbs. of anthracite per indi-
cated horse-power hour, and in another case 9 engines aver-
aged 1.27 lbs. of anthracite per brake hourse-power per hour.
In an interesting comparison of the economy of stationary
and locomotive steam plants the "Railroad Gazette" shows,
when one of each type of about 1,000 horse-power are con-
sidered, that the locomotive stands remarkably well. Of
course the advantage in fuel economy per unit of work is with
the stationary plant. A locomotive cannot be expected to do
much better than 4 to 7 lbs. of coal per horse-power per hour,
while a simple non-condensing stationary plant will use about
3 or 5 lbs. But when the interest charges on the first cost are
considered the advantage of the stationary plant dwindles, and
when all sources of expense are included the difference in the
cost of power delivered by the compound locomotive used by
a triple-expansion condensing engine is surprisingly small.
NoyKMBEu, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 337
WHAT MOTIVE POWER OFFICERS CONSIDER
IMPORTANT.
As Indicated in a Nnnibci- of liiti^rvicws.
Wiicn Kiven the opportunity men usually indicate the direc-
tion of their tho\ight by the subjects they like to talk about.
The following paragraphs reflect tor our readers the impres-
sions gained by our representative in recent interviews with a
dozen of the most progressive motive powpr officers by the
subjects which they voluntarily introduced.
Without doubt firebox design is now the leading subject
with motive power men. Wide fireboxes for soft coal burning
engines are coming into use very rapidly, and judging from
the number of them springing up in all directions the change
may appear to be sudden. It really is not so, for the necessity
for the change was appreciated long ago, and it only remained
for the movement to start in order to become general. The
good work has as yet only begun, and it is now necessary to
find the proper size of grates for the special condition ex-
isting on each road. We shall soon see the grate made to fit
the coal, but this question is secondary in importance to that
of the initial step of getting the mud rings out beyond the
frames and it will need to be carefully studied for each individu-
al case. From recent developments it is. clear that grate areas
should not be proportioned to heating surface or to cylinder
volume, but that they should be made to suit the coal and
the demands made upon the Are. An appropriate illustration
of this proved that coal may be too good, or that a firebox de-
signed for low grade or slack coal is not the thing for high
grade lump. Several invited guests were to watch the per-
formance of one of the newest wide firebox engines designed
to burn slack. The designer of the engine discovered to his
dismay that the engine had accidentally received a tank of the
best of soft coal in large lumps for the exhibition run and 'even
with the most skillful handling the steam at once ran down
to 100 lbs. However, at the bottom of the pile was a lot of
slack which had been left on the tender from the previous run,
and when this '^'as reached the engine steamed beautifully, re-
trieving the reputations of all concerned. The grate was twice
too large for the lump coal and even when it was broken up
the steam failed. Grates should be large enough to burn enough
of the poorest coal to make steam for the hardest work of the
engine, and if it is occasionally necessary to burn better or dif-
ferent coal the area should be adjusted by blocking off a
portion of the grates. This applies to hard as well as soft
coal. The combustion space thus provided at the front end of
the firebox is the best kind of combustion chamber and the
space is generally more necessary with the better qualities of
fuel than with the cheaper grades. It will probably be found
necessary to provide for this adjustment in the design of
grates.
Larger tenders are the rule on a number of roads. The Le-
high Valley has adopted 7.000 gallon tanks for freight engines
and 6,000 for passenger. In seeking the reasons we are told
that greater capacity in tenders is "everybody's game." in the
sense that there are no objections. They would naturally in-
crease in size to keep pace with the locomotive, but there are
other reasons, in the reduction in the number of stops for wa-
ter, the desire in many cases to avoid taking water from cer-
tain undesirable sources and the saving of the general destruc-
tion wrought by the savage emergency brake applications which
seem to be necessary in order to stop trains so that the man-
hole of the tank is opposite the water column. In freight ser-
vice, tank stops are particularly destructive, often causing
trains to break in two. The sudden shocks due to the emer-
gency applications of the brakes in order to stop at the right
spot are also severe upon the draft rigging which is not actu-
ally broken. When traffic is heavy enough the track tank gives
the ideal method of taking-water, but these are not sufiiciently
common to avoid the necessity for large tenders. The desire
to aid the fireman by an intelligent arrangement of sloping
sides of coal spaces is noticeable. Many recent designs have
carried this feature farther than was customary a year or so
ago. Sloping sides are not new, but of late the slant and
position of the slopes have been greatly improved so that the
coal will be sure to slide and save a few steps. Unless these
matters are carefully attended to, firemen are justified in pro-
testing against the tendency toward very large engines.
The whole question of water service for locomotives is opened
up by the enlargement of tenders and a most important Im-
provement in the delivering capacity of stand-pipes and tank
cranes is seen to be necessary. It is time to consider the gen-
eral introduction of 12-in. pipes with cranes and stand-pipes of
corresponding capacity. The Chicago & Alton, Chicago & North-
western and other lines in the Middle West show their apprecia-
tion of quick delivery of water, but many roads exhibit a
strange neglect of this. The writer watched the painful proc-
ess of taking water on one very fine train for eleven minutes,
and the train was late, when one minute is enough where
the facilities are what they should be. These delays contribute
to the necessity for heavier engines and motive power men
should see to it that this fact is understood. In their own de-
fence they should take it up and vigorously.
Boiler design with a view of meeting the requirements of
high steam pressures and the evident tendency to increase
them is looked upon with not a little concern by those who have
given most attention to the study of staybolt breakages. Dur-
ing the last few years the shapes of fireboxes have been greatly
improved in the direction of avoiding sudden changes of curva-
ture of the side sheets. This is true of narrow as well as wide
fireboxes, and it is now customary to give easy and uniform
curvature to the side sheets of wide fireboxes and to make the
enlargements from the water legs of narrow fireboxes as gradu-
al as possible. These changes of form have proven their de-
sirability, but something more seems to be needed. One of the
possibilities of the future is the use of specially prepared copper
as a material for staybolts. Copper has been "treated" to give
it a tensile strength between 45,000 and 50,000 lbs., and if its
ability to withstand frequent bendings is not impaired it may
again become a factor in boiler construction. We hope to give
our readers information on this subject after seeing the re-
sults of promised developments.
Water pipes for cooling locomotive and tender bearings have
been abolished on the Leliigh Valley, and without an increase
of the number of delays due to hot boxes. These pipes were
originally applied for the purpose of cooling hot bearings while
trains were standing at stations, but the enginemen soon ex-
tended their use and continued the streams of water while run-
ning, until the number of cut journals became troublesome.
The water was so easily turned on as to tempt the men to use
it too freely, and in a way not intended and to neglect the
proper methods of lubrication. When the pipes were taken off
no new devices were put on, but the bearings were merely kept
in good condition, the inspection was made more severe and
special care was taken to maintain the waste in the cellars
and boxes, so that it would properly fulfil its functions. It is
interesting to know that the remedy for hot bearings is so
simple.
Methods of handling work in erecting shops have changed
in a number of shops visited. Formerly an erecting gang of
four or five men and a foreman did all of the work on a cer-
tain number of engines. They stripped the engine upon its
arrival in the shop, distributed the parts for cleaning and re-
pairs, reassembled them and finally put them together on the
engine. Now the stripping and all work not requiring atten-
tion from machinists and relatively high-priced men is done by
a stripping gang who take down, distribute, and finally asemble
the parts for replacement. These men work under a foreman,
and they relieve the regular erecting gangs of all the work
which may be entrusted to relatively unskilled labor. The
effect upon the men is to develop a rather unexpected amount
of intelligence among them which seems likely to lead to a
338
AMERICAN ENGINEER AND RAILROAD JOURNAL
recruiting source for the erecting gangs. In
tlie new shops of the Buflalo, Rochester &
Pittsburgh Mr. Turner expects to use two
such gangs, and they will be essentially
"crane gangs," the foreman being in charge
of the cranes. There they will also raise en-
gines to take out and replace driving wheels
and trucks. The foreman will be expected to
keep track of the location of every part re-
moved from each engine he works on and in
this way he will be a valuable assistant to the
general foreman.
How to improve the passenger-car truck is
one of the questions of the day. It can not
be taken up too quickly or too thoroughly in
view of the present tendency toward increas-
ing the weight of passenger cars. A weight
of 125,000 lbs. in a new Pullman car is not at
all encouraging to those who are doing their
utmost to furnish power enough to keep fast
trains up to schedule. This weight question
is becoming serious, and such an increase for
which there can be no justification will prob-
ably call out the most vigorous of protests
not only from mechanical officers, but gen-
eral managers as well. A material saving of
weight may be secured by improved truck de-
sign, and the truck is an excellent beginning
for a study of the elimination of unnecessary
weight in passenger equipment. Those who
are working on this problem realize the in-
fluence of greal weight of cars upon smooth
riding, and they are beginning to examine
the possibilities of securing the same result
by improved spring suspension. We notice
a tendency to question the value of the
equalizer in the construction of four-wheel
trucks, and it will not be surprising if a de-
sign of truck of this type should appear un-
der a heavy car, with 5 by 9-in. journals, and
elliptic springs over the journal boxes. As at
present constructed the coil springs over
equalizers are extremely short, and they are
placed quite a distance from the journals.
This does not seem to be a favorable ar-
rangement for smooth running, and it brings
up the question whether the equalizer is
necessary on the smooth tracks of the present
day. Doubts of this are expressed by men
who are in a position to demonstrate the
facts, and there is good reason to expect in-
teresting developments. It is important to
know whether the smooth-riding qualities of
the heavy Pullman car cannot be obtained in
a combination of a lighter car and improved
spring rigging. In a list of Pullman cars on
the Burlington road there are five weighing
124,000 lbs. each and four weighing 120,000
lbs. each. Other roads have, perhaps, as
many. What this means will be clearly un-
derstood if these nine cars should happen to
be put in the same train. It would weigh 550
tons behind the tender, without baggage,
mail or express cars. These weights have ap-
parently increased to the extent mentioned
without having attracted much attention.
(To be continued.)
The Lake Shore & Michigan Southern has
ordered 80 steel ballast cars of 100,000 pounds
capacity from the Pressed Steel Car Co.
NOVEMBER, 1900. AMERICAN ENGINEER AND RAIL.ROAD JOURNAL. 339
STEEL FLAT CARS, 100,000 POUNDS CAPACITY.
HARD, TOUGH STEEL BEST FOR RAILS.
New York Central & Hudson River Railroad.
Pressed Steel Car Company, Builders.
This road has found flat cars of 50 tons capacity very con-
venient in shipping heavy machinery, narrow-gauge locomo-
tives and other heavy objects which cannot be conveniently
loaded into box or gondola cars. About two years ago 10 steel
cars were built and the demand for them has necessitated
the building of 10 more of this capacity. The accompanying
engravings illustrate the construction and indicate the design
of the underfraniing and the manner of securing the wooden
decking. The cars were built by the Pressed Steel Car Com-
pany, using pressed steel parts exclusively, except for the
plank deck and stringers. They were built to the following
general dimensions:
Length over end sills 35 ft. 6 in.
Width over stake pockets 10 ft.
Width over side sills 9 ft. 2% in.
Width over wooden floor .' 9 ft. 4% in.
Height, top of rail to floor 3 ft. 8^4 in.
Height over brake shaft , 6 ft. 3 in.
Height to tops of center channels 3 ft. 6 In.
Height to bottom faces of center channels at bolster 2 ft. 8 in.
Distance between truck centers 24 ft.
Trucks, wheel base 5 ft. 6 in.
Trucks, centers of Journals 6 ft. 4 in.
Four longitudinal pressed-steel channels carry the load.
These are 10 ins. deep at the ends and from the inside faces
Half Section and End View,
of the body bolsters they begin to deepen, reaching a depth
of 17 ins. for a length of about 7 ft. at the center. The outside
sills are continuous and the center sills are cut at the body
bolsters to let those members through. The cross members
are pressed-steel channels 7 ins. deep and 4 ft. long secured
between the webs of the center and side sills. There are 12
of these members, upon the upper flanges of which six oak
stringers are carried. These extend the full length of the car;
the outside and intermediate stringers are 3% by 4 ins. and
the two at the center at 3% by 2 9/16 ins. The decking, which
is of 2%-in. oak, is secured by spiking to these. The con-
struction of the bolsters and end sills is clearly indicated
in the engravings.
The cars have Fox pressed-steel tracks, 33-in. wheels weigh-
ing 650 lbs. each and open-hearth steel axles with 5 by 9-in.
burnished journals. Eight-inch double coil springs are used
in the trucks, which are equipped with McCord journal boxes,
Harrison dust guards and National hollow brake beams. The
draft gear is attached to the webs of the large center channels.
It has two twin springs and 21%-in. follower plates at each
end. The cars are fitted with Gould cotiplers and spring
buffers. They weigh, empty, 28,400 lbs., this being the average
weight of 8 car's.
We are indebted to Mr. A. M. Waitt, Superintendent of Mo-
tive Power, for the drawings from which our engravings
were prepared.
P. H. Dudley has put his long experience in connection with
steel rail practice into an elaborate paper read before the In-
ternational Railway Congress. The principles elucidated by
track inspection covering a number of years had been reduced
to practice in the form of hard steel and stiff rail sections.
These, the author says, have reduced the resistance of trains
one-half since 1880, and the advantage is shown In the tact that
one locomotive has drawn a train of 16 cars weighing 1,840,000
lbs. at a speed of 60 miles per hour. Soft steel would never
have permitted such progress. The study of rails had reached
a point permitting the design of rails for certain requirements
as definitely as that of the design of locomotives of a stated
capacity. The researches of this authority are summarized In
the following conclusions, which are quoted from the paper:
As the permanent way becomes physically weak for the in-
creasing traffic, more labor must be employed in its care and
repairs to the equipment.
When the permanent way Is made physically strong by stiff
and smooth rails, less labor is required for its care and repairs
to the equipment, and all the operating and maintenance ex-
penses decrease.
When stiff and heavy rails are used, unless made of a high
grade steel and proper width of head, the loss of metal will be
faster for a given traffic than on weak and light rails.
On stiff rails the deflections in distributing the wheel load
to the ties are much less, the area of contact between wheel
and rail is reduced, therefore the intensity of pressure is
greater per square inch of contact than on the lighter rails.
The intensity of pressure of the wheel loads transferred to the
ties, ballast and roadbed is reduced and this is the main eco-
nomic feature of heavy rails.
The stiff rails in distributing the wheel loads over a larger
area of roadbed increase the stability of the track, save labor,
ties and roadbed by transferring from them the destructive
work to the metal of the rail head, for which provision can
be made. This will now require attention and study by the
railroad companies. Too little care has been given to this im-
portant matter In the past, and as the traffic has increased
and the heavier sections been introduced they have entirely
changed the economic relations of the wear and deterioration
of the permanent way.
The injury to the ties and road bed has been so much re-
duced by the heavy rails that ties properly treated could
be introduced and used with economic results in the United
States.
Close attention is paid to the number of miles locomotive and
passenger coach axles are permitted to run, but hardly a
thought has been given to the limitations of the life of rails
due to the repetitions of stresses which take place in the metal
of the rails due to the wheel loads of the passing trains. This
feature will have as much to do with the limitation of the
life of the rails as the question of the wear of the head of the
rail.
We cannot expect a return to lighter loads and slower speeds
of trains. These are likely to increase. As a measure of
safety it is well that the rails do wear rapidly, as that insures
removal before they get extremely dangerous as girders.
The principle that the equipment and permanent way form
a single means of transport is now established, and that each
one should be designed for the other.
In all of this work certain principles must be followed, adapt-
ing the construction to the conditions of service. For final
economical results the main dependence must be in a broad
sense on "hard" tough steel which is the proper "nature of the
metal for rails."
A remarkable hydraulic bending machine, capable of bend-
ing plates 4 ins. thick without heating, is in use at the Cramp
shipyards in Philadelphia.
340 AMERICAN ENGINEER AND RAILROAD JOURNAL
Large Tenders— Illinois Central Railroad.
Cistern and Tender Frame.
LARGE TENDERS.
Illinois Central Railroad.
7,000 Gallons Water and IS Tons Coal.
In the article by Mr. William Forsyth in our June number
describing recent practice in locomotive tenders the largest
tank capacity shown was for 6.000 gallons. By courtesy of
Mr. William Renshaw and Mr. W. H. V. Rosing of the Illinois
Central we have received drawings of a 7,000-galIon tender de-
signed by them for use with large engines on that road.
This tank is a combination of the V shape, with sloping sides
. and ends of the coal space and the water spaee under the whole
of the coal space. The total length of the tank is 24 ft. 9 ins..
the height of the rear portion is a ft., the total height over end
boards S ft., and that of the water space under the flat portion
of the coal deck is 12 ins. The width of the tank is 10 ft. The
engraving presents a clear idea of the bracing of the large flat
areas, the cellular structure under the flat deck and the bulk-
head bracing of the body of the tank which is supplemented
by rods and angles. The coal space has a segmental back
board IS ins. high, behind which is a large tool box. The man-
hole opening is 18 by 36 ins. In the actual construction a slight
change was made in the angles, at the junctions of the slopes
and the coal deck, but the engraving showing this was unfor-
tunately delayed.
With large engines it is important to aid the fireman as
much as possible by bringing the coal down within easy reach.
In this tender the back and sides of the coal space converge
to send the coal down to a flat deck 10 ft. long by 40 ins. wide.
These sloping surfaces extond from the top edges of the coal
sides down to this narrow deck without any perpendicular sur-
NovKMBBR. ifloo. AMERICAN ENGINEER AND RAILROAD JOURNAL 341
I
□I
ACd: 0<pf . :
dfe:^
^1
¥h ->
■as
^ i.
End Views, Showing Chain Cate.
faces. About 60 per cent, of the coal is expected to slide down
to the flat deck.
The coal gate is novel. The front of the coal space terin-
inates at a plate bulkhead with an opening 40 ins. wide.
Across this opening Itl chains of Vi-'va.. iron and plain links
form the coal gate.. They are hung on pins at each end by
hooks of y2-in. round iron. The chains hang 3% ins. between
centers and the gate is neat, light, convenient and durable.
Over the top of the gate in front is a front end board carried
to the same height as the one at the rear. It is obvious that
these chains permit of breaking lumps of coal at the front end
of the load without opening the gate, which is an important
advantage of this form of gate.
The drawing of the frame illustrates its construction suffi-
ciently to make it clear without explanation. These tenders
have Fox trucks with floating bolsters and they are equipped
with the Westinghouse friction draft gear. They weigh 147,000
lbs. when loaded with 7,000 gals, of water and 16 tons of coal.
The light weigut is 57,500 lbs.
The Brotherhood of Locomotive Firemen has appropriated
$9,000 as a nucleus for the erection of a home for aged, crippled
and invalided trainmen. If other organizations of railroad
employees connected with train service follow this example it
will be possible to carry out the project. While the work done
so far is entirely preliminary, the general plan for the estab-
lishment of the institution has been well worked out' and the
present intention is to locate it somewhere in the central
West.
"Why has the swing-beam truck so largely been abandoned
from freight service?" was the subject discussed at the October
meeting of the New York Railroad Club. The three reasons
brought forth and emphasized during the discussion were;
First, that it costs more to build a swing-beam than a rigid
truck. Second, that freight car trucks are not w'atched as
closely, nor given nearly the attention that passenger car
trucks receive, so that there is more or less trouble from con-
tinual failures due to a large number of parts, thus making
the cost of maintenance for the swing-beam truck very large,
and. Third, with the improved condition of tracks the present
steel trucks meet all the requirements and give good results.
As no regular paper was presented at this meeting, a second
subject for discussion was called for from Mr. M. N. Forney,
who read an article on the "Possible Economies in Locomo-
tives." written by himself for the American Engineer and Rail-
road Journal. This subject w-as discussed from the standpoint
of economy in the simple and compound locomotives and it was
evident from Mr. Forney's remarks that he has great faith
that the economy of the simple engine will be considerably
increased.
A I'LAN OF KDUCATION FOR RA INROAD MEN FOR SUB-
ORIJINATK I'OSITIONS OK RKSI'ONSIRlLrry.
After considering this subject for a number of years and
studying the conditions here and abroad, Mr. Walter G. Berg.
Chief Engineer of the Lehigh Valley, presented bis views In a
paper read hetore the Association of Railway Superintendents
of Bridges and Uuildings last nnrnth, at St. Louis. The discus-
sion is too long to be given in detail, but the essentials are
niMiimed up as follows:
Two courses are open to boys who desire to enter railroad
service. First, to enter the shops or the actual work on the
road or in an office, and, second, to devote ten years to a
technical education. Mr. Berg proposes a plan half way be-
tween the two. His argument is pre.sented in three divisions.
First. A clear division should be maintained between the
higher and middle classes of railroad men, and the preliminary
educational systems should be kept distinct and separate from
each other.
Second. The higher class, offering the material from which,
as a rule, the future managers, professional men and heads of
departments will be drawn, should be provided for by special
railway departments at existing colleges, and by adding general
railway subjects to the present curriculum of the technical de-
partments of colleges.
Third. The middle class of railroad employees, comprising
young men entering the railroad service in subordinate po-
sitions of all kinds, many of whom will some day fill the large
number of responsible minor railroad positions of trust, should
receive, after leaving the ordinary school course, a special
short preliminary course adapted to the particular departmental
work they expect to take up on entering a railroad shop or
office. This special education will be obtained most advantage-
ously in special railroad trade schools, to be established wher-
ever desirable and possible throughout the country, the curri-
cuhim to consist of a one-year "Regular Course" divided into
suitable departments. Further, an "Advance Course" covering
a second year, for scholars who desire and have the means
and qualifications necessary to continue their studies to a more
advanced point.
The school would offer a regular course of one year and an
advanced course of one year, also a general course. The regu-
lar course would be for boys, direct from public schools, and
young, men who, after a few years' work in a shop, office or
railroad department, began to- realize that their advancement
may depend largely on a better general knowledge of some
subject or specialty. The advanced course would be open to
those who had completed the regular course and who desired
to pursue their studies further; also to those whose previous
education and railroad experience would qualify them to omit
the regular course. The general course, consisting of lectures
on general railroad subjects, would be open to all who desire
it in order to spread a better knowledge of the general con-
ditions, laws and public policy governing railroads among the
general public. The regular course would be complete from a
practical point of view and so framed as to meet the needs of
practical railroad employees and would not be beyond the reach
of such men. The advanced course would build upon the regu-
lar course, the subjects being extended and carried to higher
grade to include laboratory, drawing-room and workshop ex-
ercises. The general course would consist of evening lectures
on the most general laws and conditions governing the control,
operation and management of public carriers, their relation
with the state and the public, their history and influence in
industrial, trade and labor questions.
The author of the paper goes into detail with regard to each
course, outlining the studies and their arrangement and pre-
sents a complete programme of the work which he suggests.
He says little, however, about the organization of the schools
and the important question of their support, except that he be-
lieves it not difficult to nrovide for their endowment at im-
port railroad centers.
342 AMERICAN ENGINEER AND RAILROAD JOURNAL.
TWELVE-WHEEL WIDE-FIREBOX FREIGHT LOCOMO-
TIVE.
For Burning Bituminous Slack.
Buffalo, Rochester & Pittsburgh Ry.
This locomotive is interesting chiefly because it was designed
to burn bituminous slack in a firebox extending over the rear
driving wheels, the construction being such as to bring the
engineer and fireman together in the same cab. The boiler is
of the Player-Belpaire wagon-top type, with a sloping grate,
the depth of the firebox being as great as possible over 55-in.
driving wheels. The total weight is about the same as that of
the Lake Shore consolidation engines, described in the Ameri-
can Engineer of February, 1900, page 37, but the heating sur-
face is not as large. The B., R. & P. engine has piston valves,
extended piston rods, a short front end and brake shoes be-
hind ,the driving wheels. The grate area is 58.9 sq. ft. This
is not large for a wide firebox engine, but it is another step
toward what may be expected in general locomotive practice,
a careful study of conditions of combustion with a view of
building fireboxes to favor the work which they are expected
to do. The combination of the Belpaire staying with a grate
6 ft. 8 ins. wide is a novelty which seems to have been worked
out very nicely. In the longitudinal section it will be seen that
the mud ring is unusually deep. This was done to arrange a
good form of ash-pan attachment. This engine is not pro-
vided with a brick arch. It has piston valves with internal
admission and marine links with short valve travel. The ex-
haust pipe is a new design by Mr. John Player, Mechanical
Engineer of the Brooks Locomotive Works, which seems to be
very successful. The following table contains additional infor-
mation about the design:
Gauge 4 ft. 8% In.
Kind of fuel to be used Bituminous slack
■Weight on drivers 139,00U lbs.
Weight on truck 33,uu0 lbs.
Weight, total 172,0UO lbs.
Weight tender, loaded 110,000 lbs.
General Dimensions.
Wheel base, total, of engine 25 ft. S m.
Wheel base, driving 15 ft. 6 in.
Wheel base, total, engine and tender 52 ft. 11^ in.
Length over all, engine 38 ft. sis in.
Length over all, total engine and tender 61 ft. life in.
Height, center of boiler above rails 9 ft. 1 in.
Height of stack above rails 15 ft. 0 in.
Heating surface, tire box 164.5 sq. ft.
Heating surface, tubes 2,361 sq. ft.
Heating surface, total '. 2,516.5 sq. ft.
Grate area 58.9 sq. ft.
Wheels and Journals.
Drivers, number Eight
Drivers, diameter 55 in.
Drivers, material of centers Cast steel
Truck wheels, diameter 30% in.
Journals, driving axle 8^ in. by 10 in.
Journals, truck axle 6fe in. by 10 in.
Main crank pin, size 6^4 in. by 6 in.
Main coupling pin, size 7 in. by 4^ in.
Main pin, diameter wheel fit 7% in.
Cylinders.
Cylinders, diameter 20 in.
Piston stroke 26 in.
Piston rod, diameter 4 m.
Main rod, length center to center 98% in.
Steam ports, length 22 in.
Steam ports, width 2 in.
Exhaust ports, least area 76 In.
Bridge, width 2% in.
Valves.
Valves, kind of Improved piston
Valves, greatest travel 4 9/16 in.
Valves, steam lap (inside) % In.
Valves, exhaust lap (outside) Line and line
Valve Motion, Forward Gear.
Lead, full gear —3/32 in.
Lead, 6 in. cut off -1-3/16 In.
Port opening, 6 in. cut o££ 7/32 in.
Pre-admission, 6 in. cut off 9/16 in.
Exhaust opens 6 in. cut off 17 7/16 in.
Cut off, full gear 221/16 in.
Valve Motion, Backward Gear.
Lead, full gear -|-3/32 in.
Lead, 8 in. cut off +13/64 in.
Port opening, S in. cut off 21/64 In.
Exhaust opens 8 in. cut off 19 in
Cut off, full gear 20% in
Boiler.
Boiler, type of Player Belpaire wagon top
Boiler, working steam pressure 210 lbs.
Boiler, material in shell Steei
Boiler, thickness of material in shell % in., 13/16 in., 11/16 In.,
% In., 9/16 in.
a
a.
0.
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ID
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u
o
m
•a
5
Boiler, thickness of tube sheet % m-
Boiler, diameter of shell, front -oS In.
Boiler, diameter of shell at throat 78% in.
Boiler, diameter at back head 68% in.
Seams, kind of horizontal Sextuple, lap
Seams, kind of circumferential Triple, lap
Crown sheet stayed with Direct stays
Dome, diameter 30 In.
November, 1900. AMERICAN ENGINEE R AND RAl LHOAD^ J O U RN AJL. 343
TWELVE-WHEEL WIDE FIREBOX FREIGHT LOCOMOTIVE.
Buffalo, Rochester & Pittsburgh Railway. ■ Brooks Locomotive Works, Builders
Weights : Total of engine
VVheo' hase : Driving
Cylinders: 20x26 in. Wlieels: Drivinp,
Boiler : Diameter
Firebox: Length 108 in.; widtli...
(irate area 58. 9 sq.ft.
Heating surface: Tubes 2,361 sq. ft. ;
172.0001b3.; ondrivera 139,0D01b8.; total of engine and tender 282.0001b.
15ft.6in.; total of engine 25fi.8in.; total of engine and tender ... . 52 ft IIH in.
55in.; truck SOJ^in.: tender 33>iin.
in.; boiler pressure .'lOlbs.
80in.; depth, front 1)4 in.; back 48 in.
Tubes 31i, 2 in ; 13 fi. 2 in. long. ,
firebox 154. 5 sq.ft.; total 2,513 sq. ft.
Tender: Eight-wheel; water capacity, 3,500 gals. ; coal capacity .12tons.
KJ2+ liff-
Sectional Views of Boiler and Firebox.
Plre Box.
Fire box, type Long sloping over wheels
Fire box, length 108 in
Fire box. width SO in
Fire box. depth, front 64 in
Fire box, depth, back >, 48 in
Fire box, material : Steel
Fire box. thickness of sheets Crown, % in.; tube. % in.;
sides and back, % in.
Fire box. brick arch Noiit
Fire box. mud ring, width Back, 3^4 in.; sides, 3^4 in.; front, 4 in
Fire box, water space at top. .Back. 4>4 in.; sides, 6^1 in.; front, 4 in
Grates, kind of Cast iron rocking, in four sections
Tubes, number of 34:i
Tubes, material Charcoal iror
Tubes, outside diameter 2 in. pitch. 2 27/32 in. center.^
13 ft.
2 5/lG in
Tubes, length over tube sheets
Smoke Box.
Smoke box, diameter, outside 71 in
Smoke box. length from flue sheet 63 in
Other Parts.
Exhaust nozzle Player improved
Exhaust nozzle, area 24.7 sq. in
Netting, wire or plate Wire
Netting, size or mesh or perforation 2^4 by 2i,;
Stack, straight or taper Steel, taper
Stack, least diameter IS in
Stack, greatest diameter ; ; 19^4 in
Stack, height above smoke box 35 in
Tender.
Type 8-wheel. steel framt
Tank, capacity for water 5,500 gal
Tank, capacity for coal 12 tons
Tank, material Steel
Tank, thickness of sheets 3/16 in. and >4 in
Tvpe of under frame ; 10 in. steel channel
Type of truck B. L. W. 100,000 lbs
Type of springs Triplicate elliptic
Diameter of wheels 33^ in
Diameter and length of Journals 5 in. by 9 in
Distance between centers of journals 65 ir-
Diameter of wheel fit on axle 6% in
Diameter of center of axle S% in
Length of tender over bumper beams 21 ft. 1% 'n
Length of tank 19 ft. 6 In.
Width of tank 9 ft. 10 in
Height of tank not including collar 56 in
A manhole punching machine with capacity to punch a man-
hole 18 by 27 ins. in size in -^-in. plates is in use at the works
of the Newport News Shipbuilding and Dry Dock Company.
It is operated by hydraulic pressure of 1,500 lbs. per square
inch.
344 AMERICAN ENGINEER AND RAILROAD JOURNaL.
TRACK TANK WATER SCOOP.
For High Speed Locomotives.
Lake Shore & Michigan Southern Railway.
Among the railroads having track tanks several are making
careful studies of the design of water scoops with a view of
improving practice in several important particulars. Having
invested in the track tanks, their use by freight as well as
passenger engines is desired, which renders It necessary to
take water at a wide range of speeds from about 12 to 60 and
70 miles per hour. With present designs it is difficult, if not
impossible, to take water at slow speeds, and the splashing
of the water at the mouth of the scoop at high speeds has
One which would not splash the water at the highest speeds,
and
One which would permit of a power-lifting attachment in
the form of a pneumatic cylinder.
There are two movable section.-; at the lower end of the
conduit, one which embodies the dipper itself and a second
one forming a connection between the dipper and the fixed
conduit. To secure easy lifting at high speeds the reaction
due to the thrust on (he movable portions, which is caused
by the water, must be made as small as possible, unless the
balanced construction of the Pennsylvania design, as shown
in our issue of November, 1896, is adopted. This is done in
the Lake Shore design by making the lower section, which
includes the mouth, as short as possible in order to reduce
to a minimum the thrust of the water on the projected area
of the resisting surface. Therefore, the first joint is very near
Fig. 5
Track Tank Water Scoop.— Lake Shore Si Michigan Southern Railway.
been found to cut down the delivery to an extent which ren-
ders it impossible to take enough water with the present
length of troughs. It has also been difficult to raise the scoops
when running fast. The problems of easy elevation and of
preventing splashing have been studied with special care in
the design which is illustrated by the accompanying engrav-
ings, prepared from drawings received through the courtesy
of Mr. H. F. Ball, Mechanical Engineer of the Lake Shore &
Michigan Southern Railway. These present a design worked
out by him for use on the fast passenger locomotives of that
road and they will also be used in freight equipment. Mr. Ball
desired to meet the following conditions:
A construction which would permit of raising the scoop at
speeds as high as 70 miles per hour by hand.
One which would not require machine work on the working
joints of the connections to the stationary conduit.
the mouth of the scoop, where a slight elevation takes the
cutting edge of the scoop out of the water and soon changes
the angle to one which will secure the help of the water to
finish withdrawing the scoop from the trough. In Fig. 1 the
first movement of the lever raises the end section about its
joint and when the front edge is out of the water, or soon
after, the three-link chain becomes straightened and begins to
lift the end of the second as well as the first section. The
plate spring assists in the initial movement because it is
deflected slightly in order to get the scoop down into the
trough to take water. It is obvious that either hand or pneu-
matic power may be connected to the operating arm. Tests
in service have demonstrated the ability of one man to lift it
when taking water at speeds of 74 miles an hour, and there is
no doubt that it can be handled by one man at 79 miles an
hour, the highest speeds reached in the experiments.
No«MBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 346
> ^t^:^
I-
T
i.
1,
Track Tank Water Scoop-Lake Shore & Michigan Southern Railway,
The stationary conduit is of cast iron, V2 in. thick, jointed
at the floor of the tank by a gasket joint. The mouthpiece,
which is riveted to the lower movable section. Fig. 3, is of
steel plate and the rest of the parts are of malleable iron
with no machine finish at the water joints. The movable
sections of Figs. 2 and 3 are secured at the joints by trunnions
and caps, the form of the parts at the joints being such as
to offer no obstruction to the water when the mouthpiece is
lowered into the trough. There is no tendency to leak, be-
cause the water is handled as in a turbine water wheel, by
virtue of its velocity instead of pressure.
The performance of this scoop is remarkable. Even with
a dip of 4% ins. into the water there is no difficulty in raising
it. and tests carried out early in October showed It to be very
satisfactory as regards splashing. In this it is in marked
contrast with the comprehensive waste which usually accom-
panies the scooping of water at high speeds. The tests showed
variation in the splashing. At 50 miles per hour there was
none outside of the rail and at ISV2 miles a light spray was
thrown to a distance of 5 ft. 6 ins. from the outside of the rail.
The following record gives the distance of the splashing from
the outside of the rails:
Tests of October 9, 1900.
Splash.
None.
Light spray, IS in.
Spray, 4 ft 6 in.
Light spray, 4 ft. 6 in,, lieavier at
intervals of about 200 ft.
Light spray, 3 ft. 6 in.
Tests of Octotier 10.
None.
None.
Light spray, 18 in
Spray 4 ft. 6 in., heavier at times.
Same as at 27 miles.
Light spray, 5 ft. 6 in., heavier at
times.
The shape of the curve is such that at the mouth it is
nearly tangent to a line parallel with the surface of the water.
and the smallest possible amount of the surface strikes the
water before the mouth is down. The construction has been
made strong enough to withstand an estimated thrust of about
7.000 lbs,, due to the resistance of the water. This force is
roughly estimated to be necessary to exert in the form of in-
creased drawbar pull due to taking water at G8 miles per hour.
The tanks on the Lake Shore are about 1,400 ft. long and it is
thought that a length of 2,400 ft. will be ample for filling tender
Speed.
Dip of scoop
50
4 in.
39
4 in
66
4 In.
46
3% in.
70
3',A in.
3S
3% in.
19
3% in.
74
3% in.
27
4%ln.
43
4% in.
79%
4% in.
tanks containing 6,000 gals, of water. The scoop previously
in use could not be lifted at all when the speed was above 30
miles per hour, which is a good comparison with these tests
to illustrate the value of the improved construction. The fact
that at 50 miles per hour the ties were not wet at the rails
is remarkable and exceedingly creditable to the designer.
In reviewing the tendencies in stationary steam engine prac-
tice as illustrated at the Paris Exposition, "Power" finds the
most notable things to be the absence of the "mill engine" with
its rope or belt drive, all but the smaller engines being fitted
with direct-connected generators. It is hardly probable that
this can be accounted for on account of economy and con-
venience alone, but it is thought to indicate a tendency among
Continental engineers toward the substitution of electrical
transmission for all other methods.
"Bumpers " in the form of moimds of earth seem to be con-
sidered the most satisfactory device for stoppmg cars at ter-
minals of tracks. At the recent convention of the Association
of Railway Superintendents of Bridges and Buildings the vari-
ous forms of bumpers were discussed and it was evident that
the development of the ideal bumper was a matter for the
future. The necessary resistance for absorbing heavy shocks
without involving the breakage of springs was yet to be pro-
vided, and where they were permissible simple mounds of
earth were considered better than anything yet found.
Oil fuel for locomotives on the Atchison. Topeka & Santa Fe
in Southern California appears to be giving most satisfactory
results, as the annual report of this road comments upon it
favorably. The road has acquired oil lands at Fullerton and is
pumping several wells there. A branch line 4'4 miles long has
been built to reach these fields. Others have been opened up
near Bakersfield and Fresno. All the engines of the San
Francisco & San Joaquin Valley are being fitted up to burn
oil and also the engines of the Santa Fe & Pacific running be-
tween Mojave and the Needles. It is expected that nothing
but oil will be burned on locomotives of the lines of this com-
pany in California at the end of the present year.
346
AMERICAN ENGINEER AND RAILROAD JOURNAL.
LARGE LOCOMOTIVE FIREBOXES.
Their Influence on Combustion.
By A. Bement.
The most favorable size of locomotive fireboxes or, in other
words, the proper amount of grate area, is a question which has
forced itself before the motive power departments, especially
of those roads using bituminous coal; and without doubt is
the most important problem now before these oflicials.
When the fact is noted that in general practice grate sur-
face has remained at about the same area for several years,
while all other features of locomotives have increased enor-
mously, the question is raised whether former grates were too
Degrees r in remnerari/re af eseafing gasu
Fie. 1.
large or present ones are too small. As illustrating this matter
I compare an engine of ten years ago, which is designated as
No. 1, and another of more recent date, as No. 2:
No. 1. No. 2.
Cylinders 18.5x26 23x32
Grate surface, square feet 33 33.5
Heating surface, square feet 1,900 3,222
Weight on drivers, in pounds 91.000 208,000
Here is a case of one engine twice as large as the other with
almost no difference in grate area. It may be assumed that
WD
Cutric feet of air perptiinif of coal
ZOO 300 400 SOO 600
700
800
0
S
-—
--
,
^
^
\ ,
V
/
IS
/
/
ne:
Fig. 2.
the draft-producing action of the exhaust is the same in both
cases. This being true, it necessarily follows that the grate of
No. 1 is too large or that of No. 2 too small. The best, most
direct and least expensive way to determine this is by proper
analysis of the gases and study of the combustion process, but
there is other evidence at hand serving the purpose. If No. 1
grate is too large the air supply will be excessive, and the
economic performance of the boiler will suffer owing to loss
of energy employed in heating air not used, and passing away
at the temperature of the escaping gases. This condition is
illustrated by Fig. 1. where the upper curve shows the loss with
an average good condition of combustion at different escaping
temperatures, and the lower one with a very good combustion.
It is.r of course, understood that these curves are based on the
supposition of all of the carbon being oxidized to C0= and none
to CO, because their purpose is to illustrate the tendency of the
performance of engine No. 1 provided its grate is too large.
Now, if it is assumed that No. 1 grate is too large and No. 2
the right size, then engine No. 2 would show more economic
performance, and more boiler horse-power owing to more coal
being burned, resulting in the production of combustion gases
-letter suited to the use of the boiler. But as the matter actu-
1
^/
_—
""*"■
—
—
■^
/
ally appears the tendency is for the efiSciency to drop o£C as
the size of the engine increases in proportion to the grate sur-
face, therefore, it is evident that engines illustrated by No. 2
suffer from too small grates and from small air supply.
It would have been better had the combustion process been
studied at the start, when this tendency could have been de-
io
\ll5
l|'
1^
^1
a^
I''
■§?
||
^ '^ firne for one-fi^lf ^Ol/r
Fig. 3.
termined, rather than to have gone ahead developing a large
steam-using portion of the machine without a corresponding
steam-producing capacity. As it is, experience has shown what
could have been determined by experiment.
I would emphasize the fact that the performance in the fire-
box is essentially a chemical process, and should be examined
by chemical methods and means, because if the matter is so
handled, and in an intelligent manner, results of great import-
ance may always be obtained. Viewing the matter from the
standpoint of the firebox it must be said that it is an apparatus
for the manufacture of CO2, H2O and SO:, and it is important
that it shall produce as large quantities of these products as
possible, using the minimum amount of material. Here the
work of the firebox ceases and that of the boiler begins. If the
combustion is incomplete by reason of insuflBcient air supply
the efficiency of the combination of firebox and boiler will be
low owing to undeveloped heat for which the furnace, and not
the boiler, is responsible. If air is present in the gases the effi-
ciency will be low, owing to lower temperature and greater
volume of gases to be cooled. This is also the fault of the
furnace. The effect of increased volume is illustrated by Fig. 2.
The tendency for the gases to pass away from the boiler at a
lower temperature with incomplete combustion is well illus-
trated by the following data:
A. B.
Temperature of escaping gases 643 633
roal. pounds per hour 3.221 2.269
Steam, pounds per pound of coal 5.45 6.80
These performances were from the same boiler, same furnace
and coal.
As it appears that engines with relatively small grate areas
suffer from incomplete combustion, it is evident that larger
air supply is required; this may be nad from more grate sur-
face, and in this line the Chicago, Burlington & Quincy and
20r
Fig. 4.
Chicago & Northwestern railw,iys have adopted means which
should be successful. 1 refei- to the locomotives illustrated in
the American Engineer. April, 1900, page 103, and August,
page 237.
In addition to increa.sed air supply, larger grate area will
November, 1900. AMERICAN ENGI NEE R AN D RA I LROAD JOU RN A L 347
allow of a greater accumulation of refuse before the fire will
become seriously dirty. These are features which have to do
strictly with the size of grate, but there is another which 1
consider important, and that is the location, which must be
different from that of the small grates. When fireboxes were
placed between the frames the fireman dropped coal down into
a chamber; when they were placed above the frames he was af-
forded an opportunity for better stoking, and with the "Prairie"
and "Northwestern" types there is still better opportunity for
good stoking. This is a matter which I consider of the very
greatest importance, and while it is, of course, acknowledged, I
would say that from my experience it is much more important
than Is generally realized. As illustrating this point the fol-
lowing experiment will be of interest as showing what may
be accomplished by good work.
Heating surface, square feet 3,332
Furnace, liand-fired, shaking grate
Grate surface, square feet 44.6
Coal, Illinois screenings
Coal burned per hour, pounds 3,221
Coal burned per square foot of grate per hour, pounds 72.2
Temperature of escaping gases, P 936
Co, 11.2
0 7.8
CO 0.2
Draft In Inches of water at fire 0.35
This was a short experiment undertaken to illustrate the
possibilities when the firemen are intelligently instructed. It
will be observed that while the draft is very low, there was
enough air present for considerable more coal, as shown by
7.8 per cent, oxygen. Fig. 3 shows the curve of carbon dioxide
for one-half hour plotted from observations taken at two-minute
intervals from an eeonometer. It shows a fairly uniform com-
bustion, but if an effort had been made this curve might have
been approximately a straight line, and would have reduced the
very small amount of CO. This experiment is presented to in-
dicate in a measure what should be expected from the larger
locomotive grates mentioned, and this line of development
should lead to a better combustion, and it may also afford
oppportunity for lower pressure of blast and a freer exhaust.
Some curves from a small firebox locomotive showing the
rapidly changing conditions of combustion are presented in Fig.
4. These are selected sections of curves covering longer periods
of time. As will be noted, the greater number of the analyses
were at one-minute intervals, but some were taken at three-
quarter and half-minute periods. Nos. 1 and 2 were taken on
the road, while No. 3 was from an engine on the testing plant.
These curves show a most remarkable change in conditions,
and it is interesting to note that the theoretical of 19 per cent.
CO: is recorded three times: this condition, however, existed
but for an interval probably not exceeding one second in time.
Most of the drops in the curves were caused by incomplete com-
bustion, although some were from excess of air. It is almost
impossible with such rapid changes to determine the cause from
the curves themselves, the latter part of No. 3, however, al-
lows of analysis. At the time marked F the fire was coaled,
which was followed by a raise to 19.5, which is slightly above
the theoretical. This could only have been caused by less
oxygen than the average combining with hydrogen, leaving
more for carbon, and owing to more than an average amount
of coal being present from which the hydrogen had been ex-
pelled. After the coaling at F the drop is to 10.5 three-quarters
of a minute later. No more fuel having been supplied to the
end of the curve it raises in three minutes to 16 per cent., after
which it drops in one and a quarter minutes to 12. owing to
excess of air.
The larger grate areas should offer the possibility of a per-
formance midway between the two extremes illustrated by
Figs. 3 and 4. ^_
There are 28.042 freight cars belonging to the Santa Fe Sys-
tem, 28.024 of which are equipped with air brakes and 27.710
with automatic couplers. The Santa Fe was one of the first
roads in the United States to comply with the requirements
of the Interstate Commerce Law relating to automatic coup-
lers.
REMARKABLE LOCOMOTIVE MILEAGE.
165,013 Miles Before General Repairs.
We are In receipt of the following letter, under date of Oc-
tober 9th, from Mr. W. C. Arp, Superintendent of Motive Power
of the Vandalla Line:
"I thought it would be interesting to you to state the per-
formance of engine 177. This engine was delivered to us In
March; went into service on the 23d of the same month and
was in continuous service until the month of August this year,
making a total mileage of 165,013 miles without being taken
into the shop for classified repairs. Had it not been that the
engine was in an accident we feel safe in saying that it would
have made 200,000 miles. During this time the engine lost 29
trips."
The engine. No. 177, referred to in Mr. Arp's letter Is one of
four 20 X 26-in. eight-wheel passenger locomotives built by the
Schenectady Locomotive Works for the Vandalia Line, March,
1899. The following are the general dimensions of the engine:
Cylinders 20 by 26 Jn.
Driving wheels, diameter 78 In.
Boiler steam pressure 190 lbs.
Heating surface, tubes 2.0f.6 sa. ft
Heating surface, firebox 173 sq. ft.
Heating surface, total 2,241 sq. ft.
Grate surface 300 sq. ft.
Weight on drivers 85.800 lbs.
Weight, total 132,300 lbs.
The order placed with the Schenectady Locomotive Works by
the New York Central & Hudson River for 20 new passenger
locomotives calls for delivery between January and April of
next year. The weight of these engines will be about 167,000
lbs., 95.000 lbs. of which will be on the driving wheels. They
will have 21 in. by 26 in. cylinders: 79-in. driving wheels;
straight boilers with charcoal-iron tubes and a working steam
pressure of 200 lbs.: firebox 102 ins. long and 75 ins. wide; and
a tender with a capacity of 5,000 gals, of water and 10 tons of
coal. The special equipment will include Westinghouse brakes,
Sansom bell ringers. National hollow brake-beams and Leach
sanding devices.
It is encouraging to note what a prominent factor the night
schools are growing to be in the lives of thousands of young
men who have, for various reasons, been deprived of the priv-
ileges of a complete day-school education. Noteworthy among
these institutions offering such opportunities is the West Side
Young Men's Christian Association of New York City. 318
West 57th street. Here the very best instruction (both ele-
mentary and advanced) is given in science, arts, modern lan-
guages, technical instruction, mathematics, music and com-
mercial branches. Very carefully planned courses are offered
in simple and advanced mechanical drawing, architectural
work, also freehand and water-color instruction.
The performance of a compressed air locomotive and power
plant for coal mining service at the mines of the Susquehanna
Coal Company, was recently described by Mr. J. H. Bowden
before the American Institute of Mining Engineers. There are
two lines of railway, one of 4,000 ft. and the other 2.100 ft..
with grades varying between % and 2^4 per cent., the grades
being in favor of the loaded cars. The locomotives were built
by the H. K. Porter Company, with 7 by 14-in. cylinders, 24-
in. drivers, weighing 8 tons. The air storage has a capacity of
130 cu. ft. under a pressure of 550 lbs. The locomotives work
10 hours a day, one hauling an average of 355 and the other 320
cars per day, weighing, loaded, about 5 tons each. The equip-
ment replaced 32 mules and the entire cost of the plant is
saved every 361 working days.
348
AMERICAN ENGINEER AND RAILROAD JOURNAL
(Establislied 1S32
^AMERICAN-.
Engineer
RAILROAD°JOURNAL
PUBLISHED MONTHLY
BY
R. M. VAN ARSDAI.E,
J. S. BONSALL, Business Manager.
MORSE BUILDING NEW YORK
G. M. DASFORD, Editor.
E< E. SILK, Associate Editor.
NOVEMBER, 1900.
Snbacriptlou.— $2.00 o year for the United States and Canada : $2.50 a
year to Foreign Countries embraced in the Universal Postal Union.
Remit bji Express Money Order, Draft or Post Office Order.
Subscrivtions for this paver will be received and copie.'t kept for sale by
the Post Office News Co., 217 ncarborn St.. Chicago, III.
Damrell <£• Upham. 283 Washington St., Boston. Mass.
Philip Roeder, 307 North Fourth St.. St. Louis, Mo.
R. S. Davis <t Co., 346 Fifth Ave., Pittsburg, Pa.
mechanism for hoisting and tipping. This new furnace gives
six heats in ten hours with a loss of about 1.8 per cent., and a
consumption of one poiind of coke for 3.23 pounds of metal
melted. The large crucibles do not suffer at all in handling,
and will last for about 26 heats. This is a great improvement
over the small hand crucibles, and while such a large furnace
is too big for most railroad shops, the idea seems to be a
good one for adaptation to such work. The saving in the cost
of crucibles alone will pay for the investment. A successful
design for large tilting brass furnaces, as used in a German
establishment, is' illustrated on another page of this issue.
EDITORIAL ANNOUNCEMENTS.
Advertisements.— JVoiftingr will be inserted in this journal for
pay, EXCEPT IN THE ADVERTISING PAGES. The reading pages will
contain only such matter as we consider of interest to our
readers.
Special Notice.— 4s the American Engineer and Railroad
.louRNAL is printed and ready for mailing on the last day of
the month, correspondence, advertisements, etc., i7if ended for
insertion tnust be received not later than the 20th day of each
month.
Contributions. — Articles relating to railway rolling stock con-
struction and management and kindred topics, by those who
are practically acquainted with these subjects, are specially
desired. Also early notices of official changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tion.
To Subscribers.— 27ie American Engisber and Railroad
JoDB'N'AL is mailed regularly to every subscriber each
month. Any subscriber tvho rails to receive his paper ought
eU once to notify the postmaster at the office of delivery, and in
case thf paper is not then obtained this office should be notified,
so thai the missing paper may be supplied, Wiien a sub-
scriber changes his address he ought to notify this office at
once, so that the paper may be sent to the proper destination.
The paper may be obtained and subscriptions fen- it sent to the
fallowing agencies: Chicago, Post Office News Co., 217 Dearborn
Street. London, Eng., Sanvpson Low, Marston & Co., Limited
St. Vunstan's Bouse, Fetter Lane, £. C.
In some of the brass foundries in railroad shops a large
amount of brass is melted, both for bearings and other cast-
ings. The usual form of "hole in the floor" furnace is primitive
and crude as compared with recent improvements. It is also
expensive in the rapid wear and disintegration of the cruci-
bles when they must be handled as much as the usual small
ones are in being taken from the furnace for pouring. It is
necessary that they should be small on account of the limit
of weight which one or two men can carry about. The small
crucibles are also wasteful in the consumption of fuel. With a
crucible holding 50 pounds of brass, about 1.8 pounds will be
melted per pound of coke, and the crucible will give out after
Ifi or 17 heats. With a modern tilting furnace, recently erected
in this country, a 200-pound crucible holding about 570 pounds
of metal is handled easily by one man with the aid of simple
EMANCIPATION OP THE GRATES.
The widening of the grates beyond the limit of 42 ins., which
has been the rule for bituminous coal-burning locomotives for
many years, is believed to be the most far-reaching and most
important improvement in locomotive practice since the adop-
tion of the Stephenson link. It introduces the study of the
firebox and grates with special reference to the work they
must do, and it means that locomotives are to be built with
reference to the fuel they use. Its effect will be seen in econo-
mies in the amount of fuel and in its cost, for qualities
can now be successfully used which could not be burned on
small grates because of the accumulation in the firebox. Other
unquestioned advantages are the relief of the fireman and
the improvement in the operation of the engine. In ad-
dition to these the wide firebox has placed the time for
reaching the limits of the power capacity of the soft coal-
burning locomotive far into the future, and this without in-
volving a single new principle. In a rather wide personal con-
sultation with motive-power officers, not one objection has
been raised or a doubt expressed as to the desirability or
advisability of this movement. There seems to be no reason
for hesitation in adopting wide grates generaiiy for soft coal
engines, and there is every reason to believe that within a
short time the number of new engines built with narrow
grates will be conspicuously small, because it does not require
a refined test to discover the immediate advantages of the wide
grate.
Appreciation of the necessity for adapting fireboxes to the
fuel was shown by Wootten when he adopted the only pos-
sible means for burning the fine sizes of anthracite. In the
same way the facts that good soft coal is not always to be had
and that the physical endurance of the fireman has been
reached have forced the improvement. The determination of
the size of grates can not become an exact science until coal
becomes uniform in quality. It will require experiment and
a certain amount of flexibility must be provided by means of
dead plates on roads where an unlimited amount of one quality
of coal is not to be depended upon. There need be no danger
of getting too much grate area, because dead plates always
provide means for making it smaller.
It is not only a question of amount of grate area, but of
disposition. The heaviest locomotive ever built would prob-
ably be improved by making the length of grate 96 ins. instead
of 132 ins., and the width 55 ins. instead of 41 ins., and it is
safe to say that a decision to conflne the length of locomotive
grates to 8 ft. would be a wise one. Another recent design
of very heavy engine of the 12-wheel type has a grate area
of 37.5 sq. ft. This is large for the narrow type, but no one
will question the superiority of the same area obtained with
a reduction of length from 11 ft. to 8 ft. D. L. Barnes was
right when he said: "No man can fire an eleven-foot grate
and make a job of it unless he is a very big man."
The wide firebox brings us to an interesting stage in loco-
motive development, because of the intimate relation between
the grates, the wheel arrangement, the height of the boiler
and the length of tubes. It brings up old questions, such
as the effect of decreasing the depth and increasing the length
November, 1900. AMERICAN ENGINEEK AND RAILROAD JOURNAL. 349
of the "flame way," and this, if we are not misled, is to be
a question of importance. In designing wide firebox engines
it is considered desirable that the engine men should be kept
together; at least, judging by six of the most recent designs,
this is a prominent object in the minds of the designers. This
should be done it other and more important advantages are not
sacrificed. A well-known correspondent says: "I am satisfied
that a short and wide grate will give better service than the
compromises that have lately been gotten up for the purpose
of providing a 'social hall' for the engineer and fireman."
There are no constructive difiiculties in connection with
this improvement. There is no reason to expect an increase
in staybolt failures in view of the general opinion that the
adoption of improved forms of extremely wide fireboxes for
anthracite coal has somewhat allayed the anxiety about stay-
bolt breakages in these boilers. The wide firebox also seems
to have opened the way for material improvement in "smoke-
less firing." It is reasonable to expect this, and it has been
remarked by several who have had opportunities to watch the
operation of the new "Northwestern" type engine. The blast
is lighter and it does not tear the fire, which gives promi.se
of a reduction in spark losses. We cannot at this time think
of a single point of view from which the wide firebox appears
otherwise than attractive. The reasons for the delay in its
adoption are probably that its need has never been felt as it
is now. The opinion of such an able experimenter as D. K.
Clark was unfavorable to large grates, and he has been often
quoted in a way which seems unwarranted under the cir-
cumstances. The delay may be due also to this opinion.
D. K. Clark concluded from exhaustive experiments made
in 1852 that, assuming throughout a constant efficiency of
the fuel or proportion of water evaporated to the fuel, the
evaporative performance of a locomotive boiler or the quan-
tity of water which it was capable of evaporating per hour
decreases directly as the grate area is increased: "That is
to say, the larger the grate, the smaller is the evaporation of
water, at the same rate of efficiency of fuel, even with the same
heating surface." Clark also said: "There may be too much
grate area for economical evaporation, but there cannot be
too little so long as the required rate of combustion per
square foot does not exceed the limits imposed by physical
conditions."
But Clark used coke as fuel and he did not have heavy spark-
losses or the present high rates of combustion: probably
these may be considered "physical conditions." It can now
be said that there may be either too much or too little
grate area and that the character of the fuel should govern
the decision, and that Mr. Forney's rule ^American Engineer,
1898. page 323) is correct, viz.: A grate should always be large
enough to consume enough of the poorest fuel that is used
to supply the engine with steam at critical times and places,
or where it is working hardest, which is usually on grades or
perhaps at points on the road where curves and grades occur
simultaneously.
It is not sufficient for an engine to be capable of making
schedule time under nomal conditions and in good weather.
An engine may do this and still be unsatisfactory. A reason-
able amount of lost time must be made up and time must be
made in bad weather. Extra cars must often be handled and
occasionally trains having as many as 15 cars. Railroad offi-
cers are rather rudely awakening to the fact ihat the latest
Pullman cars weigh 62 tons and that a weight of 125,000
has been reached in cars for passenger service. The locomo-
tive therefore needs to do more than keep pace with the ordi-
nary increase in the demands brought about by steadily in-
creasing traffic. If these weights are permitted to still further
increase, everything tending to augment the capacity of the
locomotive will soon be needed. The advent of the wide fire-
box is opportune and what may be expected of it is indicated
elsewhere in this issue in connection with the remarkable
performance of one of the new "Northwestern" engines.
SIMPLER AND LIGHTER PASSENGER TRUCKS.
There may be .some subtle reason why a truck with six
wheels run.s more smoothly than one with four wheels and yet
it does not follow that a four-wheel truck cannot be made to
cairy a heavy sleeping car as smoothly as the present com-
plicated truck of the Pullman type, which is practically the
standard in use under heavy passenger equipment cars all
over the country.
This truck is exceedingly heavy, a pair of them weighing
nearly 40,000 lbs. It is composed of an extraordinarily large
number of parts and if it must continue to be used considerable
simplification should be effected. The writer has counted the
numl)er of parts up to 330, not including about' 400 lbs. of bolts,
in a single truck, and there may be many that were missed.
This will convince anyone that it should be possible to secure
the desired results in a simpler and cheaper design. That
others think so, too, is apparent in the work of several mo-
tive power men upon designs of four-wheel trucks which are
intended to take the place of those of six wheels under buffet
and mail cars. In describing the new four-wheel truck of the
Illinois Central last month the comparison in weight and cost
of the two types was stated as follows:
Six-wheel. Four-wheel.
Weight of two trucks 36,100 lbs. 29,900 lbs.
Cost of tw.) trucks 11.825 $l,2oO
There can be no question as to strength when 5 by 9 in.
axles are used, but there may be a difference in the riding
qualities in favor of the six-wheel truck unless new methods
of spring suspension are employed in the four-wheel designs.
The saving promised by the four-wheel truck appears to. be
sufficient to warrant considerable experimental work in this
direction and incidentally it will be worth while to consider
steel side frames in the interest of simplicity and lightness.
The fact that the ratio between the load carried and the weight
of six-wheel passenger trucks is about 2 or 3 to 1, and that the
same ratio in large capacity steel cars is 8 to 1, is a forcible
argument in favor of an examination of the whole question of
passenger truck construction, especially in view of the increas-
ing demands upon locomotives.
The Pullman truck should have credit for the good service
it has rendered. It has been so satisfactory in general as to
have, until recently, escaped the notice of those who are re-
sponsible for improvements in rolling stock. It has been
strengthened in the time-honored way by the addition of metal
to wood until it is a question whether the wood is still needed.
To break away from practice which has changed so little for
so many years requires boldness and. perhaps, entirely new
methods. The present outlook is, however, hopeful, and if the
plans now under way are carried out the developments will be
interesting, and probably exceedingly important.
The new electric underground railway in London, running
from the Bank of England to Sheperd's Bush, six miles, seems
to have been greatly needed. The line was opened ,Tuly 30 and
In three days it was used by 260,000 passengers. The cars,
locomotives and also some of the ideas of operation are Ameri-
can.
The desirability of using tie plates on softwood ties and on
hardwood ties on bridges upon which the track is curved was
expressed at the recent meeting of the Superintendents of
Bridges and Buildings. The association was practically
unanimous in endorsing this practice.
The battleship "Wisconsin" made an average speed of 17.25
knots on her official trial over a 64-mile course on October 11.
The run was made in 3 hours. 56 minutes, 56 seconds, with a
smooth sea and good weather. This ship was built by the
Union Iron Works. San Francisco. Her length on the load
water line is 368 ft., her beam is 72 ft. 2% ins., her displace-
ment is 11,525 tons and her horse-power 11,000.
350 AMERICAN ENGINEER AND RAILROAD JOURNAL.
PERSONALS.
Mr. J. H. Fildes has been appointed General Foreman of the
Lehigh Valley at South Easton, Pa.
Mr. Moses Williams has been elected President of the Fitch-
burg, vice Mr. E. D. Codman, resigned.
Mr. E. D. Sietz has been appointed Purchasing Agent of the
Louisville & St. Louis, with headquarters at Louisville, Ky.
Mr. S. D. Kinney has been appointed Assistant Division Mas-
ter Mechanic of the Chicago & Alton, at Bloomington, 111.
Mr. John Dalman has been appointed Assistant Master Me-
chanic of the Pittsburg. Port Wayne & Chicago shops, at
Fort Wayne.
Mr. J. T. Goodwin, Foreman Boilermaker of the Rogers Lo-
comotive Works, has resigned to take charge of the new boiler
shops of the Richmond Locomotive Works.
Mr. Bret Harper has been appointed Mechanical and Elec-
trical Engineer of the Detroit, Rochester, Remeo & Lake Orson,
at Detroit, Mich.
Mr. W. B. Page has been appointed Master Mechanic of the
Pennsylvania, with headquarters at Lambertville, N. J., vice
Mr. J. L. Mohum.
Mr. F. N. Dean has been appointed Assistant Superintendent
of Motive Power of the Chicago, St. Paul, Minneapolis &
Omaha, with headquarters at Sioux City, la. ■
Mr. C. W. Cross has been appointed Master Mechanic of the
Michigan division of the Lake Shore & Michigan Southern,
with headquarters at Elkhart, Ind., vice Mr. J. O. Braddeen,
resigned.
Mr. Willard A. Smith, one of the Directors of the Transpor-
tation, Civil Engineering and Army and Navy Departments of
the United States Commission to the Paris Exposition, has re-
turned to this country.
Mr. Charles M. Hogan has been promoted from the position
of Road Foreman of Engines on the New York Central & Hud-
son River to that of Master Mechanic of th'e same road, with
headquarters at Buffalo.
Mr. C. C. Robinson, Master Mechanic of the Peoria, Decatur
& Evansville, at Mattoon, 111., has been appointed Master Me-
chanic of the Illinois Central at Mattoon, the latter road hav-
ing absorbed the Peoria, Decatur & Evansville.
Mr. F. R. Coates has been appointed Chief Engineer of the
Chicago Great Western, vice Mr. H. Ferstrom, resigned, to be-
come Chief Engineer of the St. Joseph & Grand Island. Mr.
Coates was formerly roadmaster on the New York, New Haven
& Hartford.
Mr. Oscar Antz, formerly in charge of the Car Department
of the Lake Shore & Michigan Southern, at Buffalo, and a fre-
quent contributor to the pages of this journal, has been ap-
pointed General Foreman of the Locomotive Department of the
same road, with headquarters at Elkart.
W. R. Omohundro, Patent Attorney, and member of the
firm Qf Raymond & Omohundro, Chicago, died October 11. He
•as 39 years old and will be mourned by many. He had a
very large acquaintance among railroad mechanical and supply
men.
DRAFT GEAR— THE MOST IMPORTANT PRESENT QUES-
TION IN CAR CONSTRUCTION.
Those who have followed the development of the friction
draft gear by Mr. George Westinghouse and have seen its ac-
complishments will support the belief that it is one of the
most important devices introduced into car construction since
the advent of the automatic brake.
Ordinary draft attachments have been outstripped by the
progress in the direction of heavy cars until the troubles due to
the parting of trains, it is safe to say, have become the greatest
now met in the operation of trains. The increase of draft gear
capacity cannot be obtained by increasing spring capacity
alone, because the reaction of springs when applied directly to
the cars is as destructive as the weakness of the usual types.
The Westinghouse friction draft gear offers the necessary re-
sistance with the property of gradually yielQing, both in pulling
and in buifing, which Is indispensable in the prevention of de-
structive shocks. Tests carried out a few days ago near Wall
on the Pennsylvania Railroad and in Pittsburgh on the Union
Railway, upon cars equipped with this gear, produced results
which will astonish those who have not given special attention
to this device and will surprise those who have done so and
who. like ourselves, have appreciated the principles involved in
its construction.
The trials at Wall were made with 47 large capacity, wooden,
coke cars, which have been in daily use between the Connells-
ville coke regions and Pittsburg for upward of two years. In
this time they have seen hard service and the repairs to the
draft rigging have been almost nothing. To this train was
attached a heavj- Pennsylvania mogul locomotive with 185 lbs.
steam pressure and the engineer was amused when told that he
was expected to break the train In two. Emergency stops were
made at speeds of 20 and 30 miles per hour and with all the
air brakes coupled up. Emergency stops were also made with
6. 12, 18 and 24 of the rear air brakes cut out, and yet in no case
were objectionable shocks experienced on the rear car. A
further test was made by cutting out the brakes on the 23 lead-
ing cars and, at a speed of 20 miles per hour, while the engine
was rapidly accelerating the speed of the train, the rear angle
cock was opened and an emergency application made on the
24 rear cars. The train was brought to a standstill with the
throttle wide open, but without any damage to the draft gear.
The engineer was then asked to try to break the train in two
by taking slack against the ten rear cars upon which the brakes
had been set by hand as hard as the brakemen could set them.
Although the engineer thoroughly sanded the track in front of
and back of the engine and placed the lever in full forward
gear he was unable to do any damage or break the train in two
by taking all the slack possible and suddenly opening the throt-
tle. This attempt was repeated a number of times. A train of
50 cars was desired for this test, but for some reason only 47
were available.
A still more remarkable test was made a little later on 40
100.000 lbs. capacity steel ore cars belonging to the Pittsburgh.
Bessemer & Lake Erie Railroad, which were coupled together
on a straight and level track. To this train was attached one
of the very large engines built by the Pittsburgh Locomotive
Works for the Union Railroad, a part of the Carnegie System,
illustrated on page 365 of our issue of November, 1898. This
engine, No. 96, weighs 208.000 lbs. on the driving wheels and
has 23 by 32-in. cylinders and carries 200 lbs. steam pressure.
The tractive power is 53,292 Ihs.. this being one of the most
powerful engines ever built. The hand brakes on the 10 rear
cars were set as hard as the brakemen could set them and the
engineer of this powerful locomotive was told to endeavor to
break the train in two by taking slack against the 10 cars and
pulling out as rapidly as possible. The attempt was first made
without sand, but as the engine slipped sand was then copiously
used, forward and back, and although the engineer tried several
November, 1900. A M E R I CAN ENGIN E E R AN D RAILROAD JOURNAL 381
limes to break the train In two it was impossible to do this or
to cause any damage to the draft gear.
A running test with the bralies on tlie first half of the train
eut out and the rear bralies applied in the "emergency" was
then made while the engine was accelerating the speed of the
train. This test, however, proved to be less severe than the jerk
test already outlined. Emergency stops were also made, but in
no instance was any damage done to the draft gear. This loco-
motive did not slip at all when put on sand, and it evidently
exerted its entire tractive force, assisted by the small amount
of recoil which the friction draft gear gave.
These tests were carried out in tlie presence of well-known
railroad officials, who remarked that should anything of the
kind be attempted with the draft gear in use on their own
roads, everybody concerned would be immediately taken out
of the service.
It is Impossible to fully appreciate the power of this engine
for exerting tremendoiis strains on the couplings without ac-
tually having seen it under test. These tests were not made
once, but a number of times and on different occasions without
at any time breaking so much as a single knuckle. We, there-
fore, feel justified in the statement made in the first of these
paragraphs. The reason no damage was done by the immense
stresses imposed was that there was nothing solid to pull
against. The friction gear continually yielded to the strain
until its capacity was exhausted and when the stresses were re-
moved, it may be said, the resistance yielded as gradually.
The principle involved is exactly similar to that in the old illus-
tration of the difference between breaking an object by a blow
from a hammer with the object placed upon a yielding resist-
ance and when resting upon an anvil. It is impossible to break
a drawbar or anything else of the kind if, by reason of the
yielding of the attachment to which it is fastened, the strain
upon it cannot be made to exceed its strength.
The question naturally arises among railroad men as to the
wear of these friction devices. We are assured that after three
years of continuous service the wear of the friction surfaces,
those described on page 149 of our issue of May, 1900, cannot
be measured by a mirometer caliber.
The break in two tests exhibit but one side of the draft gear
question, and while it is an important one the cost of the main-
tenance of cars should not be overlooked. The repairs asso-
ciated with draft gear breakage amount to from 20 to 50 per
cent, of the total cost of repairs to freight cars. It is not only
the draft rigging itself, but also the entire end structures of
cars, which are affected. These facts should be considered in
connection with the increased cost of adequate draft attach-
ments.
INAUGURATION OP PRESIDENT PRITCHETT.
Massachusetts Institute of Technology.
The formal inauguration of Dr. Henry S. Pritchett. former
Chief of the United States Coast and Geodetic Survey, as Presi-
dent of the Massachusetts Institute of Technology took place
on October 24th in Boston. Brief addresses were made by Sena-
tor Henry Cabot Lodge, by Colonel Thomas L. Livermore on
behalf of the Corporation, and by former President Crafts.
The principal feature, however, was, of course, the inaugural
address of the in-coming president.
Dr. Pritchett's practical experience as director of, perhaps,
the most important purely scientific branch of the Govern-
ment service, rendered his inaugural address upon "The Rela-
tion of Educated Men to the State" peculiarly suggestive. He
explained that for some years past as an executive officer of
the general government, he had been obliged to study the
graduates of colleges and of technical schools from the stand-
point of their efficiency in comparison with other men rather
than from the standpoint of the teacher; from the standpoint
of their ability to do things rather than from the standpoint
of knowing how to do things. In this capacity he had been
forced to consider the relation of educated men to the govern-
ment, to compare their service to it with the service rendered
by others. He called attention to the fact that a constantly-
growing proportion of the important places of the government
are passing into the hands of college men, and he asked the
question whether the training received In our Institutions of
higher learning merely gave men increased power or did the
college life also fit men for patriotic and loyal and unselfish
service to the state.
In considering this question he called attention to the fact
ihat the state represents the whole people, that in this capac-
ity it had given generously to higher education both through
the general government in land grants and through the state
governments by direct taxation. Even our older universities,
like Harvard and Yale, had at some time, almost without excep-
tion, received aid from the state. Harvard was really founded
by the Commonwealth of Massachusetts. The state has, there-
fore, the right to ask what sort of instruction is being given
in our higher institutions, and to know that in these insti-
tutions men are trained in high ideals of their civic duties.
While maintaining that on the whole the institutions for
higher education had justified the aid which they had received
from the state, President Prftchett brought forward certain
qualities of education upon which he conceived the state had a
right to insist and which had not always been remembered.
He said: "The state has a right to expect of those educated in
a largei measure by its aid a decent respect for the service of
the state." He deprecated the widespread tendency to belittle
government service, and to ascribe lightly the worst motives
to public men. "The Government of the United States," he
said, "is honestly conducted, and notwithstanding the crude-
ness of some legislation and the half-hearted service of a few,
those who know best the machinery of the general government
have a rational optimism concerning the success of democratic
institutions and a wholesome respect for those who work in
public service. Educated men will find in increasing numbers
their best career in the state's service, and college men should
be the last to misunderstand and belittle it."
Another quality of the education given to the youth upon
which the state has a right to insist is its catholicity. "No
system of education," said he, "is a good one in which students
and graduates get out of touch with the great body of their
fellow citizens. The higher institutions of learning, if they
are to fill their real place, must be not only for the people but
of the people."
President Pritchett then took up in the light of these remarks
the character of the training which comes from the study of
applied science, and called attention to the wise foresight of
President Rogers and his associates in estimating the value of
a scientific training, not only as a fitting for practical life but
also in its development of character. In closing, as he turned
to address the great body of students occupying the central
portion of the great hall, they rose as one man and remained
standing during the five minutes of the president's personal ap--
peal to them. The impressive appearance of this body of young
men. 1.250 strong, was one of the features of the occasion.
The aggregate sum of money spent in one year by the rail-
roads of this country is more than many people realize. The
Sante Fe informs us through its Advertising Department
I- at that system alone has set aside more than a million dol-
lars for improvements this fall. Two hundred thousand dollars
represents the cost to that road Df 300 new ballast and coal
cars, of the so-called "hopper" style. By their use it is ex-
pected that gravel, crushed stone and other ballast can be
placed on the track at a considerable saving in time and labor;
the cars will also be used to unload coal into pits. Fourteen
new dining-cars, two new composite cars, twenty passenger
engines and five hundred refrigerator cars are additional im-
portant items in the list. The discarded dining-cars will be
tiansformed .nto wide-vestibuled parlo'', buffet and chair cars,
thus materially improving those feitores.
382 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Expe iment with Cylinder Jackets and Superheaters in Locomotives. -London & Lancashire Railway.
StiPERHEATERS AND STEAM JACKETS FOR LOCO-
MOTIVES.
Experimental Application in England.
Lancashire & Yorkshire Railway.
This road recently built twenty engines with 19 by 26 in.
cylinders, all of which have steam-jacketed cylinders and one
of them was fitted with a superheater. It Is too soon to expect
satisfactory comparison with other engines, but the experi-
ment is likely, in due time, to bring out the value _ot these
attachments.
To insure the proper use of the steam jackets they are made
a part of the passage for the steam used in the injectors in
such a way that all of the steam going to the injectors must
pass through them. This also returns the water of condensation
from the jackets to the boiler. The large engraving shows the
arrangement of the piping. From the steam valve at the
boiler-head the steam enters the jacket pipe which passes in-
side the boiler to the front of the engine, and in the smoke-
November, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 363
box it is coiled to permit it to talte lieat from the escaping
gases. The return pipe also passes through the smokebox, as
shown in the lower left-hand corner of the same engraving,
and leads to the injector on the boiler-head. The jackets are
formed by cylinder bushings, Illustrated in the sectional draw-
ings of the cylinders. It appears that the cylinder-heads, as
well as the cylinders themselves, are jacketed.
In the engine having the superheater the boiler was short-
ened to give room for an unusually long smokebox to contain
the superheater. This is a cylindrical shell with tube sheets
at each end, having tubes slightly larger than those of the
boiler, which was done to permit of drawing the boiler tubes
through the superheater tubes for renewals. Sufficient space is
left between the superheater shell and that of the smokebox
to permit of taking the superheater out bodily when neces-
sary to get at the boiler tubes for extensive repairs. Dia-
phragms are placed in the superheater in order to make the
steam travel throughout its entire volume in its passage to
the cylinders and the superheater tubes pass through these
diaphragms. The experiment seems already to have shown
that the steam is very dry. though the real value in fuel econ-
omy is not yet known.
The areas exposed to the steam in the superheater are as
follows: I
Inside of band plate 40.63 sq. ft.
End plates 29.48
Tubes (outside diameter) 360.2d
Jacket coll (outside diameter) 9.12
Total 43949
Internal surface of coil for jackets 29.44 "
In discussing present locomotive practice at the recent meet-
ing of the English Institution of Mechanical Engineers, Mr.
J. A. F. Aspinall, General Manager of the Lancashire & York-
shire Railway, mentioned this experiment as a promising one,
and we are courteously permitted to present the drawings.
Judging from the fact that twenty engines were fitted with
Jackets and but one with the superheater, we should say that
probably more was expected from the former than from the
latter device. We do not, however, know the views of the
designer as to this.
COkRhSPONDhNCE.
FLEXIBLE STAYBOLTS.
THE STEAM TURBINE.
Superheating Improves Efficiency and Power.
Tests on a Le'Val steam turbine at Cornell University have
shown a remarkable and interesting result of superheating
the steam used. Dr. Thurston records in a general way the
facts in a recent issue of "Science." He finds that contrary
to the usual theory of the steam turbine, a very substantial
gain in economy and also in capacity is secured by super-
heating. This is not because of preventing "initial" or "cyl-
inder condensation," because these phenomena are wanting
in the steam turbine, wherein there are no such temperature
variations as are known to cause the waste of steam in recip-
rocating engines. The interior surfaces of the turbine, in
steady working, remain at precisely the same temperatures.
Nevertheless, the gain in efficiency by superheating was found
to be about 1 per cent, for each 3 degs. F. of super-
heating. Accompanying this was a gain of 100 per cent, in the
capacity of the machine by the use of 37 degs. F. of superheat.
Dr. Thurston attributes the improvement to the elimination
of the friction wastes due to the retardation of the current of
fluid traversing the passages of the turbine by concurrent
resistances coming of the weighting of the current of steam
with drops and mist and the adherence of moisture in mist,
drops and even streams to the walls of the steam passages of
the turbine. These phenomena will be the subject of further
investigation. It is an interesting fact that the gain is sub-
stantially proportional to the degree of superheat, which is
entirely different from the experience with superheat in re-
ciprocating engines.
Pittsburgh, Pa., October 9, 1900.
'I'o the Editor:
In your comments upon the communication of Mr. C E.
Cardew on Wehrenfennig's and Leach's staybolts, published in
your October issue, you say that the experience stated by Mr.
Cardew "tends to show how few things are really new." While
the correctness of your view, as a general proposition, is un-
doubted, its expression may seem, to the general reader, to
imply that the flexible staybolt of Mr. F. W. .lohnstone, of
the Mexican Central Railway, to which Mr. Cardew makes
reference, is not "really new." Such a conclusion is not war-
ranted by the facts, and I do not think that it was intended
by your expression.
By reference of Mr. Johnstone's patent. No. 640,661, dated
January 2, 1900, it will be seen that he distinctly disclaims,
broadly, "a staybolt which is flexibly connected to a boiler
sheet," and that his claims are limited to the form of flexible
staybolt invented by him — i.e., one in which a bolt having
a spherical head, and threaded at its opposite end, is combined
with a plug forming an integral, closed, spherical socket,
which is screwed into the outer firebox sheet. The German
patent of E. Siegmeth and E. Wehrenfennig. No. 5,57! of 1878
(showing the construction of Fig. 1 of Mr. Cardew's commu-
nication), was referred to by the Patent Office in the course
of the application for the Johnstone patent, and after con-
sideration by the Examiner, was not held to be sufficient to
indicate want of novelty.
The Leach staybolt, shown in Fig. 2, differs from the John-
stone in the substantial and material particular of necessarily
employing an independent cap to prevent leakage. The addi-
tional expense of providing this cap and securing it in posi-
tion in the bushing and the increase in the diameter of the
bushing which it requires, are objections which I feel confident
would prevent it from becoming a competitor of the Johnstone
staybolt, even with its advantage of being free from a patent
royalty.
I concur with Mr. Cardew in desiring that "honor should
be given to whom honor is due," and, as it seems to me, the
honor of producing the first entirely practicable and reasonably
inexpensive flexible staybolt is due to Mr. F. W. Johnstone. It
may not be out of place to add that I am recently informed by
him that he is using six rows of his flexible staybolts in each
side sheet, and two rows in the top and down the sides of the
door sheet, in all new engines, and doing the same when en-
gines are overhauled, and that in the use of these bolts on his
road for eighteen months he has never found a broken one.
J. Snowden Bell.
OPERATION OF EQUALIZERS AT HIGH SPEEDS.
To the Editor:
On page 321 of the current number of your paper I notice a
letter from Mr. John Hector Graham, entitled "A Suggestion
from Swiss Practice," in which the writer refers to himself
as "the man who dared to say that the equalizer of locomotives
was an antiquated relic which possessed no mechanical or
other features to entitle it to a place upon a modern locomo-
tive."
As stated by Mr. F. J. Cole in his excellent article on "The
Equalization of Weights," published in the March and April
numbers of the American Engineer, "the principal function of
an equalizing lever is to equalize the weight between two or
more pairs of wheels: also to allow a maximum amount of
vertical motion in any one wheel in its relation to the frame
of the engine, without too great a deflection of its spring or
too great a variation of the load borne by that wheel. If the
track is very uneven, and an engine is run over it without
equalizers, each spring must in turn deflect enough to com-
SS4 AMERICAN ENGINEER AND RAILROAD JOURNAL.
pensate for its Inequalities, and in doing so the load upon
each spring is increased or decreased according to the amount
the spring is deflected or released, and the load upon the
springs belonging to the other pairs of wheels increased or de-
creased according to the undulation of the track. If. on the
other hand, equalizing levers are introduced, the tension on
the springs is uniformly maintained by the levers rocking upon
their centers and preserving equal wheel loads."
In precisely what manner Mr. Graham proposes to maintain
an equality of wheel loads on uneven track simply by means
of a combination of helical and semi-elliptic springs, it is diffi-
cult to imagine.
The frequent, although by no means universal, absence
of equalizing levers in European locomotive practice does
not constitute a valid argument in favor of their abandon-
ment in America, for the adhesive weights of foreign locomo-
tives being much smaller than those prevailing in this coun-
try, the destructive effect on rails and bridges of sudden varia-
tions in wheel loads is proportionately diminished, and hence
the necessity for equalizing levers is less urgent in Europe than
It is with us.
While strongly advocating the employment of equalizers be-
tween locomotive driving springs, the following question rela-
tive to their effectiveness at high speeds suggests itself:
Assume the case of a four-coupled passenger engine having
a driving-wheel ba.>e of S ft,, and traveling at the not unusuai
5,280 X 70
speed of 70 miles an hour, equivalent to =; 103.67
60-
ft. per second.
If, now, the forward driving wheels encounter an inequality
of rail surface, and their springs are thereby unduly deflected,
in order to relieve this excess of load, by transferring it, either
wholly or in part, to the adjacent springs before the latter are
in their turn deflected by the rear drivers passing over the ine-
quality, the inertia of the equalizing levers, etc., must be over-
STEEL TUBES FOR LOCOMOTIVES.
come, and the transfer of excess load effected in the =;
102.67
0.078 of a second.
The question which presents itself is whether or not the
levers can effect an appreciable equalization of spring tension
and wheel load in so short an interval of time.
Edward L. Coster,
New York, October 18, 1900. A. M. Am. Soc. M. E.
C. M. HAYS TO BE NEXT PRESIDENT OF THE SOUTHERN
PACIFIC RAILROAD.
Mr. C. M. Hays, General Manager of the Grand Trunk, has
formally resigned from the service of that road and his ap-
pointment as President of the Southern Pacific to succeed the
late Collis P. Huntington will be recommended to the direc-
tors of the Southern Pacific this week by a special committee.
He was born in Rock Island, 111., May, 1856; entered railroad
service in 1873 on the Atlantic & Pacific. In 1877 he was ap-
pointed Secretary and General Manager of the Missouri Pacific.
He became General Manager of the Wabash System in 1889,
and four years later was elected Vice-President, from which
position he resigned, to accept a very flattering offer, as Gen-
eral Manager of the Grand Trunk. Mr. Hays will be Operating
Officer of the Southern Pacific and will have his headquarters
in San Francisco. There will be liitle or no change in the
present executive staff.
Mr. A. M. Waitt. Superintendent of Motive Power of the
New York Central & Hudson River, and wife left Saturday,
October 13, for California on a month's vacation, the first va-
cation Mr. Waitt has had in two years.
Locomotives subject their tubes to the most severe condi-
tions to be found anywhere in steam-boiler service. Tubes
need therefore to be able to meet most exacting requirements,
not the least important of which is the ability to stand the
repeated applications to boilers necessitated by the frequent
renewals in bad-water districts. Steel, because of its homo-
geneity, has long been considered a desirable material for this
purpose, but some of the earliest attempts to use it were not
entirely successful because of faults in the material itself. A
representative of this journal recently took special pains in
visiting a number of prominent motive-power men to ascer-
tain their present views with regard to steel tubes, and par-
ticularly those made by the Shelby Steel Tube Company, of
Cleveland, Ohio. The result was a unanimously favorable
opinion, based upon severe tests in the worst water of the
middle and far West, and generally with a preconceived opin-
ion that was unfavorable because of earlier failures with tubes
of steel. All of those interviewed had their more recent
experience with Shelby tubes. The severity of the trials and
the excellent results obtained are shown in the case of one
of the roads on which a set of these tubes made 78,810 miles
on one engine, after which they were applied to another and
made 54,694 miles, and finally to a third, with an additional
mileage of 39,893, a total of 173,397 miles. This set of tubes
is now out of service, but is soon to go into another engine.
Another road obtained a service of 107,000 miles with one set
without removal and without having the slightest trouble to
keep them tight.
These tubes are uniform in size and thickness. They are
straight and homogeneous. They are drawn from solid mate-
rial, without welds, and the very nature of the process of
drawing insures homogeneity. The drawing process would not
be applicable to anything but the best material. They are
easily cut off and may be rolled quickly and are easily made
tight. In one of the cases referred to, a sceptical view of steel
tubes led to a number of tests by heating the ends of the
tubes and plunging them into cold water, with no apparent
injury to the tube, but rather an improvement by the process.
This was done by a man who feared that the ends of the tubes
would harden under repeated rollings, but this was shown
to be a mistake. There Is no difliculty in welding them. A
master mechanic who has used these tubes for several years
in a recent letter expresses the following opinion:
"There seems to be an idea that steel safe ends will not
make a good weld with charcoal-iron tubes, but we are weld-
ing them right along and have no trouble whatever, as they
make nice clean welds. I consider them superior to good
charcoal-iron tubes, as they are very pliable and will stand
beading and rolling better; in fact, it is impossible to crack
them in beading them over. Over two years ago we put a
number of cold-drawn tubes in one of our 19 by 26-in. engines
and sent her to the south end of our line, where they have the
worst water. After 18 months' service I brought the engine
to the hhop and removed all the flues except the cold-drawn
ones, which were in nearly as good condition as when put in,
and during this time it was not necessary to use the expander
on them. This I consider a good test of the two kinds of
tubes, and our experience with them has been perfectly satis-
factory."
In marine service also Shelby tubes are very successful.
They were fitted to the "Vamoose" two years ago and are re-
ported by the chief engineer as being as good as when first
put in. He believes that they will last four or five years long-
er. This testimony, added to that of the locomotive men, jus-
tify the opinion that the steel tube is a success. We have not
found any evidence of the slightest difficulty with them, and
there seem to be no signs of pitting.
November, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 3S8
AN INEXPENSIVE HOPPER RIGGING.
Made Without Machine Work.
Central Railroad of New Jersey.
A very simple and effective hopper rigging has been de-
signed by Mr. A. Christiansen, of the Central Railroad of New
Jersey, for use on double hopper-bottom coal cars of that road.
The rigging is inexpensive, reliable, and finds easy application
to cars where the distances from the ends of the hoppers to
the center of the car are variable.
From the engraving it will be seen that the hopper doors
are held up against the hoppers by toggle-arms fastened to
the hinges of the doors and to a sleeve-nut which travels a
2-in. screw. This screw is hung midway between the two
hoppers, from a shaft passing through suitable bearings on top
of the center sills to the side of the car, by an iron casing
which is allowed a swinging motion around the shaft. Power
is furnished by a hand-wheel at the side of the car to drive a
pair of miter-gears in connection with the screw, which is
given a rotative motion and in turn imparts a vertical move-
ment to the sleeve-nut, thus raising the toggle-arms and open-
ing the doors to the extreme position shown by dotted lines.
In the handling of large lump coal there is a tendency for the
coal to bridge itself on tne inside of the doors, so as to make
the pressure less on one door than the other, and when this
occurs the screw In opening will tend to center itself a little
to one side and open one door in advance of the other. To
guard against this a bracket, not shown in these drawings, has
also been designed for use as a guide to the screw and bolted
beneath the two center sills.
With the exception of the hinge-pins and shaft, which are
wrought iron, the rigging consists of malleable iron castings
so constructed as to require no machine work, but put together
just as they come from the rattler. The screw is 2 in. in diam-
eter and double threaded. The door hinges can be made of
wrought iron and the jaws for the toggle-arms bolted on, or
preferably made of malleable iron with these jaws cast on,
as shown in the engraving. The door hangers are bolted un-
derneath the cross tie timbers, which make it possible to place
the entire hinge on the bottom side of the door and also to
use a square edge plank for the first plank on the door. With
this arrangement the hinge-bolts can easily be removed and
the doors taken down for repairs when necessary.
The hand-wheel is used instead of a crank or wrench and
is placed sufficiently close to the side of the car to be pro-
tected by the side stakes from the danger of being broken off.
There are 24 small lugs cast on the inner circumference of
the rim of the wheel into which fits a gravity latch shown in
the drawings. The doors by this device have a close adjust-
ment and can be locked in any desired position, placing the
opening and closing perfectly under control.
The arrangement of carrying the center sills of the car by
two inside truss rods and the stiffening of the side sills by
needle beams and tie rods is a suggestion of good car design,
but is only one of the different arrangements of under-framing
to which the door rigging can be applied. Its experimental
application was so satisfactory that it has been specified for
a number of new 80,000-lb. coal cars.
Switzerland has not until now been noted as a center for steel
production, though her engineers have long held a high position
in the mechanical world. Recently, however, a company has
been formed to work the great deposits in the Bernese Ober-
land, where there are many million tons of ore available,
averaging 50 per cent, of iron. It is intended to smelt the
metal electrically, the large water power, cheaply obtainable,
giving the project a reasonable prospect of success.
The Burlington will build 10 wide firebox freight engines
of the "Prairie" type and 30 more have been ordered from the
Baldwin Locomotive Works. Experience with the wide fire-
box on this road must have been satisfactory, for the size of
this order indicates a gi-eat deal of confidence in the principle
These engines will have 20 by 24-in. cylinders, 64-in. drivers
and a total weight of 160,000 lbs., with 120,000 lbs. on the
drivers. They are for freight service, and will run at compara-
tively high speeds. No surprise concerning this order will be
felt by those who know of the good work of the first examples
of this type. We cannot give statistics of their performance,
but they are said to be able to "make steam out of anything
that goes by the name of coal." There seems to be not the
slightest uncertainty in the endorsement of large grates either
on the "Burlington" or the "Northwestern."
8B6 AMERICAN ENGINEER AND RAILROAD JOURNAL.
RAILROAD Y. M. C. A. CONFERENCE.
fi.OOO STEEL CARS IN A SINGLE ORDER.
That a railroad company has more than the two functions —
those of transporting freight and passengers — was demon-
strated by the very enthusiastic convention of the railroad
department of the Young Men's Christian Association, held
at the Pennsylvania Y. M. C. A. building, Philadelphia, Octo-
ber 12, 13 and 14, at which 1,000 delegates fi-om all parts of
the country and from foreign parts were present. It was evi-
dent at this, the tenth international conference, that among
the mechanisms of great railroads, men have been made, and
that this country has given to the world in its railroad men
the finest type of working men.
The opening session of the convention was held on the
evening of the 12th, in the large auditorium of the building,
and was filled with the enthusiasm of intelligent, earnest work-
ers. A short testimonial meeting, conducted by C. B. Willis,
Secretary of the Milwaukee department, preceded the opening
session, which was called to order at 7.30 o'clock by Secretary
Clarence J. Hicks, of the International Committee. Mr. Hicks
presented Mr. C. E. Pugh, Vice-President of the Pennsylvania
Railroad, who made the address of welcome. "It has been
said," continued Mr. Pugh in his address, "that corporations
are selfish, and it has even been intimated in my hearing
that the Pennsylvania Railroad is grasping. However that
may be, of one thing I am quite sure, it wants the best steel
rails, the best bridges, the best equipment and the best men.
Right in this building, within this organization, is found the
machinery to turn out the men that the railroad wants, and
that the railroad needs." He closed his remarks by giving
the delegates a hearty welcome from the local association.
The words of welcome were responded to by A. C. Marling,
Vice Chairman, in behalf of the visiting friends. Other prom-
inent men spoke briefly. Probably the most interesting event
of the day was the reception given by the Ladies' Auxiliary of
the Pennsylvania Branch, to the visitors, who were received by
Miss Helen Gould and Mrs. Russell Sage, both members of
the Ladies' Auxiliary. In the receiving line were also Mrs. A.
J. Cassatt, Mrs. Elder, C. E. Pugh, Vice-President of the Penn-
sylvania Railroad; Secretary C. R. Towson, of the Pennsyl-
vania Y. M. C. A., and other earnest workers in this associa-
tion. At the conclusion of the reception a substantial repast
was served to the delegates.
Many prominent railroad officials of the Pennsylvania sys-
tem and of other roads were present on the evening of the
second day, as it was Railroad Officials' evening. In the morn-
ing a business meeting was held and in the afternoon delegates
told of the benefit of noonday shop meetings. D. B. Caldwell,
General Traffic Manager of the Delaware, Lackawanna & West-
ern, read a paper entitled "The Railroad Employee as a Man."
Mr.' Caldwell said there was a very general erroneous impres-
sion as to the standard of cnaracter among the rank and file
of railroad men on account of their environment and the nature
of their work. The impression was a true one In the pioneer
days of railroading when the discipline of the present day did
not prevail. But to-day, when railroad construction and
operation employ such a large percentage of the population of
this country, all must admit that no standard of character is
too high. The great interests involved call for men of capabil-
ity and reliability, and no railway employee can be said to
lack for incentive to make the best of himself.
Captain Green, First Vice-President of the Pennsylvania
Railroad, paid high tribute to the railroad officials in his ad-
dress at the evening session. The extension of this railroad
work was told by delegates from Germany and Russia, and W.
H Baldwin, Jr., President of the Long Island road, also spoke.
The conference of Christian railroad men was brought to a
close Sunday night after two very large meetings— one held in
the afternoon and the other in the evening. Both meetings
were full of impressive demonstrations.
Monday morning, the 16th, at 9.15 a. m., the delegates left
the Broad Street station for Atlantic City, as the guests of
the Pennsylvania Railroad.
Baltimore & Ohio Railroad.
The Pressed Steel Car Company of Pittsburg has set a high-
water mark in the matter of large single orders for cars. The
one in question being for 6,000 steel cars (4,000 gondolas and
2,000 self-clearing hoppers), of a carrying capacity of 100,000
lbs. each, to be delivered to the Baltimore & Ohio Railroad.
Viewed from either standpoint of tonnage, capacity, or money
vajue. the order in question is, beyond doubt, the largest ever
given to a single builder before in the history of railroads.
September 28th, at a banquet at the Duquesne Club, Pitts-
burg, given in honor of a retiring railroad official, and at which
were gathered the representative heads of all the largest manu-
facturing industries, mercantile establishments, and of all the
high officials of the roads entering that city, Hon. J. K. Cowan,
President of the Baltimore & Ohio Railroad, referred in his
speech that evening to the order, as follows:
"For example, I have just concluded a contract with Mr. C.
T. Schoen, President of the Pressed Steel Car Company, for
6,000 steel cars, involving the use of steel plate equivalent to
that which would be required to build ten of the largest steel
freight sl;ips afloat. Four thousand of these cars will be dis-
tributed in the Pittsburg district."
The remarks quoted were made as a part of a speech relat-
ing to what the Baltimore & Ohio has done, and is doing, for
Pittsburg's interests.
When Mr. C. T. Schoen was pressed for a little interesting
data, he at first modestly declined, but upon further solicita-
tion, stated: "The order is undoubtedly the largest ever given,
and I would state that the Pressed Steel Car Company, in the
last eight days, has taken contracts for steel cars approximat-
ing in money value nearly $7,000,000. The amount of steel
needed to complete the order will amount to about 100,000 tons.
And the most gratifying thing about this all is that it betokens
greater things in the future, because, while our business is at
present enormous, yet it may be said to be only fairly started
into a healthy growth to a normal sturdy stature, as is amply
evidenced by the fact that once a road buys steel cars, orders
are duplicated, triplicated and quadrupled."
Besides the order mentioned the Pressed Steel Car Company
has lately closed with the Union Pacific for 480 steel ballast
cars of 110,000 lbs. capacity, and 300 coal cars of 100,000 lbs.
capacity; as well as 300 steel cars for the Transvaal, South
Africa; and an order of 75 steel cars for the Davenport & Rock
Island Railway. These orders combine to make the largest
single week's business ever done by any one concern in car
erecting circles.
It is estimated that the cost of fuel per year to supply the
heat lost through a square foot of unprotected surface of steam
piping, such as flanges and valves, under ordinary conditions
is about one dollar.
The International Railway Congress will hold its next meeting
in Washington, D. C, the invitation of the American Railway
Association having been accepted. The next session will be
held in October, 1904, and the occasion will offer an opportunity
for this country to explain its transportation problems and
methods to a large number of most intelligent and progressive
foreigners. It will undoubtedly lead to a better understanding
of our conditions and we cannot fail to derive many benefits
from the presence of so many earnest and enthusiastic railroad
men in this country. Our ways of handling business will be
searchingly studied and, perhaps, criticised. We should expect
this and be prepared to profit by It. One feature of the visit
which our supply friends will not neglect is the opportunity
to acquaint foreign engineers with the admirable special equip-
ment of all kinds which our system of railroad operation has
developed.
NovBMBEE.iJoo. AMERICAN ENGINEER AND RAILROAD JOURNAL. 857
Improved Brass Furnace at the Works of Robert Wagner, Schonau, Cernnany.
IMPROVEMENT IN FURNACES FOR MELTING BRASS.
Small crucibles are generally used in this country for melt-
ing brass and their size is limited by the fact that they are han-
dled by two men. A large number are required for heavy work
and the wear and tear resulting from the handling is expensive.
We are indebted to "The Foundry" for the engraving of a new
brass furnace devised by Mr. Robert Wagner of Schonau, near
Chemnitz, Germany. In this furnace the metal is melted in a
single large crucible and is afterward poured into smaller ones,
or ladles, for the moulds. This is a very compact arrange-
ment which saves a large amount of floor space and the labor
of withdrawing hot crucibles from the furnace tops is entirely
avoided as this furnace is easily tipped for pouring by end
man.
The cruciblp is held securely in a casing lined with firebrick
and is elevated to an angle of about 30 degrees with the verti-
cal by means of the chainhoist. quadrant and balance lever
shown. In this position it remains stationary. The crucible is
then tilted to any desired angle, for pouring into the smaller
crucibles, by means of a lever which is attached to one of the
trunnions arranged on each side. The crucible Illustrated has
a capacity of 600 lbs.
The furnace is operated with forced draught, the blast being
admitted by the pipe shown in the sectional view. This pipe is
10 ins. in diameter, and supplies two branch pipes which
enter the fireplace at opposite sides. In general use the blast
has a pressure equal to 6 or 7 ins. of water. No chimney
is necessary for the waste gases, these being passed off
through a hood and pipe shown in the sectional view. By
this method of construction all the heat generated below the
furnace must pass over the top of the crucible. When the 600
lbs. of metal have been charged and melted, a gate shuts off
the blast pipe. To keep the heat in the furnace a cover is placed
on the top as soon as the charging hopper is removed, when
the crucible is ready to be moved into the emptying position
by the hand wheel and hoisting arrangement previously re-
ferred to.
The small crucibles into which the metal is charged hold
about 100 lbs. each, and where extra hot metal is desired, they
are heated just previous to being used. After all the metal has
been emptied from the melting crucible some coke is supplied
to the fire, the furnace, is returned to its original position, the
hopper is replaced and charging begins for the next heat.
Mr. M'agner says that he takes from six to ten heats a day
from this furnace, thus melting from 3.600 lbs. to 6.000 lbs.
of metal per day. About 200 lbs. of coke are required for each
melting. The speed of melting is regulated by the amount of
air forced through the furnace. For instance, a charge of 600
lbs. can be melted in from 50 minutes up to two hours, accord-
ing to the air pressure. With one heat a day the fuel consump-
tion is equal to 36 per cent, of metal melted, while with ten
heats in a day of ten hours this is reduced to 20.25 per cent.,
thus showing quite a gain in fuel through constant operation
under a high pressure of blast.
The new express of the Northern Railway of France broke
the world's record for long distance performance October 27
The train was composed of the new Compound du Bosquei
locomotive and eight corridor carriages running on the Paris-
Calais express schedule. According to the New York "Herald."
European edition, of October 29. the distance of 185 miles was
covered in 184% minutes, allowing for one stop of 2^^ minutes
at Amiens, or a fraction over a mile a minute.
3B8 AMERICAN ENGINEER AND RAILROAD JOURNAL.
M. C. B. AND M. M. ASSOCIATIONS' COMMITTEES FOR
THE TEAR.
HIGH SPEED TRAINS IN THE UNITED STATES.
MASTER CAR BUILDERS' ASSOCIATION.
Standing Committees.
Arbitration— John MacKenzie, U. N. Barr, P. H. Peck, S. P.
Bush.
Supervision of Standards and Recommended Practices — A. M.
Waitt, G. L. Potter, Wm. Apps.
Triple Valve Tests— G. W. Rhodes, A. W. Gibbs, R. P. C.
Sanderson.
Prices in M. C. B. Rules— J N. Barr, C. A. Schroyer, J. H.
McConnell, W. E. Symons, T. B. Purves.
Tests of M. C. B. Couplers— W. W. Atterbury, W. P. Apple-
yard, F. A. Delano, W. S. Morris, H. Monkhouse.
Subjects and Committees for 1901.
Revision of Recommended Practice for 100,000 Pound Cars —
Charles Lindstrom, R. P. C. Sanderson, A. G. Steinbrenner.
Uniform Sections of Siding and Flooring — R. P. C. Sander-
son, W. P. Appleyard, J. S. Lentz.
Draft Gear— E. D. Bronner, G. F. Wilson, Mord Roberts, T.
A. Lawes, C. M. Mendenhall.
Side Bearings and Center Plates— B. Haskell, H. M. Pflager,
T. W. Demarest, J. W. Luttrell, W. H. Marshall.
Chemical Composition of Steel Axles— E. D. Nelson, F. A.
Delano, C. A. Schroyer.
Cast Iron Wheels— J. N. Barr. Wm. Garstang, D. F. Craw-
ford, J. J. Hennessey, Wm. Apps.
Index of Proceedings— F. A. Delano, D. F. Crawford, W. A.
Nettleton.
Air Brake Hose Specifications- Jas. Macbeth, H. F. Ball, R.
N. Durborow.
Subjects— Samuel Higgins, W. A. Nettleton, A, B. Mitchell.
Establishment of Library in connection with the American
Railway Master Mechanics' , association— J. T. Chamberlain.
MASTER MECHANICS' ASSOCIATION COMMITTEES.
Relative Merits of Cast Iron and Steel Tired Wheels— J. N,
Barr, A. M. Waitt, A. L. Humphrey, H. S. Hayward, John
Hickey.
Ton-Mile Statistics— H. J. Small, C. H. Quereau, W. H. Mar-
shall.
What is the Cost of Running High Speed Passenger Trains?—
G. L. Potter, F. A. Delano, George F. Wilson.
The Most Satisfactory Method of Handling. Cleaning and
Setting Boiler Tubes— W. H. V. Rosing, A. E. Miller, C. H.'
Doebler.
What is the Mosc Promising Direction in Which to Effect a
Reduction in Locomotive Coal Consumption?— A. E. Man-
chester. A. Forsyth, A. F. Stewart.
What Should be the Arrangement and Accessories of an Up-
to-date Roundhouse?— Robert Quayle, V. B. Lang. D. Van
Alstine.
Maximum Monthly Mileage Inat is Practicable and Advisable
to Make; How Best to Make it. Both in Passenger and Freight
Service— Geo. F. Wilson, Mord Roberts, T. H. Symington.
What is the Most Approved Method for Unloading Locomo-
tive Coal, Prior to Being Unloaded on the Tank?— William
Garstang, T. S. Lloyd, W. B. Symons.
Subjects— F. D. Casanave, S. M. Vauclain, A. J. Pitkin.
Advisability of this Associatii^n Joining the International As-
sociation for Testing Materials— S. M. Vauclain, H. S. Hayward,
T. W. Gentry.
Establishment of a Library in Connection With the Master
Car Builders' Association— A. M. Waitt.
Index of Proceedings— F. A. Delano, S. P. Bush, C. M. Men-
denhall.
While 562 persons in the United States were killed by light-
ning last year, only 239 passengers were killed in railway ac-
cidents. "As likely as being struck by lightning" should be
superseded by "as likely as being killed on the cars"; when
comparison with an improbability is desired.— The Railway
Age.
In reporting the progress realized in the construction of loco-
motives for high speed trains to the' International Railway
Congress, Mr. J. R. Slack, Assistant Superintendent Motive
Power of the Delaware & Hudson, presented an elaborate rec-
ord of fast trains in this country representing the performance
of regular trains on 22 railroads. The report is too compre-
hensive to permit of more than a brief notice, but it will be
found valuable to those who are seeking information of this
kind. It is published in full in the September number of the
Bulletin of the International Railway Congress for 1900. It
includes tables and diagrams of the locomotives.
The fastest of the trains classed as "light" is on the Philadel-
phia & Reading between Philadelphia and Jersey City, making
the 90.2 miles at 5S.2 miles per hour, including 7 stops. The
next best (ana best long distance) run is that of the New York
Central "Empire State Express," making 444.6 miles at 53.9
miles per hour with 4 stops. Deducting stops, the speed is 54.3
miles per hour. The Burlington stands next with a run of 206
miles at 53.3 miles per hour and 3 stops.
Under the division of heavy trains the Philadelphia & Read-
ing Atlantic City flyer is the fastest, its schedule being 66.6
miles per hour for 55.5 miles. The "Big Four" has a train
making 266 miles at 44 miles per hour with II stops, and this
is done with one engine. Another long engine run of 309.5
miles without change is reported on the Southern Pacific. Other
trains are mentioned and the progress in the past 10 years
briefly discussed. Mr. Slack sums up the progress in locomo-
tive construction in this time as follows:
1. The later engines are heavier and more powerful;
2. Boiler pressures have increased and design and construc-
tion of boilers improved;
3. The compound engine is being used to a greater extent;
4. The area of heating surface in proportion to cylinder
volume has been increased;
5. The capacity of tenders, both for coal and water, has in-
creased;
6. The tendency is to use longer piston strokes;
7. The use of piston valves is increasing.
8. Higher piston speeds are used.
A cost of $4.32 for driving all of the rivets, 253 in number,
in a standard locomotive flrebox of the Baltimore & Ohio
Southwestern Railroad is a noteworthy and remarkable re-
sult. This work was recently accomplished in nine hours at
a cost of 48 cents per hour, with a long-stroke pneumatic riv-
eter made by the Chicago Pneumatic Tool Company. The same
work formerly required 15 hours of hand labor, at 73 cents per
hour, giving a total cost of $10.95 for hand work. If done by
hand snapping, it required 12 hours and cost $7.56, at 63 cents
per hour. Pneumatic tools in this case, therefore, saved $6.63
over hand riveting and $3.24 over hand snapping, the figures
referring to labor charges only. This is not its only saving,
because the greater rapidity of the work results in less delay
in the boiler shop, and consequently increases the capacity
of the shop. Because of the fact that the boiler shop is often
the slowest part of locomotive plants, and also because of large
amount of space required for boilers, the question of time in
the boiler shop is exceedingly important.
Our attention has been called by Mr. Geo. H. Daniels to the
fact that two tickets were recently purchased at the New York
Central ticket office in Rochester for Kobe, Japan, a distance
of 8,833 miles. The trip requires but three changes, one ai
Chicago, one at San Francisco and one at Yokohama. The
trip will occupy but 27 days. A short time before, the same
office sold a ticket for Chrjst Church, New Zealand, a distance
of 13,000 miles,
NoYEMBER 1900. AMERICAN ENG INKER AND RAILROAD JOURNAL 3S9
CHICAGO PNEUMATIC TOOL COMPANY'S EXHIBIT.
Palis Exposition.
This company had three separate exliibits in Paris, one at
the main exposition in the Palace of Electricity and Machin-
ery at the ("hamps de Mars, and another interior exhibit at
cent conventions of mechanical technical associations In this
country, hut were made much more complete because Of their
educational value amouK Europeans, The open-air exhibit at
Vincennes contained much of the same machinery, but it was
shown in actual service. The second engraving illustrates a
full size section of a steel ship, with the keel, frames, plating
Fig. 1. -Exhibit of the Chicago Pneumatic Tool Companv at Vincennes, Paris Exposition.
Fig. 2.— Full Size Section of a Steel Ship, Illustrating Use of Pneumatic Tools.
Exhibit of Chicago Pneumatic Tool Company, Paris Exposition.
Vincennes, shown in Fig. 1, and a third in the open air at
Vincennes, a view of which is given in Fig. 2.
All three were very elaborate and complete, and where pos-
sible the devices were shown in operation, special attention
being given throughout to illustrate the machines in connec-
tion with their direct application to practical work.
The two interior exhibits in general resembled those at re-
and decks, by aid of which the utility of pneumatic tools in
ship building was demonstrated in an impressive way. This
plant was operated only during certain specified hours and it
developed remarkable interest and large attendance.
In this work the fact of the applicability of one pneumatic
tool to various operations was made clear, the long stroke
riveter being employed in plate, deck and frame riveting, in
360 AMERICAN ENGINEER AND RAILROAD JOURNAL.
ship construction, and also in general work in connection
witli yoke frames. Tlie rivets were lieated in portable oil
rivet heating furnaces, each having a capacity of 500 rivets
per hour. This exterior exhibit included air compressors,
cranes, plate scaling machines, drills, foundry rammers, hoists,
jacks and in fact the entire catalogue of pneumatic devices
for work on metal and wood, the chief features being the ham-
mers, drills and riveters. Air was supplied by an independent
compressor at each exhibit, and the large outside work also
received a supply from the compressor of the exhibit of the
Ingersoll-Sergeant Drill Company.
The deck and shell riveter illustrated in Fig. 3 at-
■ tracted a great deal of attention, as probably one of the most
important of recent improvements in ship building methods.
A glance at the engravings makes the construction clear and
shows the convenience of the device. A long stroke riveter
is so mounted in the end of a U-section beam that it may be
tu'.ncd in any direction to reach a rivet. By means of an
Fig. 3.-Deck Riveter.
adjustable block, the beam is clamped at the middle of its
length and the end of the beam opposite the riveter has a
support in the form of a rod with a number of grooves whereby
an adjustable support of this end may be had by means of
a latch. This device renders it easy to reach a large number
of rivets with one setting of the central support. The cost
is from one-half to one-third of that of hand work. It is
done: by ordinary labor and renders ship builders independent
of riveters' unions.
Other manufacturers of pneumatic tools were also well rep-
resented at the Paris Exposition, notably the Q. & C. Com-
pany, the Standard Pneumatic Tool Company and others, those
mentioned having been in competition for the official awards.
The Chicago Pneumatic Tool Company received from the Inter-
national Jury of .\wards a gold medal, and a second gold medal
was awarded to Mr. Boyer as collaborator and inventor of the
tools, giving the two gold medals to this company, these
being the highest awards and only gold medals awarded in this
class. A silver medal was awarded to the Q. & C. Company
and one of bronze to the Standard Pneumatic Tool Company,
the other concerns, which are not as well known, not being
in competition.
A combined slotter and planer, the largest in the world, with
a stroke of 22 ft. and a slot of the same size, is included in
the equipment of the main machine shop of the Newport News
Shipbuilding and Dry Dock Company, at Newport News, Va.
It is driven by a 50 horse-power individual electric motor.
CONTRACTION OF AREA.
As far as contraction of area as a measure of quality is con-
cerned, it is more and more recognized that its value has been
very much overrated. At best it is only an indication of the
local condition of the metal at the point of contraction, and
the best proof of its unreliability is the fact that Woehler, who
is the father of contraction of area as a measure of quality, has
abandoned it himself. Professor Martens, on giving official
instructions as to tensile testing to all those doing any testing
of railroad and other material, makes the following remarks
about contraction of area: "Years of experience and very ex-
tended investigations have taught that contraction of area is
an unreliable measure of quality; more so than elongation,
and after some resistance on the part of the originator it was
abandoned by him and the most of those who had used it."
If the originator of contraction himself abandons it as er-
roneous, then we can leave arguing about its value with those
who cannot get out of old, time-worn ruts and superstitions.—
P. Kreuzpointner, in "Sparks From The Crescent Anvil."
The Schnectady Locomotive Works have about completed
a new power house. It is 184x77 ft., built of brick and has
two chimneys 200 ft. high.
Ten boilers of 300 horse-power each, and one 50 h.-p. engine,
will fiirnish power for the various shops.
Track scales are becoming more important with the general
introduction of systems of tonnage rating. It is necessary to
keep them in good condition and to test them often. At the re-
cent convention of the Superintendents of Bridges and Build-
ings a strong argument for better scales was offered. The
deck or flush scale is in most general use, but from the experi-
ence of the New York. New Haven & Hartford it appears that
suspended scales with a housing may be expected to last at
least twice as long as the usual construction and at the same
time to be more accurate. The housed scales cost more to
install and they require more room, but it was thought that
their advantages were not generally appreciated or they would
be more generally used. The suspended scale does not freeze,
its bearings are kept cleaner and offer less friction, and if
properly housed there is no deterioration from rust. The com-
mittee suggested the importance of using tesi cars instead of
test weights, because of greater accuracy in testing when
heavy loads are used. A scale which will, weigh a light load
correctly will not necessarily be equally accurate with heavy
loads. The committee recommended the practice of private
firms who test tneir scales every week.
Compressed air traction seems to be making consiaeraole
headway in New York, and after the long experimental work,
28 cars having Hardie motors have been ordered for use on
28th and 29th Streets. We have recorded in our columns the
earlier results of the Hardie cars on the 125th Street line,
where they had a satisfactory trial for a year. The cars were
afterward tak«n to Chicago for "owl" service at night after
the cable was stopped. They were purchased for that purpose
and have now been running 16 months. In New York the
28th and 29th Street lines are to be rebuilt for the air cars,
and it is stated that the Metropolitan Street Railway Company
will order 100 more cars similar to the 28 already mentioned
when the first order has been completed. The recent con-
solidation of the American Air Power Company with the
Compressed Air Company of New York places this work all
in the hands of a single concern, the Compressed Air Company,
and more active progress in air traction matters may be ex-
pected. The extent of the order from the Metropolitan Street
Railway Company seems to indicate a satisfactory outlook
for this branch of engineering.
NovhMBKM.iiio . AMERICAN ENG i NEE R AND RAILROAD JOU RNAL. 36l
ENCLOSED MOTORS— THE TRIUMPH ELECTRIC
COMPANY.
Rleotrie motors are so gfiiicrally pmployed for power distrib-
nlion in large shops that it is natural to look to see the type
whiih li.;s licfii adopted when reading of new or rebuilt manu-
facturing plants and shops. Among the types whieli may be
ac-repled as satisfactory are those of Itie Tiiumph Electric
Enclosed Motors— Triumpn Electric ompany.
Company, Cincinnati, Ohio. This is one of the concerns whose
estimates may be considered as guaranteeing good practice
based upon sound engineering, extensive experience and reli-
able workmanship.
This company has recently added a number of improvements
to their slow and moderate speed generators and motors. They
are designed with special reference to high efficiency with re-
gard to the magnetic circuits, the avoiding of sparking and
heating, also the greatest care is observed in construction, not
only in the insulation and winding, but in th« machine work.
All parts are made to gauges and replacements may be easily
made. The enclosed motors embody all of the special features
of the other Triumph machines. The poles are laminated, the
armature iron clad, the brushes are of carbon and the bearings
self lubricating. The engravings illustrate their appearance
when op'en and when closed. This type was designed for use
in dusty or dirty places, or where there is special danger of dust
explosions. The motors may be placed on the floor, wall or
ceiling; when placed on the floor a belt tightener is provided in
the form of a wooden base. The doors may be wholly or par-
tially enclosed. The covers may be perforated and the holes
covered with wire gauze, as Is done in the motor illustrated.
This design is remarkably neat and attractive, yet the construc-
tion is such as to insure ample strength. This company makes
direct-connected and belted generators, belted motors and mo-
tors for elevators and direct-driven machinery.
THE BAUROTH GAS ENGINE.
Gas engines, while differing widely in theory of action and
constniction, have one common feature, that of obtaining
power from the heat of the working fluid without the use of a
furnace or boiler, and the many advantages of these internal
combustion engines have led to their use on the larger rail-
roads of this country, in place of steam plants, in pumping
stations and are found to save annually at least 25 per cent, in
cost of fuel, besides a saving in attendance.
W. F. Bauroth & Bro.. of Springfield, Ohio, are manufactur-
ing a gas engine on tht four-cycle principle which is designed
for the greatest amount of hard service and with the fewest
number of parts and is well adapted for railroad work. The
bed has large bearings, while the crank-shaft and connecting
rod are made of the best open-hearth steel forgings. The
igniter is thoroughly positive and very simple. The time of
ignition may be changed to accord with the speed, so that in
starting there is no danger of having the explosions occur
prematurely and consequently cause "back firing." The gover-
nor is of the pendulum type and is connected direct to the gag
valve, and regulatea the supply so that a full charge or none
at all will be taken into the cylinder in projwrtion to the work
being done. It is very simple and sensitive and maintains the
engine at a uniform speed. Tne speed may be changed while
the engine is in operation. There are but two principle valves
namely, the inlet valve and the exhaust valve, and these valveg
are of the well-known poppet type, which has always given
perfect satisfaction. The pressure on the
exhaust valve, ^ue to ^he compression
firing the charge, is relieved by the auxll-
''""■y exhaust port to such an extent that
f^ extensive and complicated mechanism for
lifting the exhaust valve under pressure i.s
'lone away with. By the introduction of
:in auxiliary exhaust port, the products of
combustion are largely permitted to pass
out of the cylinder without forming a
crust about the exhaust valve and upon
Its seat. The seat is thus kept perfectly
clean and bright, and consequently there
is no necessity for frequent regrinding.
The gas valve and gasoline pump are in
line with the inlet valve, so that a perfect
mixture is always assured. Either gasoline or gas may be
used and the engine may be changed from one to the other
while in operation.
STEEL BAR VISE.
Manufactured by Merrill Bros., Brooklyn, N. Y.
From the wide experience of the Merrill Bros, in the manu-
facture of vises for use in railroad shops, that will stand the
wear and tear of hard work, the steel-bar vise shown in the
engraving is the outcome.
The jaws being extra heavy, cannot be broken with a hand
hammer, making it an excellent chipping vise. They are faced
with carefully tempered tool-.-^teel pieces, which can be easily
replaced should they become worn or injured. The wrought
Steel Par Vice-Merrill Brothers.
bar is machined perfectly square and parallel and is well
fitted into the pocket in the back jaw.
It will be noticed that the plain part of the screw extends
well into the back jaw, which enables the vise to be opened
far enough for ordinary use before the thread is exposed The
screw is large in diameter, with a strong, square thread well
fitted into the back jaw. the threaded part (or nut I being a^
long as the jaws are wide. "
The vise swivels on a large washer and can be turned to
any position and securely held there bv the bottom screw
For straightening rods, etc.. the anvil at the back will be
found very useful.
362
AMERICAN ENGINEER AND RAILROAD JOURNAL.
BOOKS AND PAMPHLETS.
A Hand-Book of the Electro-Magnetic Telegraph. By A. E.
Loring, a Practical Telegrapher. Fourth edition, revised.
Published In "Van Nostrand's Science Series, by D. Van
Nostrand Company, New York, 1900. Price, 50 cents.
The principles of the electro-magnetic telegraph have been
presented in this little book in a very clear and concise man-
ner for the use of practical operators and students of teleg-
raphy. While the work does not go deeply into the subjects
treated, it will nevertheless be found a great help to those who
wish to take up higher and more complete works on electricity
and telegraphy. The chapters on electricity and magnetism,
the Morse telegraph, the duplex and quadruplex methods of
telegraphy, practical telegraphy and the construction of lines,
show the general character of the subjects treated. The book
also contains a helpful appendix of suggestions and exercises
for learners.
Engineering Studies. Part II. Roman Stone Arches. By
Charles Evans Fowler, M. Am. Soc. C. E. New York: The
Engineering News Publishing Co., 1900.
This pamphlet of 16 pages contains excellent photographs of
famous bridges built so long ago as to cause surprise and won-
der at the engineering and scientific knowledge which their
designers and builders must have possessed. They are pre-
sented as studies in engineering, the author giving a few
brief paragraphs of information and comment upon each struc-
ture. The subjects are: Old Roman aqueducts, bridge of
Saint Angelo, bridge of Augustus at Rimini, bridge of Alcan-
tara, the bridge of the Rialto, the Pont du Gard at Nimes, the
bridge of the Trinity, Florence, and the Canal Regio bridge at
Venice. The author expresses appreciation of the skill of the
builders and directs special attention to the beauty and art
in these works. The pamphlet is well printed and shows good
taste in every way. The reader who has not seen a collection
of good photographs of these magnificent structures will spend
a long time profitably in studying them. Probably the deepest
impression received will be the wisdom of permanence in en-
gineering construction and with this the desirability of com-
bining art and beauty with strength and durability in struc-
tures which are intended to last.
Mechanics Applied to Engineering. By John Goodman, Profes-
sor of Engineering in the Yorkshire College, Leeds. Pub-
lished by Longmans, Green & Company, 39 Paternoster Row,
London, 1S99; 605 pages; illustrated.
This book is altogether one of the best works on applied me-
chanics for the use of those engineers and students who have
a good understanding of the theory of mechanics and elemen-
tary mathematics, but little or no knowledge of the elements
of calculus, that we have seen. The author has stated in a
systematic and as concise a form as possible the principles In-
volved in applying such knowledge to engineering problems.
The first three chapters are devoted to definitions, formulae
and explanatory matter, which is very essential to a good un-
derstanding of the subject. A work of this kind, in one volume,
must of necessity be brief in its treatment, but in some in-
stances the explanations are unduly short, and unless the book
Is used in connection with other reference books on the various
subjects treated, the student is apt to be led into trouble in at-
tempting like problems by what may seem to him correct meth-
ods. The chapter on mechanics is very short, but with these
exceptions the author has shown careful consideration of his
subjects as to the space given them. The book is well illus-
trated with 620 engravings, and many helpful notes are con-
tained in a carefully arranged appendix. The use of calculus
has been avoided as far as possible, and appears only in the
chapters on Mensuration and Moments, where it is used very
sparingly, and is supplemented by an elementary treatment of
the operations of differentiating and integrating in the appen-
dix, which will serve to show that a knowledge of calculus
suflleient to solve practically all the problems a person is likely
to come across can. be acquired in less time than is spent in
dodging it by round-about methods. The book will also prove
useful to those preparing for examinations to the Science and
Art departments and the City Guild's technical examinations,
for which it was mainly designed.
"Engine Tests, Embracing the Results of Over One Hundred
Feed Water Tests and Other Investigations on Various Kinds
of Steam Engines. Conducted by the Author." By Geo. H.
Barrus. Pages, 349; illustrated. Published by D. Van Nos-
trand Company, New York, 1900. Price, $4.
Those who have the book "Boiler Tests" by the same author
will at once understand the purpose of the present work with
the explanation that it follows the same general lines as the
earlier one. Mr. Barrus has collected a very large number of
engine tests made by himself under working conditions, and
while it was impossible to always secure the refinements of
laboratory tests, the fact that these were all made in commer-
cial practice makes up for such deficiencies. The book is more
than a mere record of figures; it also presents the author's
comments and comparisons. It appears to be of special service
to engineers in designing new power plants or reconstructing
old ones, because it shows within rather wide limits what de-
signs and what practice should be used and what avoided in
order to secure the best results. Part I is devoted chiefly to
explanations of the methods of making the tests and the man-
ner of working up the results. It has chapters on indicating,
measurement of feed water, leakage tests and calibration of
instruments. Part II presents tables of tests of simple, com-
pound and triple expansion engines, feed water tests and a
review of the feed water tests with concluding chapters on
valve setting and steam pipe diagrams. The latter are curious
and they do not seem to follow any rule or indicate a law.
The author's comments upon the effects of pressure, speed,
condensing and superheating upon economy are specially in-
teresting, and these, together with his opinions of the relative
economy of the different types of engines, constitute the most
valuable part of the work. In the comparisons it is made clear
that the author has in all cases given due weight to the
differences in the conditions which influence his opinions, and
this is most important in comparisons of this character. Not
the least valuable characteristic of the work is the absence
of all indications of favoritism toward any particular type or
condition of operation. We are glad to have it as a reference
book; It is not disappointing in any particular. The simplicity
of its style is commendable and we should say that steam
users and prospective engine purchasers, as well as engineers,
will find it exceedingly useful.
li:
POOR'S MANUAL FOR 1900.
Poor's Manual for 1900 has been received and it is of unusual
interest this year. The length of railroads completed on De-
cember 31, 1899, is stated to be 190,833.41 miles, traffic statistics
and earnings being given for 184,178 miles. During the year
1899, 3,981.36 miles were built. The introduction opens with
a general exhibit for the fiscal year 1899, including comparative
figures for a number of years. Previous volumes of this col-
lossal work have included valuable discussions of statistical
subjects, but we have not seen anywhere such a comprehen-
sive review of the progress of railroads as the editor presents
in this introduction in the form of an S9-page chapter, entitled
"A Study in Railway Statistics." It follows the tables with
which the record is brought up to date. This is a review of
the statistics of development and finances of the railroads
of the United States, with special reference to the period from
1880 to 1899. This review is particularly appropriate at the
approaching end of the century in view of the wonderful
development of the resources of this country. Brief notes
will serve to indicate the character of this masterly review.
In 1826 steam was first applied on the Stockton & Darlington
Railway. In 1840 there was in New England a well-defined
system of railroads. A number of tables give the location
and mileage of all the roads in operation in various sections
of the country at that time. The recognition of the superiority
of rail over highway transportation immediately resulted in
a large number of schemes which were fostered under our
peculiar political organization, but up to 1848 progress in con-
struction was slow, although it absorbed all of the floating
capital of the country. The discovery of gold in California
led to the first great movement in railroad construction and
its effect upon industry and commerce was prodigious. It
was without precedent in history. Up to 1848, 5,996 miles had
been completed, and in 1860 it had reached 30.635 miles, an
increase of 400 per cent. Lake Erie was next reached and
NoxKMBtR. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 363
lines pushed on to Chicago in 1853. In 1847 the Pennsylvania
Railroad began, and was opened In 1854. Tables give the ter-
minal point.s and lengths of the first road built in each State,
and the date of opening. During the civil war, mileage fell
off considerably. The resumption of specie payment In 1879
gave an impulse to railroad construction never before experi-
enced anywhere in the world. Mileage increased from 93,262
In 1880 to 166,654 in 1890, an increase of 80 per cent. The
Union Pacific was completed in 1869, which was also the date
of the beginning of construction of the Northern Pacific and
the opening of an Important period. Railroad construction has
proceeded in great waves and in recurring periods it became
the absorbing passion of the people. There are discussed by
the editor also the subjects of consolidations, systems, for-
mation of trunk lines, capitalization and linance. One needs
to study this discussion in order to appreciate the influence
of our railroads; we can give but a fragmentary review of
such a work.
The most important new feature introduced into the Manual
In recent years is one first presented in this year's edition and
is entitled a "Ready Reference Bond List," and covers 86
pages of the Manual— from 1296 to 1381, inclusive. Its distinct-
ive features are, (1) showing amount of annual charge on each
Issue; (2) arrangement of dates of interest payments, which in
addition to giving for each separate road the usual data, en-
ables a bond clerk to run down any column, say that headed
"JJ," and ascertain at once all railroad coupons that fall due
on the first of January or July; (3) "Property Covered," giv-
ing the terminal points and mileage of the lines covered by
each separate mortgage, together with the average amount
(in dollars) of bonds outstanding per mile of railroad, and (4)
the names and addresses of the Trustees for each mortgage.
The Manual for 1900 covers 1954 pages, of which 987 pages
are devoted to the presentation of the statements of 2,026 steam
railroad companies; 209 pages are devoted to the statements
of 1,132 street railroads and traction companies; 84 pages are
devoted to the statements of 166 leading Industrial Corpora-
tions, and 132 pages are taken up with the Department of
State, City and County Debts, covering the affairs of 367 cor-
porations.
Interstate Commerce Commission. — The proceedings of the
twelfth annual convention of Railroad Commissioners, held at
the Pfister Hotel, Milwaukee, Wis., May 28 and 29, 1900. Bound
in clotH.
Data for Designing Bridges. — Messrs. Waddell & Hedrick,
Kansas City, Mo., have issued a little pamphlet which puts in
convenient form the data required to make the best and most
economical design for railway bridges and trestles. It will be
found useful to railroad men who have occasion to make con-
tracts for such structures. After each question are blank lines
for convenience in filling in the desired information. Copies of
this pamphlet can be obtained by addressing the office of that
firm.
Souvenir of the Victoria Bridge.— The Grand Trunk Railway
has prepared a handsome and appropriate souvenir of the Vic-
toria Jubilee Bridge across the St. Lawrence River at Montreal
which was opened for traffic December 13, 1898. The new struc-
ture was found necessary to take the place of the famous old
Victoria Tubular Bridge, which was put into service in 1859, and
with the new structure the capacity for traffic of the Grand
Trunk at this point is enormously increased. It is interesting
to note that the old bridge was 16 ft. wide and 16 ft. high, with
but a single track. The new one is 66 ft. wide and from 40 to
60 ft. high. It has double track, roadways and footways and
cost but $2,000,000, as against $7,000,000 for the original struc-
ture. The souvenir is handsomely illustrated, well printed and
bound in hinged aluminum covers. It is a fitting record of this
interesting structure. We presume it was prepared under the
direction of Mr. W. B. Davis, Passenger Traffic Manager of the
road, to whom we are indebted for a copy.
of ball and roller bearinKS for all kinds of machine construc-
tion, shafting and vehicles. This book illustrates In addition
to their ball thrust collar bearings, hub patent thrust collar
bearings, grooved ball end thrust bearings, thrust collar roller
bearings and grooved ball shaft bearings, their large variety
of ball bearings for light and heavy vehicles, swivel axles and
bearings for automobiles. It also contains tables of sizes and
maximum loads for each style of bearing, together with a list
of prices. This catalogue can be had by addressing the main
office of this company at Watson Street, Boston, Mass.
The life of crucibles used tor melting brass Is usually short.
The service Is severe and only the best of them will last more
than a comparatively short time. Our attention has been at-
tracted to the fact that a graphite crucible was recently used
at the foundry of the Magnus Metal Company for 34 heats,
when it became too thin for further use, but up to that number
of heats it had not cracked. Another example of long use oc-
curred recently at the works of Pattin Brothers & Co., Marietta,
Ohio, where a crucible went through 42 heats. These were
Dixon graphite crucibles made by the Dixon Crucible Company,
Jersey City, N. J. Mr. George Couter, foreman of the brass
foundry of the Kansas City, Pittsburg & Gulf Railroad, de-
scribes a still better experience. He says; "I have a Dixon
crucible from which I have taken 45 heats of phosphor bronze.
It is a No. 50 crucible and the furnace has natural draft. In
the last heat I melted 140 lbs. There are no cracks in it. I am
afraid to use it again on account of its being thin."
Mathematical and Surveying Instruments. — Keuffel & Esser
Co., New York, has just issued their new catalogue of drawing
materials, mathematical and surveying instruments. This new-
edition is considerably enlarged. The descriptive matter has
been elaborated and made more complete, many cuts have been
added and others replaced by better ones. Of the several addi-
tions to this book we notice a greatly improved assortment of
slide rules, new planlmeters and pantographs, which are now
listed in a heretofore unattempted manner. Fine narrow steel
tapes are shown in an increased variety, with the reels listed
separately to allow of greater latitude in selecting. Current
meters, hook gauges, tide gauges, aneroids, barographs, ther-
mographs and hygrographs have been added, and of sextants
and octants there is a new list. The assortment of drawing
instruments, scales, drawing tables, etc., has been considerably
enlarged and profile and cross-section rulings on cloth have
been added, thus making this catalogue of mathematical and
surveying instruments one of the most complete that we have
seen.
Ball Bearings.— The Ball Bearing Company, of Boston, Mass.,
have just sent a new issue of their twentieth century catalogue
Pan-American Exposition.— Up to the present time the de-
scriptive matter bearing directly on the Pan-American Expo-
sition has been confined to certain features of the Exposition,
as they have been developed. The booklet which has just been
issued by the Bureau of Publicity of the Pan-American Expo-
sition gives a very comprehensive idea of the character of the
Exposition, which Is to celebrate the achievements of civiliza-
tion in the past 100 years of development in this hemisphere.
The 20 or more structures which will surround 33 acres of court
settings will be for the exhibits brought together from all parts
of the Western Hemisphere and from the island possessions of
the United States. The exhibits of other countries will, of
course, not be included, as the Exhibition is for all Americas,
as the prefix Pan means. The total cost of the Exposition, ex-
clusive of exhibits, is now estimated at $10,000,000. Of this
amount about $3,000,000 will be expended upon the Midway.
The sum for the Midway is more than the total cost of some
very pretentious expositions, so that by comparison one may
gain a very fair idea of the work which Buffalo is carrying
rapidly to completion. A beautiful landscape comprising 350
acres, half a mile wide and a mile and a quarter long, is de-
voted to this wonderful enterprise. The gates of the Exposition
will be opened from May 1 to November 1. 1901. and Buffalo, a
very delightful city of nearly 400.000 population, with its near-
ness to Niagara Falls, where unlimited electric power may be
had for decorative purposes, will attract millions of people next
year and outshine all former undertakings of this nature.
364 AMERICAN ENGINEER AND RAILROAD JOURNAL.
The Joseph Dixon Crucible Company, Jersey City, N. J., have
issued a folder concerning the remarkable durability of their
silica graphite paint. A photograph is shown of the Pai-k
Street bridge of the Cleveland, Cincinnati, Chicago & St. Louis
Railway at Cincinnati, Ohio, the girders of which are exposed
to the fumes and smoke of 500 locomotives every day. It was
painted with Dixon's silica-graphite paint five years ago and
the action of the fumes have been successfully resisted for this
long period. The folder also contains a statement from Mr.
J. Y. Hill, Roadmaster of the Southern Railway, made before
the Association of Railway Superintendents of Bridges and
Buildings, expressing satisfaction with the covering qualities
and appearance of this paint. The company invites correspond-
ence with reference to time records in all climates.
EftUIPMENT AND MANUFACTURING NOTES.
Berry Brothers, of Detroit, believed to be the largest manu-
facturers of varnish in the world, have decided to enter the
railroad field and develop that branch of their business syste-
matically.
The Standard Steel Platform is now in use on one hundred
railroads throughout the United States, Canada and Mexico,
which shows a very steady and remarkable growth in popu-
larity since its first introduction to the railroads in 1897.
The Rand Drill Co. has removed its main office from 100
Broadway, New York, to the fifteenth floor of the new build-
ing just erected by the American Exchange National Bank, at
128 Broadway, corner of Cedar Street, to which place all future
correspondence should be addressed. In its new oflice, the
company will occupy the entire floor, in conjunction with its
allied interests, the Pneumatic Engineering Co., the Rendrock
Powder Co. and the Davis Calyx Drill Co.
Pneumatic hammers are gaining ground rapidly in their ap-
plication to riveting. The Riter-Conley Manufacturing Com-
pany are using the long-stroke 13/16 by 9-in. riveting hammer
of the Chicago Pneumatic Tool Company at the Laughlin Fur-
nace, Pittsburg, with effective results in very difficult service.
They rivet three 1-inch plates with li/4-inch rivets, and with
hand work the ratio of loose rivets was 4 in 12, while the pneu-
matic riveter drives them four times as fast and with a ratio
of one loose one in 18, a remarkable performance under the
circumstances.
Mr. E. H. Talbot, formerly Editor and Proprietor of the
"Railway Age," has established a bureau in Mexico for the
benefit of American interests. The business is conducted under
the firm name of Talbot & McCauley. It includes a permanent
exhibition of American products, salesroom and information
bureau. Mexican investments and business interests, govern-
ment concessions and contracts will be negotiated. Mr. Tal-
bot's wide acquaintance in both countries should make this a
profitable and successful undertaking. The offices and per-
manent exhibition rooms are in the Centro Mercantil Building,
City of Mexico, facing the National Palace.
At the national convention of Railroad Commissioners held
at Milwaukee some very interesting reports from the various
committees that had been appointed the year previous were
presented and adopted. Among them were papers on "Classifi-
cation and Construction Expenses of Steam Railroads," "De-
lays Attendant Upon Enforcing Orders of Railroad Commis-
sioners," "Legislation," "Uniform Classification" and a very
important report on "Safety Appliances." In this paper some
excellent recommendations were made which were adopted by
the convention. The question of car lighting was dealt with
in a report as follows: "The Pintsch gas light system is another
improvement rapidly coming into general use. Its great ad-
vantages are most highly appreciated by the public, and its
adoption, wherever practicable, should be retiuired."
The award to the Triumph Electric Co., manufacturers of
electric light and power machinery, Cincinnati, Ohio, of a
medal at the Paris Exposition for their well-known machines,
came as a complete surprise to them, for they were not direct
exhibitors at the Exposition. Their machines on exhibition
there were loaned to the Fay & Egan Co., the Ferracute Ma-
chine Co. and the R. K. Le Blond Co. for operating their ex-
hibits. The Triumph Electric Co. were not competing for a
medal, not being direct exhibitors, and of cours'e they nat-
urally feel highly complimented that the machines attracted
so much attention.
The preservation of wood from rotting and decay has occu-
pied the attention of engineers for many years. A number of
well-known processes have been developed and used long
enough to show the possibilities in this direction, but the
cost of their application has always been a serious obstacle.
Our attention has been drawn to what is known as Royal Wood
Preserving Oil, a preservative for which excellent results are
reported and one which is applied externally with a brush, the
consistency and specific gravity of the liquid being such that
it rapidly permeates the fiber. This preserver, while not clos-
ing up the pores of the wood, appears to act in such a way as
to exclude air and moisture. It also has antiseptic properties,
whereby the albuminous parts of the wood are coagulated and
the germs of decay and fungus growth are destroyed. It is
stated that wood treated with this preserver is also protected
from the toredo worm. The effect of the preservative upon
the wood itself is to give it increased resistance against wear
and tear, warping and shrinking. Its covering properties are
as follows; One gallon will cover 300 sq. ft. of dressed lumber,
250 sq. ft. of rough lumber, 100 sq. ft. of shingle roof and a sec-
ond coat if necessary requires but one-fourth of these quanti-
ties. It seems to be specially well adapted to stock, refrigerator
and flat cars; railroad ties and trestles, bridge timbers and
piling, telegraph poles and cross arms; boats, barges and
wharves; tanks, windmill towers and derricks and for all pur-
poses requiring the use of wood below ground, or in other lo-
cations having poor ventilation. The material is manufactured
and sold by the Royal "Wood Preserver Company, 5 South
Levee, St. Louis, Mo.
Early in October the writer thoroughly enjoyed the view
along the Susquehanna from the observation platform of the
"Black Diamond Expr^s" of the Lehigh Valley Railroad, and
those who have not taken this trip across Pennsylvania on this
train are advised to do so. This is one of the trains which gives
this country its reputation for comfort, elegance and luxury
in traveling and the scenery justifies all that has been said of
it. There is scarcely an uninteresting mile between Buffalo
and the New Jersey flats. The passenger department, under
the direction oi Mr. Charles S. Lee, General Passenger Agent, has
devised a tasteful and artistic brochure, entitled the Lehigh
Valley Railroad as Seen from the Train. Copies are handed to
passengers and brief paragraphs of information about the coun-
try and places passed contribute to the interest of the trip.
There are few things left to be desired in traveling on the best
of American railroads, and even the chronic grumbler is prac-
tically disarmed. To this result the passenger departments
have contributed a most important part. They have been
largely instrumental in brin-ging about the present high stand-
ard of passenger-train equipment and the development, to a
principle, of punctuality, believing that the effect of these fac-
tors is to increase patronage by producing satisfactory service
and satisfied travelers.
The Rock Island arsenal is to have one of the finest machine
shops in the country when the proposed extensions are com-
pleted. Specifications and proposal blanks have just been is-
sued for the largest number of machine tools ever purchased
at one time in this country. The list embodies 531 items and
almost all items include a number of tools. Some of the va-
rious machines called for are 218 lathes, almost all of which are
to be provided with chucks and various attachments. There
are 325 milling machines called for, one item alone calling for
240 machines. A lot of 60 drill presses of various sizes includes
an item for 23 three-spindle drills; another for 15 two-spindle
presses, and one is for 12 single-spindle machines. The largest
single lot called for takes in 83 two-spindle machines, with a
working surface of 12 by 15 ins. Of presses there will be 22,
this number including almost every type of metal press built.
The item of drop hammers alone will run over $50,000, as there
are 63 of them called for. They range from 100-pound to 1,500-
pound sizes. A great many other items are called for, includ-
ing machines and machinist tools.
b,6EMBEB, 1900. AMERICAN ENGINEER AND RAIJ^ROAD JOURNAL 303
--AMERICAN-.
Engineer
RAILROAD "journal
DECEMBER, 1900.
CTOIsTTEN" r3.
iLHiaTRAlKD AhTU LKS : I'liKe
Another luiprovomciit in 8ta\-
bolta *i,5
(!oal Cars of 80,000 Pounds Capac-
ity, C, li. & «. u. li -m
A Study in Loeoiuotivc Fire-
boxes, by F. F. Gaines :i7l
PassenKCr Locomotive w i t li
Wide Firebox, H . C. R. & X.
U. U :!7o
Pulverized Fuel 378
Twelve-Wheel Two-Cylinder
Compounds, C. & E, I. K. K. 38,-;
Portable Steam Heating Plants,
C. &N.W.Ky 383
Two-Cylinder Compound Consol-
idation Locomotive 389
Gauge for jx9 Journal Box 390
Round vs. Rectangular " Hound-
houses " 390
Schlenker Bolt-Cutter .391
Chambers' Compensating Throt-
tle Valves 391
Lunkenheimer "99 Model' In-
.itetor 392
Mandrel for Facing Piston Rings .392
U. & W. Piston Air Drill 393
Mletz & Weiss Kerosene Engine. 393
Page.
AKTiai.Ks Vor Ili.umtuatkd :
Whet Motive Power Officers
Consider Important 367
Promi.sing Improvements in
Draft Gears 371
The Confusion of Types 374
Fast Ituiis on the Lehigh Valley. 380
Air Brake, Hose Specifications,
Belgian and French Railroads 381
Tight Train Pipes and Uniform
Piston Travel 384
Locomolivc Boiler Kxplosion 384
Hand vs. Pneumatic Riveting. .. 386
Decapods and ('ompounds 387
A.iax Plastic Bronze 387
Effects of a Collision on VVesting-
house Friction Draft Gear.... 388
American Society of Mechanical
Engineers 391
Editorials:
Awar.ling Prizes to Shop Men. . . 382
Appearances in Locomotive De-
sign 382
The Staybolt 1 'roblcn 382
Corrosion of Steel Cars 383
Depth of Wide Fireboxes. 383
ANOTHER IMPROVEMENT IN STAYBOLTS.
Mr. J. B. Barnes, Superintendent of Motive Power of the
Wabash Railroad, has for a long time been at work upon the
development of a staybolt to meet the difficulties found in
locomotive boiler practice, which do not appear to have
been overcome by any attempts thus far made In the im-
provement of material or in slight changes in the form
of the ordinary staybolt. He aims to relieve the stay-
bolts from being strained to the breaking point and
to provide for all the movements of sheets relative to
each other Im such a way as to leave only the tensile strains
tor the staybolts to carry. He goes a step beyond the ball and
socket idea in that he provides for movements of the sheets
toward each other. He uses the ball and socket to give flexi-
bility, but provides for a movement of the ball away from its
socket. The construction is such as to permit of application to
any part of the firebox and to allow of the removal of the
bolt itself, in case of repairs, without disturbing the outside
cup which forms a permanent attachment to the outside sheet.
Mr. Barnes has in mind the stresses in the sheets as well as the
staybolts, and he desires to save the expense caused by the
failures of both. That of renewing a single staybolt he finds
to vary, all things considered, from 30 cents to $10, depending
upon the accessibility. His experience appears to show that
he has a staybolt which will not break, at least the records of
considerable service fail to show a single one broken.
The design Is illustrated in the accompanying engravings.
The cup is made from bar steel, or it may be drop forged, and
screwed Into the outer sheet. While it is best to have this
cup exactly radial, or in line with the Inside hole, it Ib not
imperative that It should be so, as the ball joint under the
head of the bolt and the taper hole In the base of the cup will
allow considerable more variation than Is required for the ex-
pansion movements of the sheets. After the cup is screwed
into the outside sheet the staybolt is entered and screwed into
the inside sheet by means of the square socket tool. A holdlng-
on bar is used on the head of the bolt, while the firebox end is
being headed over. The taper plug is then inserted and not
only prevents leakage that may escape past the ball joint but
tends to spread the cup in the outer sheet and insure a steam
tight and rigid joint between the cup and the sheet. If, from
any cause it is necessary to remove the bolt, the plug can be
screwed out, the inside end of the staybolt chipped or drilled
and the bolt removed, leaving the cup intact in the outer sheet
These bolts can be made flush with the outside sheet and be
placed behind brackets, expansion plates, air pumps and other
inaccessible places.
Ordinarily the custom with the common form of staybolt to
offset its weaknesses is to use from 75 to 250 extra bolts to each
boiler, these bolts being reinforcements to the ones equally
spaced and located at the ends, top corners and back end of
the firebox. With the bolt shown no reinforcement is necessary,
as no provision is made for oroken bolts. Using this design also
for radial stays insures the free movement of the crown sheet
without cramping the stays or cracking the flue sheet. With
the use of this bolt the need for drilled or hollow bolts no long-
er exists. The staybolt nuisance, according to this experience,
may be practically overcome by replacing all broken bolts with
the new design or by using the flexible bolts in nests at each
top corner of the firebox in the two vertical rows at each end
of the firebox and the outside row around the door sheet.
These and other designs of flexible staybolts are sometimes
criticised on account of the large holes in the outer sheet. Such
criticism might apply were it not for the fact that each stay-
bolt in a firebox forms a separate and distinct brace for the
sheets and the pressure upon the firebox sheets transmitted
through the staybolts will guard the tensile, as well as the
bulging strains, on the outside sheet. Were this not the case
how could we reconcile our minds to the single-riveted seams
frequently used in the wagon top sheets and back heads. The
mere fact that flexible staybolts, requiring these large holes in
the outer sheets, have been in use for years with no bad results
to the boiler shell would go to prove that the critics' position
is untenable.
Mr. Barnes has also kindly sent us the records of the destruc-
tive tests of three staybolts of this design, the appearance of
one of which, both before and after the test, being illustrated
in the accompanying wood engraving which was made direct
from specimen No. 1, referred to in the record. The tests were
made at Purdue University under the direction of Prof. Goss
and certified to by Prof. W. K. Hatt. They show an ample mar-
gin of strength, and it is interesting to note that the cup. bolt
and head are nearly co-equal in strength, a result which must
always be pleasing to a designer. Mr. Barnes has a great many
of these bolts in use in boilers carrying high pressures as well
as others. They are used in all boilers to replace broken ones
of the ordinary kind, and there has been no trouble in breakage
or leakage, nor has there been any expense for repairs in con-
nection with them. The report by Prof. Goss follows, and It
should be noted that the body of the bolt was strained up to
its elastic limit before failure occurred.
The plate attached to the flexible joint was supported on the
upper end and the threaded end of the bolt was gripped in
the wedges of a 50,000-Ib. Riehle hydraulic machine, as
shown in the sketch. Load in tension was gradually applied
until failure occurred. Failure occurred in all cases by the en-
larged head of the bolt pulling out from its seat. The results
were as shown on page 366.
366 AMERICAN ENGINEER AND RAILROAD JOURNAL.
No.
(Bolt.
ItrstSlip.
?9.000 lbs.
7 500 ••
31.SJ0 ••
Maximum
Lioad.
31.100 Iba.
27,800
31,8.50
Failure.
Head Pulled Out.
Remark!.
At 27,000 Ibi. bolt be-
gan to scale at yield
point near wedge.
At 31,000 IbB. boll be-
gan to Bcale at yield
point near wedge.
Dimensions Correepondlng with Sketch.
A
B
C
No. 1.
1.08 inches.
0.812
6.35
No. 2.
No. 3.
1.078 inchee.
1.108 Inches.
1.008
1.065
6.35
6.50
a passenger train because of foaming. The question is askej
why the boiler was not washed out, with an allowance of two
hours between arrival and departure from the round-house?
Another engine gave up Its train because of staybolts and
flues leaking. The trainmaster orders an engine to be ready
at 8:30 a. m. It is now 7:15 and two broken staybolts are re-
ported on the work book. The boilermaker then reports that
another engine, which must be ready in an hour, has three
broken staybolts and is squirting water from the holes. No
other engines are available, and it is a serious matter to delay
this particular train. What is to be done? Simply what is
being done every day in the year and on every railroad. The
broken staybolts are pened over with the hammer, which stops
the leakage, and the proper repairs are deferred until the next
trip, when the condition is worse than before, because the
broken bolts throw their loads upon their neighbors.
We are forced to the conclusion that compliance with the
rules requiring each and every broken staybolt to be renewed
Immediately would cause a blockade. Nothing more than this
Is needed to show the advisability of improving staybolts so
Method of Testing.
In the new conditions brought
about by the recent and present un-
precedented demands for power,
round-house practice has become
more important than ever before
and the staybolt problem appears as
one of the serious difficulties in se-
curing the best use of engines be-
cause of the delays caused by it in
"turning" locomotives. From this
standpoint much may be said. We
are now in an age of pooled en-
gines, shortage of power and temp-
tations are strong to depart from
the rules which good judgment and
safety demand. The staybolt in-
herited from the earliest locomo- ^^
fives is expected to meet conditions
which are entirely new and were never thought of before.
Inspectors who are sure to detect broken staybolts by the
hammer test, to put it mildly, are rare, and it is generally be-
lieved that the drilling or hollow construction of staybolts
meets this difficulty, but even the drilled or hollow staybolts
fail at times to indicate when they are broken. It is not un-
usual to find drilled staybolts broken with no outward sign of
fracture. This may be caused by the holes becoming clogged
with rust and dirt from the outside or the fractures may be
closed up with scale from the water inside. An insight Into
the roundhouse part of the staybolt question may be had by
granting that tell-tale holes will do what they are supposed to
do and looking for a moment into the routine of the work of
the round-house foreman at a busy terminal.
The conditions upon his arrival for the day are discouraging.
He is required to accomplish almost impossible tasks with poor
facilities. He finds upon his desk the work book, letters and
telegrams, recording many troubles. One engine lost time on
12 Threads taper Via in 1 -
The Barnes Flexible Staybolt.
Mild steel
that they will not break. Those who are in position to know
say that this can be and is being done.
Mr. Waldo H. Marshall, Superintendent of Motive Power of
the Lake Shore & Michigan Southern Railway, gave the sec-
ond in the series of lectures in the railway course at Purdue
University on Thursday, November 1st. ' His subject was
"Locomotive Design." Mr. Marshall first discussed the con-
ditions which control the selection of a type of locomotive
which is to render a given service. He urged the importance
of making machinery light so that all available weight may
be put into the boiler. The possibility of improving present
designs by the adoption of steel for wrought and cast iron was
carefully reviewed, and examples were given of recent achieve-
ments in this direction. In a similar manner, other problems
of design which are general in their application, but which
readily resolve themselves into matters of detail, were forcefully
discussed. Comment upon his remarks concerning care in the
design of details to give a handsome appearance to the locomo-
tive and its worthiness of such treatment will be found else-
where in this issue.
DECEMBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 367
WHAT MOTIVE POWER OFFICERS CONSIDER
IMPORTANT.
(Continued from page 337.)
Wrenches for Screwing in Cups and StayboltSi
The Barnes Stayboit— Showing Construction and the Effect of a Destructive Test.
The armor plate difficulty between the Navy Department and
the manufacturers has at last been settled. It is reported
that the Carnegie and Bethlehem companies have re-
duced the price of Krupp armor plate to $420 per ton. This
will affect 14 vessels and the contracts now standing will in-
volve about $14,000,000.
The embarrassment caused by the shortage of freight equip-
ment, particularly freight cars, appears to be growing worse
instead of better. Ever since the car famine struck the North-
west it has steadily been spreading out in all directions until
now it affects the whole country. Many remedies have been
suggested, but the railroads have not been able to hit on any
one plan. . The roads have been enlarging their equipment
both in number of cars and in capacity, but the periodical de-
mands for rolling stock to take care of the available business
is more than they can keep pace with. The question of side-
tracking the excess rolling stock in times of decreased traffic
is also one to be considered by the railroads, as this means
a loss during the time of idleness, besides deterioration of
equipment. The demand is at present being met in a way, by
loading the cars to their utmost capacity, but in no case is
excess loadinf permitted.
The Central Railroad of New Jersey has begun improvements
at its Jersey City terminal which will cost about $100,000.
They are in the form of increased facilities.
Lubrication methods are now given more attention than ever
before. It is a serious matter to delay traffic by hot bearings,
and with conditions which cause the trouble increasing in se-
verity, as they are, the subject is worthy o£ all the thought
that is given to it. The article in our October number upon
lubrication from the standpoint of fluid pressures has attracted
a great deal of attention. It will, undoubtedly, lead to experi-
ments on a number of roads with oil grooves in the sides of
driving boxes, and the closing up of the oil holes and cavities
in the tops of the bearings. The lubrication question waa
brought up in nearly every interview and was mentioned
oftener than any other subject.
Flanges on all driving wheels of loco-
motives of all classes seems to be the rule
almost everywhere. Flanges were omit-
ted originally in order to reduce curve
resistance and avoid the cutting of tires,
but these are really made much worse by
throwing all of the grinding upon a small-
er number of flanges, which is just what
the blind tires do. But when the wheels
are all flanged something must be done
to give the necessary lateral motion to al-
low for the effects of curvature. This is
done in various ways, by setting the tires
in toward the center of the track, making
the gauge of the central wheels of 10-
wheel or consolidation engines narrower
than the standard, by setting the tires to
the standard distance and paring down
the flanges where they bear against the
rail or by setting the tires of the middle
wheels at somewhat less than the stand-
ard distance and leaving them standard
as to contour but giving the wheels suffi-
cient lateral play to accomplish the same
result as the other methods. On the Le-
high Valley % in. lateral play is allowed.
On engines of about 15 ft. wheel base the
tires of the middle wheels are set 53i,i ins. This, with the
amount of lateral play mentioned, appears to solve the diffi-
culty. . No flanges are cut, the engines curve easily and the
driving wheels do not bend or cut their hubs. If, however,
with the other conditions, as stated, the lateral play is conflned
to Vs in- on each side or % in. total, the entire % in. clearance
will be taken by the engine in the form of cutting and grinding
in a single tri>) from Easton to Wilkesbarre.
A system of indexing and filing important articles on mo-
tive power subjects was found in three different drafting rooms.
In one of them, the Buffalo, Rochester & Pittsburgh, where
new shop plans are under discussion, was found an abstract of
all of the descriptions and discussions of the arrangement of
shops which have appeared in the leading railroad papers for
several years. It was condensed to the last degree and covered
the principles of modern shop arrangement in a most conven-
ient form. The chief and only wide difference of opinion seemed
to be with reference to the location of the tracks, whether
transverse or longitudinal, a question which is by no means
settled. The indexing referred to consisted in placing upon
cards, alphabetically arranged, titles and notes whereby im-
portant articles may be easily found and their character noted
beforehand. Railroad technical periodicals are thus made
easily available and their value as a permant record increased.
This practice is worthy of encouragement and development, for
such an index may be made an important labor-saving device.
On many roads it is customary to supply each engineer with
368 AMERICAN ENGINEER AND RAILROAD JOURNAL.
an individual set of oil cans, with a view of easily keeping
account of the oil consumed. As the number of engineers is
usually greater than the number of engines, a large number
of cans are required. Mr. G. R. Henderson, of the Chicago &
Northwestern, has recently put into practice a simple plan
which seems to be a great improvement upon the one referred
to. Oil cans enough for all engines are furnished and when an
engineer reports for duty he receives full cans which he takes
to the engine. Upon his return the cans are again filled and
he is charged with the amount of oil required to fill them. This
method releases a large number of cans which are held in the
storehouse until needed for replacement. With this plan the
engineers are not bothered to store their own cans and by
using a smaller number it becomes easier and less expensive
to improve their quality.
Almost any new device applied to a locomotive may be made
to show a saving in fuel if it has the fostering care of the
inventor or of some officer interested in its success. It is, in
fact, difficult to ascertain the value of a change or improvement
unless it is applied and managed in such a way as to place it
upon its own merits from the start. When new practice is
tried it should be subjected not only to the best men. but also
the poorest, because general use will embrace the work of all.
The usual manner of treating the compound locomotive may
profitably be considered in this connection. The Wabash Rail-
road recently received eight compounds from the Richmond
Locomotive Works, four from the Rhode Island and three of
the Vauclain type from the Baldwin Locomotive Works. They
were all placed in service without in any way indicating that
any officer of the road was specially interested in their suc-
cess more than was usual in any new design. The engines
were pooled with others, and in spite of a strong prejudice
against them on the part oi some of the operating officers it
was soon discovered that by reason of the possibility of using
high-pressure steam in the low-pressure cylinders at critical
points they were able to haul more cars than the simple en-
gines of the same boiler capacity and approximately the same
weight on driving wheels. This settled the question with the
operating department. The engineers and firemen also be-
came interested in the compounds when they noticed that less
coal and less water were required for them and now the men
try to get the compounds whenever there is an opportunity for
choice. This is one of tne best testimonials for compounding
that we have seen. It is genuine, natural and an important
recommendation, for the men who handle locomotives are
critical even to extremes. When inquiring as to the matter of
repairs we are told that these compounds are in the shops
less than the corresponding simple engines. By this plan
the Wabash has most valuable information crncerning this
type, and it is understood that "all new devices and improve-
ments are subjected to the same treatment, this being a search-
ing test which is sure to expose weaknesses or deficiencies
when these exist.
That the capacity of draft gear as usually constructed is not
believed to be sufficient for the conditions of service with
modern powerful locomotives is indicated by the fact that
on more than one drawing table designs for tandem and twin-
spring arrangements were found, Another design employing
an ingenious arrangement for increasing the effectiveness of
springs without increasing the spring capacity, which was not
completed, indicated a desire to secure increased resistance
to the pulling and buffing stresses without increasing to a cor-
responding degree the recoil of the draft rigging and the con-
sequent danger of breaking the trains in two. This is a step in
the right direction. It is a difficult result to reach with a sim-
ple construction using a small number of parts, but it needs
no argument to prove that a departure from usual construction
is necessary.
The presence of the Westinghouse friction draft gear in a
number of the shops visited indicates an appreciation of the
necessity for better protection of cars and tenders from the
excessive shocks of modern conditions of train service. The
devices were usually seen in roundhouses ana were intended
for application to tenders. This is an excellent place to try
the gear, for the shocks become greatest at the tenders of
heavy engines, and experience at this point is sure to indicate
what may be expected in other parts of the train. It is not
only the repairs of tne draft gear itself that this device over-
comes, but also collateral damages to the entire end struc-
tures of cars, and in addition to this tne destructive wrecks,
due to broken trains, are practically prevented. Recent tests
with long trains of steel cars and the heaviest of locomotives,
carried out on the jjcssemer road, indicate the extreme diffi-
culty of breaking trains in two, even when the train crews
systematically try to do so by setting a number of brakes at
the rear of the train and deliberately put the entire power of
their heaviest engine into a jerk test. We congratulate those
who are taking up the subject of improved draft gear. It
appears to us to be the most important subject in connection
with cars at this time.
Anxiety about the breakage of staybolts has not been re-
duced, but increased, during the past few years. Higher press-
ures do not appear to have increased the present rate of break-
age, but it is apparent that the fear of neglect in inspection
and the fact that large numbers of broken bolts are frequently
found together with the tenaency toward still higher press-
ures causes a great deal of uneasiness. It has brought a num-
ber of conservative motive power men to look at relief, even
when accompanied by considerable expense, as justifiable. It
is to be hoped that it wiil not be necessary to wait tor explo-
sions to bring about a right view of this. Flexible stays which
will save side sheets and avoid explosions will be cheap at $1
each, but they may be made for half that amount.
The Navy Department has called for bids for five new bat-
tleships and six armored cruisers. The specifications for the
battleships call for double-decked turret ships, 435 ft. long on
the load water line. Tho'extreme breadth of the water line is
to be 76 ft. 10 in. and the trial displacement about 15,000 tons
for the sheathed and coppered vessels and 14,600 tons for those
unsheathed. They are designed to travel 19 knots an hour and
are to have 3,590 tons of armor. The cruisers will be 502 ft.
in length, load water line, and 69 ft. 6 in. in width. They will
have a speed of 22 knots an hour. The draft will be 26 ft.
when loaded and 24 ft. with the ordinary service load. The
weight of armor on each cruiser is to be 2.119 tons, with 100
tons of cellulose backing.
The Boston & Albany Railroad having been leased to the
New York Central, the mileage of the Albany road will now
be added to that of the New York Central, and hereafter a
thousand-mile ticket of the New York Ceniral & Hudson River
Railroad will be good on the Boston & Albany Railroad. This
will prove a great convenience to those who desire to reach
points in Massachusetts on or reached via the Boston & Al-
bany, including, of course, Boston. The holder of a New York
Central thousand-mile ticket will now have the privilege of
riding over lines aggregating more than 6,000 miles of railroad
on a ticket costing only two cents per mile, good for the per-
son presenting it and good until used.
Mr. Asa M. Mattice has been appointed Chief Engineer of the
Westinghouse Electric and Manufacturing Company, and will
enter upon his duties in December. Mr. Mattice was for ten
years, up to a year ago, principal assistant to E. D. Leavitt. of
Cambridgeport, Mass., and has been actively connected with the
design of all the large machinery coming from Mr. Leavitt's
office during that time. Mr. Mattice is an engineer graduate of
the Naval Academy, of the class of "74, of which class Mr. E.
H. Warren, vice-president of the Westinghouse Electric and
Manufacturing Company, is also a member. He was assistant
to Admiral Melville at the beginning of the new navy. The
Westinghouse Company is to be congratulated on the addi-
tional strength which he will give to their already strong en-
gineering staff.
December. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 869
COAL CARS OF 80,000 POUNDS CAPACITY.
Chicago, Burlington & Quincy Railroad.
The new coal cars of 40 tons capacity, of which 500 liave
been built, for the Chicago, Burlington & Quincy Railroad,
have several interesting features. The cars are low and are
mounted upon low trucks of the diamond frame type, with 5
by 9 in. steel axles. They are all for use in the coal trade,
and in order to adapt them to other kinds of service the ends
are fitted with doors hinged to fold down inside the cars and
against the floors, as shown in Fig. 2. The order was divided
In. braces, as shown In Fig. 3. The chief dimensions of the
cars are as follows:
so.WJO-Pound Coal Cars, C, B. & Q. K. R.
Length over end «III» 37 ft. Ift In.
LtTiKth of box 37 ft. 3'/4 In.
Width oviT i-lde Bills 9 ft. 9 In.
Wlilth of box. Inside 9 ft. 4 In.
Height, top of rail to floor 3 ft. 7Vj In.
Height, top of rail to top of box 7 ft. i% In.
Height, top of rail to sills 2 ft. W/i In.
Depth of box 3 ft. 7 In.
Distance, center to center of trucks !n ft. 7vi In.
Trucks, wheel base 5 ft. 2 In.
Weight of cars when new 32.'Ki') lbs
The hopper openings are 7 ft. 10 in. by 2 ft. 3 in., and these
-^
Coal Car, 80,000 Pounds fapacity-C. B. & O. R. R.
Fig. 1. -Showing Johnson Hopper Doors.
vsf^
J.
1
J
~t--
--,^T
-■t-
^K^
^
-7-/i?
— i.^
'J5L
:£5t:
-n fr-
-JBl
Fig. 2i- Interior View, Showing Open End and Floor
Trap Doors.
-37-i/i Our ro out cr ena punas
Fig. 3.— Elevation, Plan and Section-
into two lots, of which 300 are plain gondolas to be unloaded
by shoveling, while the remainder have Johnson hoppers and
hopper doors. Our engravings illustrate the hopper cars, the
others being similar to these in general features, but they
weigh 29,600 lbs., or 2,400 lbs. less than the hopper cars.
All the cars have six sills, their arrangement on the plain
cars being such as to permit of attaching hoppers if desired.
The stakes are inside of the siding and five of them on each
side of the car extend below the side sills to receive 5 by VA
are covered by hinged doors which may be closed at will. When
the car is to be unloaded through the hoppers these doors are
opened, as in Fig. 2. before loading. The construction of the
hoppers is clearly shown in the engravings. Unloading through
hoppers is advantageous in the matter of cost, as about half
the load may be discharged by gravity, and such cars are be-
coming so common that shippers are fitting up their trestles
to accommodate them.
In Fig. 3 in the upper right-hand corner of the plan view
S70 AMERICAN ENGINEER AND RAILROAD JOURNAL.
will be seen a malleable iron sill pocket.
This view also shows the arrangement
of the truss rods and needle beams.
The end construction of the box, or body,
is such as to guard against weakness due
to cutting away so much material for the
end doors. Fig 4 illustrates the 1-in.
combination rod and strap which passes
through the end sill, along the edge, and
over the top of the fixed portion of the
end structure, where it is secured to the
siding at the corner. The end doors
slope away from the center of the car.
The Dayton draft rigging is fitted to
250 of the cars, the remainder having
the Miner attachment. The adaptation
of the Bettendorf bolsters to this con-
struction is illustrated in Fig. 5. Fig. 6
Fig. 4.— Construction of End Doors.
I
r-
Fig. 5.-Application of Bettendorf Bolsters. 80,000-Pound Cars.-C. B. & Q. R. R,
Illustrates the draft gear. The stop bars
instead of passing through the sills are
notched out and bolted beneath them,
lipping up on the outside faces of the
sills to prevent them from spreading.
The stop bars are secured to the center
sills by means of bolts which pass ver-
tically through the sills. The drawing
clearly shows the construction and the
form of the sill plate. The three chief
aims of this gear are (1) to reduce all
strains, as far as possible, to crushing,
avoiding shearing and bending; (2) to
bind the sills together, and (3) to reduce
the number of parts.
Fig. 6.-Appllcation of Dayton Draft Gear. 80,000-Pound Cars.-C. B. «c O. R. R.
December. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 3 71
The cars are fitted with McCord journal boxes and West-
inghouse air brakes, and the Johnson hoppers were applied un-
der patents owned by McCord & Co. The cars were built by
the Illinois Car & Equipment Company, Chicago. We arc in-
debted to Mr. F. A. Delano, Superintendent of Motive Power
of the road, for the drawings and photographs.
A STUDY IN LOCOMOTIVE FIREBOXES.
For the Benefit of Staybolts.
By F. F. Gaines.
Mechanical Engineer, Lehigh Valley Railroad.
The object of this article is to discuss remedies for the pre-
vention of staybolt failures in the firebox of a locomotive
boiler, and to suggest a possibility of discontinuing their use.
From the attention devoted to this subject by the technical
Fig. 1.
press, it is seen to be a very live and important topic. The
great increase in the average boiler pressure carried during
the last five years has naturally intensified an evil already
serious and expensive before its advent. To remedy this
trouble there has been but one radical departure from the prac-
tice in vogue many years back, and little or no work has been
done to obtain an understanding of the causes and remedies.
The one departure is what is known in this country as the
"Vanderbilt Boiler," and while only an experiment here, 1 be-
lieve it has been in use in Germany for a number of years. To
have been of value to the railway world it should have been
brought out many years ago. As large grate areas are now
being generally introduced, it would seem that its limit in
this particular will be fatal to its general use.
Commencing at the fundamental laws of internal pressure
K Len[jm of oarer s/t^r on i^rer side from mutJnnif TomiMrnnQ-Sa. m
'Otrterenceiniemthsiil shee'^s ■ • ■ ■ m
OrffCffftce in toad on ^eets ior eacp fnch oftentjm of tirem^3^20Q-6e(!f\t^
• I total leniim of rirelm-6800iiiia'77Sl/0(l
I . Boilfr pressure ?OO0s__
Fig. 3.
on the walls of the containing vessel, we know that if we
secure the heads of a cylinder the sides are self-supported
(A, Fig. 1) and require no staying. If we should remove a
portion of the cylinder and replace the portion removed by a
flat surface, sufficiently strong to prevent flexure, and secure
this to the walls, as shown in Fig. 1-B, we still have a
perfectly self-contained vessel. If we go a step farther and
cut out of the flat surface a rectangle and to the inside edges
of the band left by the operation secure a portion of another
cylinder sufficiently strong to resist collapse under pressure
(Fig. 1-C), we have as a result a self-contained vessel of a
design applicable as a firebox for a boiler.
To prove that the state of repose of a surface under press-
ure is a portion of a true circle, the apparatus shown in Pig. 2
was constructed. It consists of two segments of a circle
fastened to a base, and a covering of heavy parchment paper,
securely fastened, and as nearly air tight as possible. A tube
was inserted at each end, one for connecting to air supply
and the other for connecting pressure gage. Up to a press-
ure of 2 lbs. per square inch, at which point a miniature boiler
explosion took place, at any point in the length of the parch-
ment, the cross-section was a duplicate of the ends, and a
ruler laid from end to end failed to show any distortion what-
ever. If the state of repose had been a shape different from
the segmental ends, with the flexible material and pressure
used, we would have had distortion at a section near the
3:H=t
Fig. 2.
center where the influence of the rigid ends was little or noth-
ing, which could not have escaped observation.
Any design which leaves the outer sheet in a state of rest
which, no matter how the pressure may vary — from atmo-
spheric to maximum — has no tendency to change its shape,
must greatly relieve the distortion and stress of the staybolts.
From the same reasoning a design which on the application of
B
Fig. 4.
pressure tends to assume a different s'jrpe must throw ab-
normal loads on the staybolts, such loads being much greater
than the amount due to steam pressure alone, as the bolts have
not only to hold against the steam, but to resist a certain
extent the tendency of the outer sheet to assume the form of a
segment! of circle. Theory would indicate that the outer
sheet, having a load in excess of the inner, would have a ten-
dency, due to this excess load, to assume a segmental form, the
plane of the mud ring forming the chord.
Figs. 3, 5, 8 and 9 are sections of boilers which have been
«72 AMERICAN ENGINEER AND RAILROAD JOURNAL.
k96 U>ng
Fig, 9. Fig. 10.
A Study in Locomotive Fireboxes. By F. F. Ga<nes, Mechanical Engineer Lehigh Valley Rail
road.
published in the x-ailway papers within the present year, and
the dimensions shown are as nearly as possible those of actual
boilers. The full lines in Fig. 3 show the section of a wide
firebox; the dotted lines, the same length of sheet between
the mud-ring joints, but a segment of a circle. The length
of the outer sheet on the water side, from mud ring to mud
ring, is 200 ins. The length of the inner sheet from the
same points, and on the water side, is 166 ins. This gives
the outer sheet an excess length of 34 ins. With 200 lbs. press-
ure and a firebox length of 114 ins., the excess load on the outer
^heet, tending to force it to assume the shape shown by the
dotted lines, is 775,000 lbs. This design very nearly ap-
proaches the theoretical, as shown in Fig. 4, which is inter-
changeable with that shown in Fig. 3, and has the same lead-
ing dimensions. The diameter of the circle of the outer sheet
is determined by taking the three points, A. B and C, from
Fig. 3, and passing a circle through them. Fig. 5 shows a
section of firebox of a width I shall call "The Compromise."
The full and dotted lines have the same meaning as in the
previous case. The excess load on the outer sheet is less,
449,000 lbs., but the change of shape necessary to attain
a state of repose is much greater. Fig. 6 is a section with
bKCEMBER, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 373
the outer shell segmental, and Fig. 7 a section with both inner
and outer shells segmental; both Figs. 6 anrl 7 are interchange-
able with the boiler for Fig. 5.
Fig. 8 shows the section of a narrow box. Here the excess
load of 837,900 lbs. on the outer sheet has a tendency to cause
considerable distortion. The ideal section for this boiler would
be similar to Figs. 6 and 7.
Fig. 9 shows a section of a firebox that is a combination
of the JBelpaire and wide box. From the nature of the cross-
staying, it is difficult to say just what the tendency to dis-
tortion amounts to, and what the shape of repose; it is prob-
able, however, that it is somewhere near the dotted lines
shown. It would depend largely on how far the influence of
the cross-stays extends. From the standpoint of this article,
its section leaves much to be desired.
If these excess loads on the outer sheets were equally di-
vided between all the staybolts, it would be a matter of no
great moment, but it seems probable that this excess is con-
fined to those staybolts that are located at the points where
the theoretical and actual lines diverge most widely — provided
the divergence causes tension. Taking the firebox sections
illustrated, we might expect to find the largest number ot
broken staybolts at those places of greatest divergence along
the sides. On the crown, where the theoretical lines drop
below the actual, we might expect to find those stays nearest
the ends in compression, where the flue and door sheets sup-
port and hold the inner crown sheet rigidly. Experiments that
have been made at different times have proved the latter ex-
pectation. The reasons that have been given for this state
of affairs has generally been charged to the mythical force
called expansion. I have never been satisfied with this ex-
planation, and it was the cause of my investigating the mat-
ter from all sides. It led up, eventually, to the evolution of
the theory that to remedy the known distortion and rupture
of staybolts, the outer sheet at least should be in a state of
repose. With the outer sheet in this condition, the only forces
acting on it are the steam pressure forcing it out and the
steam pressure on the inner sheet through the stayViolts pull-
ing it in. As the former must always exceed the latter, and
as there is no tendency to alter its shape on account of the
outward pressure, it is readily seen that there is nothing
tending to a change of section under any possible variation
of allowable pressure. Under these circumstances, the stay-
bolts have only to carry the normal load on the inner sheet,
which load is uniformly distributed among them all. Figs.
11 and 12 show two views of a boiler designed in accordance
with this theory. As it was designed for an actual engine,
where the limiting wheel weights would not allow any further
increase In the weight of the boiler, the inner sheet is not
segmental. Were it possible to allow the additional weight
due to increasing the water space, the inner sheet could also
have been made segmental. This would have resulted In less-
ening the load on the staybolts, by the amount of strength
possessed by the inner sheet against collapse.
The segmental firebox, especially where both Inner and
outer sheets are segmental, has many advantages to recom-
mend it, besides the probable diminution of staybolt failures.
With the regular firebox, especially the wide ones, it requires
frequent firing to keep coal on the grates at the sides, while
the segmental form would remedy this fault. The contour
presents a surface that is accessible to the heat at all points,
and one which the fiame will readily follow from the fire to
the crown. The enclosed space is a maximum, thus providing
a greater possibility for the thorough mixing of air and gases
for production of perfect combustion.
I now wish to take up a phase of the subject ot which I
have no definite knowledge, but one which I think it is pos-
sible to develop, as I see no over-
whelming obstacles. Fig. 10 shows a
sketch of two firebox sections, neither
of which requires staybolts. The outer
and inner sheets are segments of cir-
cles. On one side a plain inner sheet
is shown supported by collapse rings.
The tee-shaped collapse ring is shown
as being the simplest, but many other
forms can be found in any English
text-book on boiler design. The other
side has the inner sheet of corrugated
material, which is self-sustaining
against collapse. With a sufficiently
strong joint at the mud ring, either
style is just as practicable as where
the shell is a true cylinder. This de-
sign is equally applicable to all widths
of grates, but will give a heavier fire-
box than present designs on account of
the greater water space. These spaces
on the other hand, would give good
circulation, and should make a free
The design of the mud ring calls
for special treatment, and the two sides would have to
be well tied to prevent a "Bourdon gage" action. Owing
to the probable irregularity of section and corners, steel cast-
ings would probably prove the most economical for the pur-
pose. To prove the value of such a design, it would be neces-
sary to build an experimental boiler. It is to be hoped that
some road, imbued with the spirit of progress, will experiment
along these lines in the near future.
steaming boiler.
"Why has the swing beam truck been so largely abandoned
for freight service?" was the subject of a topical discussion
at a recent meeting of the New York Railroad Club. The
general opinion seemed to be that it was merely a matter of
cost of construction and maintenance, the difference between
the rigid and swing trucks in these respects being about 10
per cent, in favor of the rigid truck. A good point was made
by Mr. L. R. Pomeroy, of the Schenectady Locomotive Works,
concerning the possibilities of "saving too expensively" in the
matter of trucks. He said: "Some years ago, when it was quite
prevalent to use the pressed steel type of truck with pedestal
boxes under tenders we found that they were failing very rap-
idly and continued to do so until the truck was redesigned with
a floating bolster which practically made it a swing-motion
truck, and now that truck is being very largely used for ten-
ders and is considered to be very successful. That might be
an illustration that we are coming back to the swing-motion
truck in the most trying service we can possibly get."
874 AMERICAN ENGINEER AND RAILROAD JOURNAL.
PROMIbiNG IMPROVEMENTS IN DRAFT GEARS.
The draft-gear situation is encouraging. With the amount o£
thought now devoted to it, draft gear is bound to improve, ana
the awaliening of interest will bring about a radical change
which everyone knows is greatly needed. More money will
be put into draft gear in order to save greater expenses in re-
pairs which will be necessary on account of the weaknesses of
the old types of attachments.
Some radical differences of opinion may naturally be expected
in such a matter. Mr. George Westinghouse, in a recent com-
munication to the "Railroad Gazette," represents one view
when he says; "By their united action a form of coupler and
draft gear adequate to meet all possible contingencies can and
should be selected and decided upon as a standard for all new
cars, and which will also be suitable to replace the hundreds of
imperfect and weak kinds now in service."
Mr. R. P. C. Sanderson thinks otherwise. He may always be
depended upon for an opinion, carefully formed, and vigorously
supported, from observation, but with a liberal disregard of the
weight of the opinions of the majority, merely because diey are
those of a majority. In his paper before the Western Rauway
(jlub last month is the following paragraph:
"Having reached the conclusion that in modern train service
the train shocks were of such momentum as to be quite beyond
the power of any reasonable springs to absorb land assuming
we had spring capacity to do this, the recoil would itself cause
break-in-twos), the malleable-iron dead block becomes a neces-
sity to protect the couplers. There is trouble enough with the
M. C. B. coupler to-day without making it act as a collision buf-
fer. It is too expensive to be used to take up shocks that are
Deyond the capacity of the draft springs."
it seems reasonable to suppose that many coupler failures are
due to inadequate yielding resistance, and that if sufficient soft
resistance is provided the couplers will not suffer. May it not
be a step backward to rely upon buffer blocks which will carry
some of the shock to the framing direct.' un the otuei i.u..a,
the break-in-twos are caused by pulling or jerk stresses, and
ihe ueaci blocks will not avail in the least in that case.
At the beginning of these comments it was said that the drati
gear situation is encouraging. This is confirmed by resulis oi
tests on a number of uew draft gears recorded by Mr. Sanuei-
son in his paper. One of the nine draft gears was not damaged
at all under a l,64U-lb. drop, with three blows at 5 it., 10 blows
at iU It. twith the springs in place;, then 3 blows at 5 ft.
Cwith blocks in place of the springs) and V more blows at j.0
11. (.with the blocks in place of the springs). At this stage in
the test the pocket bolts began to shear, but after they were re-
placed the punishment was continued by 3 more iu-ft. blows
(.with the blocks), and 13 more beginning at 10 ft. and increas-
ing by 1 ft. each time up to 2{) ft., the test ending with 3 zo-tt.
blows. Beyond the shearing of the boiis a second time, and the
bending of one of the stop bars, there seemed to be no uamage
to the gear. This was a twin-spring gear having malleable draft
beams, with the cheek plates incorporated into the draft beams.
Mr. Sanderson s tests, while not conclusive, furnish information
which is valuable in the selection of gears to those who know
the names of the ones tested, and they certainly indicate con-
siderable improvement in the matter of strengtn. But the drop
test needs to be supplemented with something like 40 or BO-car
train tests, in order to throw light on the question of break-in-
twos. Strength or spring capacity does not cover all the de-
sirable qualities, and in this all will agree with Mr. Sanderson.
THE CONFUSION OF TYPES.
A Logical Locomotive Classification Needed.
A clean gift of one million dollars from Andrew Carnegie,
and a promise of more if needed, will establish a technical
school in Pittsburgh. It will be founded on the idea of offer-
ins technical nstruction to self-supporting students and place
the privileges of education within the reach of artisans and
mechanics. It will fill a great need, but considerable difficulty
in finding the right sort of instructors may be expected.
Ihe past year has brought out a large number of different
locomotive designs, and probably a greater variety than have
ever appeared in a similar period, and there are more to come.
It is desirable that each class should have a name representing
its characteristics in some logical way which will correspond
with the usual type designations which generally refer to tut
wheel arrangement. The number of "types" is increasing, and
the nomenclature is tending toward confusion. The "ten-wheel"
type is now likely to be confused with the "Atlantic," the
' Northwestern," the "Chautauqua," the "Fan Tail," the "Con-
solidation" ana others yet to come, which have ten wheels, un-
less some simple scheme of classification is devised. We also
have the "Decapod" and the "Mastodon" and the "Twelve-
Wheel" types. There are too many names, and the tendency
is to give a type designation to a new design the only peculiarity
of which is the outside or inside journals of the trailing wheels.
Mr. F. M. Whyte, Mechanical Engineer of the New York Cen-
tral, comes to the rescue with a suggestion which seems to meet
the requirements in every way, and it is presented with a view
of obtaining criticisms and suggestions. The plan is to des-
ignate the number of wheels in three groups; those in front
of the drivers, the drivers themselves, and those in the rear of
the drivers. An 8- wheel engine is a 4-4-0 (or a 4-4), a 10- wheel
is 4-6-0 (or 4-6), an Atlantic type 4-4-2, a consolidation 2-8-0 (or
a 2-8), the Prairie type 2-6-2. Any possible wheel anange-
ment may be covered by this simple classihcation. If such a
classification is adopted the present confusion of type names
may be overcome. If any of our readers can suggest a better
plan we shall be glad to have it, with their criticisms on this
one.
Mr. J. Shirley Eaton, Statistician of the Lehigh Valley Rail-
road Company, has been engaged to give a course of lectures
I luring January, 1901, before the students of the Tuck School
ut Dartmouth College, upon the "Theory and Practice of Rail-
road Statistics." Mr. Eaton is well qualified by his many years
of special experience in railroad accounting for the novel
course of lectures which he is to undertake. The course will
include a general discussion of railroad revenue and expend-
iture, followed by a detailed study of freight and ticket ac-
counts and statistics, operating statistics, store requisitions,
car accounting, and the general books, such as balance sheet,
various journals, side ledgers, and accounts and reports of the
Superintendent's office, and of the Master Mechanic and the
Division Engineer.
The Car Foremen's Association of Chicago, an organization
of men who have to do directly with the M. C. B. interchange
rules, and who meet for discussion of the rules, deserves en-
couragement as it is doing a good work which should be a
material help to the M. C. B. Association. At the November
meeting, Mr. J. C. Grieb, of the Chicago, Milwaukee & St. Paul
Railroad, presented an analysis of the 603 cases which have been
decided by the Arbitration Committee, and made some excellent
suggestions looking to a reduction of the number of uses sub-
mitted. The first was rendered in 1888, and their number has
averaged about 50 per year. The Car Foremen's Association
furnished means for coming to an understanding among its
members, and one result to be expected from it is a reduc-
tion of the number of disputed cases through better personal
understanding at the interchange points. Mr. Grieb suggests
the importance of a complete index of the decisions as a guide
to the settlement of cases by reference to previous decisions. He
also recommends less brevity and more explicit language in the
decisions themselves in order that the reasons of the commit-
tee forming the basis for a decision may be better understood.
Citing the rules used as authority for a decision would meet Mr.
Grieb's recommendation. These matters should be brought to
the attention of the M. C. B. Association next year.
DEOfMBKR, 1900
AMERICAN ENGINEER AND RAIJLROaD JOURNAL. 378
PASSENGER LOfOMOTTVE WITH WIDE FlREfiOX.
ISiii-liiiKliiii. (V'ditr Itiipids & Noi'thei-n Railroad.
Brooks lioconiotive Works, "Ghiiutaiiiiua" 'I'ype.
'I'liree interesting passenger loi^omolives with wide fireboxes
have just been delivered by the Brooks Locomotive Works
lo the Burlington, Odar Hapids & Northern. They are called
"C;hautauqua" type, but it is to be hoped that each new design
iH not to be liirislcned with .'i name, or the confusion will
izer at the rear of the main flriviuK wheeU gives a good ar-
rangement for the equalization of tlie weight. Three points
<il' support aie provided for the rear equalizers whereby great-
er or less weight may be placed upon the drivers as may be
desired. This is accomplished liy changing the position of
liins upon which these equalizers rest. Cast steel is used for
I he main equalizers and the driving springs are 6 Ins. wide.
the trailer springs being 5 ins. wide. A good arrangement of
I he front frames is secured by the location of the piston valves
:ind the stresses must necessarily be quite direct with the use
of the single bar in front, which is straight and deep in section.
PASSENGER LOCOIVIOTIVE, WITH WIDE FIREBOX-" CHAUTAUQUA " TYPE.
Bt'RUNGTON, Cedar Rapids &: Northern R. R. Brooks Locomotive Wohks. Bvilderv.
Weights: Total c f engine I.'8,600 lbs. : on drivers 88,0001bs.; total of engine and teoder 2fi5,600 Hi-
W'heell)^se : Hr vina: Hft 9in.; total of engine 27ft.: total o( engine and tender .^2ft llHin.
Cylinders. lR)^x2(!in. Wheels: Driving 7,5 in : truck 3H in ; tender 36in.
Koiler : Diameter 64 in ; boiler pr* sfure 210 lbs.
Firebox: Length 90'4in.: width 74in.; depth, tronl — BSin.; liack .'i7 in.
iraiearea.. -4,1 :i2sq. ft. Tubes 3(16; 2 in., 1,5 fi. 1 in long.
lleiiting surface . Tubes 2,3968q.ft.; firebox I55.8sq.ft.; total 2,551.8 sq. fl .
Tender: Kight-wheel; water capacity 5,O0Ogals.: coal capacity 10 tons.
Passenger Locomotive, with Wide Flrebon— Burlington, Cedar Rapids & Northern Railroad.
soon be complete. The wheel arrangement is that of the old
Atlantic type. The engine combines the wide firebox. Bel-
paire boiler, piston valves and a radial trailing truck.
The firebox is wide and deep, with a brick arch supported
on water tubes. With 75-in. drivers, the center of the boiler
is 9 ft. 21,2 ins. above the rail. A radial truck is a novelty
which has been skilfully applied, and it gives an excellent
arrangement of the back end of the engine and leaves plenty
of room for the ash pan. The truck has a spring centering
device and is as simple as cue could wish. It permits of car-
rying the frames straight to the rear ends, and a cross equal-
With 75-in. wheels. 19% by 26-in. cylinders and 210 lbs.
boiler pressure, the tractive power is 22,409 lbs. The tubes are
15 ft. long and the boiler 64 ins. in diameter. Among the de-
tails we note that the piston valves are 10 ins. in diameter
with central admission. The valve chamber is extended at
the ends in order to give free exhaust passages without in-
creasing the steam clearances by increasing the length c£ the
steam admission ports. Marine links are used, giving a valve
travel of 414 .ns. The boiler is supported by plates secured
to the front and rear w-ater legs of the firebox, the front plate
being fastened to a cast-steel lateral brace extending across
376 AMERICAN ENGINEER AND RAILROAD JOURNAL.
the engine between thp frames. The cab deck is supported
on angles secured to the cab plate and the cab bracket, which
is also a plate.
For a wide firebox engine the cab is remarkably roomy, to
which the sloping back head of the boiler contributes. It is
of steel and 10 ft. wide. The Bell front end is used, with a
straight cinder spout for which there is just room enough in
front of the saddle. The reach rod is of 2-in. extra heavy pipe.
With this arrangement of valves both rocker arms are inside
the frames. Ihe sectional drawings show this clearly. At-
tention is attracted to the location of the driver brake cylin-
ders at the front drivers, with the brake shoes at the rear
of the driving wheels, which is becoming quite general in pas-
senger locomotives. In this case the main reservoir is 31V4
by 46 ins. and is located with its axis vertical, under the
boiler and in front of the forward driving axle. We note
the large journals throughout and enlarged wheel fits of the
main crank pins. Another interesting detail is the grate
bearer, which provides for a packed joint against the inside
firebox sheet to pi-event the passage of air at the edges of the
grates. This should become general practice because it pre
General Dimensions.
"Chautauqua."
Wheel ba.se, total of engine 27 tt. (I in.
diiving — 6 ft. 9 in. .
r( ar driver to trailer 9 ft. n in.
total, engine and tender 52 f. 11^ in.
Length over all. engine .. 38 ft. IIH >"■
** *' total, engineand tendcr.()2 ft. 4H in.
Height, center of boiler above rails ... 9 ft. 2ii in.
Height of stack above rails U ft, 11 in.
Heating surface, firebox 1.55.8 sq ft.
tubes 2.396sq. tt
total 2,551.8sq. ft.
Grate area 45.32 sq.Bt.
Wheels and Journals.
Drivers, number 4
diameter 75 in,
material of center Cast steel
Truck wheels, diameter 36 in.
Trailing wheels, diameter 51 in.
.lournats. driving axle 9 in. x 12 in
truck " 5i4in.xl2in.
** trailing " 8 in. x 14 in.
Main crank pin, size 6?^ in. x 6^ in.
coupling pin, size Tin .k 4^ in.
" diame'er, wheel fit 7%in.
Trailing axle, type Radial.
Cylinders.
Cylinder, diameter 19H in.
Piston, stroke 26 in.
rod, diameter. 35^ in.
JIain rod, length center to center .... 124J^in.
steam ports, length 22 in.
width l?<i in.
" Xorthwestern.
2ift. 9in.
7 ft. 0 in.
9 ft. 0 in.
9 ft. m in.
15 ft. 1!^ in.
198.97 sq. ft.
2,816.91 s-q ft.
3,ni5.88 sq. tt.
46,27 sq. ft.
80 in.
Cast steel.
36 in.
48 In.
9 in. X 12 in.
6 in. X 10 in.
7}4 in. X 12 in.
Rigid.
20 in.
26 in.
Section and End Elevation at the Cab. Section Through Boiler and Firebox. Section Through Running Gear.
"Chautauqua " Type Locomotive— Burlington, Cedar Rapid: & Northern Railway.
vents the destructive blowpipe action against the sheets due
to the inrushlng of air at these points. The tender has a coal
deck over the water space, the line of the deck sheet being
indicated by the rivets seen in the photograph. The tender
has steps at the rear end.
To facilitate compariscm with the new Chicago & North-
western engine built by the Schenectady Locomotive Works
(see American Engineer, August, 1900, page 237), the principal
dimensions are arranged in parallel columns in the following
table:
Comparisons of "Chautauqua" and "Northwestern " Type Locomotives.
Builder Brooks. Schenectady.
Type — "Chautauqua." "Nortnwestern. '
Operating road B..C K.& N. Rv. C & S. W. Kv.
Gauge 4ft8Win. 4 ft. 8Uin. '
Kind of fuel to be used Biuiminous coal. Bituminous coal.
Weight on drivers.... .88.000 lbs. go.OnOlbs.
" truck 3.=),6li01bs. 35.0001bs.
" trailer 35,0110 lbs. 37.000 lbs.
Weight, total 15S,6001bs. 162,0001bs.
" tender, loaded 107,000 lbs.
Exhaust ports, least area 75 sq. in.
Bridge, width 2?^ in.
Valves.
Valves kind of 10 in. piston. 11 in. piston.
greatest travel 4J4 iu.
steam lap inside 1 in.
exhau- 1 lap or clearance (outside) line and line
Valve Motion, Forward Gear.
Lead, full gear aj in.
Gin. ciit-otf J4 in.
Port opening 6 in. cut-otf i^ in.
Pre-admiesion 6 in. cut-otf ib in.
Kxh-^ust opens " 17^ in.
Cut-off, full gear 21!^ in.
Valve Motion, Backward Gear.
Lead, full gear — i?, in.
" Sin. cutoff -f- t'b in.
Pot opening. 8 in. cut-off A in.
Exhaust opens " 18% in.
Cut-off, full gear 2m in.
Boiler.
Boiler, type of Player- Belpaire Radial stayed
wagon top. straight top.
Boiler, working steam pressure 210 lbs. 200 lbs.
" material in shell Steel.
thickness of material in shell. ..%, H. Ai and ^ In.^ in.
Decembbr, ISOO.
AMERICAN ENGINEER AND RAILROAD JOURNAL. 377
"Chautauqua
Holler, thickness of tubesheet .. .. •>.; in. —
" dlamoterof shell, (rout 8i In. 08 in.
•■ a' throat .. ..O'J'Mln. H'Mln-
at baclt head . HI in. Wh in.
.Seams, kind of horizontal Sex(ui)lc bult and
Qiiiniuple lap.
Northwestern.'
IJouble lap.
f earns, kind of circumferential Double and
trlph,' lap.
Crown shcjt stayed with Direct stays.
Dome, diameter ."JO in.
Firebox.
Firebox, type Loni; siDpiiu;
over trailer.
Firebox, lenKth 90^ in.
widtli 71 in.
depth, front t8 in.
" •' back .i7 In.
" material Steel.
thickness of sbeels Crown,-'nin.;tube.(.rown,%in.-tube,
% in. ; aidcfs add Hj in.; sides and
back. •% in. hack, 'Ifiin.
brick arch .... On 4 water tubes. On -i water tubes.
Radial slays.
30 in.
Ijontz HlopiuK
over trailer.
103 m.
68 In.
76H in.
ti7 ill.
" mud rins width, back 'M in.
" " " sides Sitin.
" " front 4 in.
" water space at top, back 7 in.
•' " sides . . . .5 in.
" '* " front. ... 4 in.
Grates, kind of Rocking.
Tubes, number of 306.
pitch 2'k} in.
*' outside diameter 2in.
" length over tube sheets 15 It. "-n in.
Smokebox.
Smokebox, diameter outside 67 in.
" length from flue sheet 58mn.
Other Parts.
Exhaust nozzle Single.
'* area 17.7sq. in.
3K'in.
.3)4 in.
4 in.
338.
2U in.
2 In.
16 ft. 0 in.
71 M in.
71i'Bin.
Front Elevation and Section through Cylinders.
Taper.
Netting, wire or plate Wire.
" size of mesh or perforation •2\4x2U>. ii
Stack, straiijht or taper Taper
" least diameter lo5iiin.
" greatest " 17)4 in.
" height above smokelo^ 35 in. 36 in.
Tender.
Type 8-whl. steel frame. S-whI. steel franie.
Tank, type -slope top.
capacity, for water 5,0U0gKls. 5,200gals.
" ■• ** coal lotons.
" material Steel.
■' Thickness of sheets M in.
Type of under frame 10 in. steel ehan'l
•• truck B.L W.l CdiOlbs.
" springs Double elliptic
Diameter of wheel 36in.
and lengi h of journal 5 In x 9 in. 5 in. x 9 in.
Distance between centers of journals.. 76 in.
Diameter of wheel fit on axle G%in.
" center of axle 5?4in.
Length of tender over bumper beams. 21 ft. l\4 In.
■■ tank iart.6ln.
Wldtboftank lOft.Oln.
Height of lank, including collar 5fl.0lD.
In a paper upon oompressed air motors read before the New
York State Street Railway Association, Mr. H. D. Cooke re-
cently stated that the advantage in reheating the air for the
motors to an initial temperature of 300 deg. made the difference
between a possible mileage of 8 and 15 miles which could be
mn with a storage capacity of 35 cu. ft., the distance traveled
with cold air. Cars operated for six months in Chicago required
an average of 409 cu. ft. of free air per mile, which was com-
pressed to 2,000 lbs. per square inch for storage. In brief, the
advantages of compressed air for the operation of street rail-
ways may be summed up as follows, viz.:
1. A system of independent motors, which, after receiving
their charges, does not rely upon the power plant, and which
will always finish their run, should anything happen to the
power plant; which also does not need any special out-door
construction, either underground or overhead, with the atten-
dant cost of maintenance.
2. Slow-moving machinery, both in the power house and
on the car, which is easily maintained.
3. Opportunity for charging cars, and storage in power
house, during light hours, for use during rush hours.
4. Spring-supported motors and load, doing away with ex-
cessive jarring and pounding on the track, and thus greatly
prolonging the life of the roadbed, the life of the motors, and
contributing to the easy riding of the cars.
5. Low first cost of plant, low cost of maintenance and op-
portunity for making repairs and adjustment without stopping
operation of cars.
6. Freedom from liability of delay in transit from snow, ice
or sleet.
Steel rail production has had a marvelous history during the
thirty-two years since it began. In 186S. says the Railway
Age, rails sold at |174 a ton, but even at this price a tew rail-
way companies had decided that it was economy to begin to
use them instead of iron. Ten years later, in 187S. the price
had dropped to $41.50, and about one-quarter of the railway
mileage of the country was of steel rails. During the next ten
years the price first doubled, reaching ?S5 in 1880, and then
declined to $31.50 in 1SS8. by which time there were 130,388
miles of steel tracks, against 52,979 miles of iron. At the end
of another decade, in 1898, the price had fallen to $18, and
there were 220.800 miles of steel tracks, only about 24,000 miles
of iron remaining. The following year, 1899, saw nearly 9,000
miles of steel added, although in the course of the year, the
price had almost doubled. To-day the mileage of steel is about
230,000. as compared with 20,000 miles of iron— that is, 92 per
cent, steel and 8 per cent, iron — and the battered relics of the
iron age that still linger in scattered sidings and spur tracks
will soon disappear. Although the price, $26, fixed by the
mills for the coming year, is an advance of $8 over the price
at the commencement of 1899. it is less than the average quo-
tation for that year. But it is a higher figure than the large
purchasers expected to pay and if maintained may somewhat
diminish the amount of new construction and renewals which
had been planned on the expectation of a lower price. Still,
compared with $174 a ton, even $26 seems cheap.
A reduction in the size of auxiliary reservoirs for 16-in. air-
brake cylinders is recommended by the Westinghouse Air
Brake Company. Heretofore they have recommended a spe-
cial auxiliary reservoir 18% by 41 ins. in size for use in con-
nection with 16-in. cylinders upon the assumption that the
brake arrangement for locomotives requiring cylinders of this
size would not admit of a piston travel shorter than 6 ins. A
further study of the situation, however, has resulted in a series
of brake designs in which the minimum piston travel may be
advantageously reduced to 4 ins., and on this basis careful
experiments have shown that the most satisfactory results can
be obtained by reducing the size of the auxiliary from 18^4 ins.
by 41 ins. to 16 ins. by 42 ins. The latter size has. therefore,
been adopted as standard for use in coniiection with 16-in.
cylinders of all kinds.
3 78 AMERICAN ENGINEER AND RAILROAD JOURNAL
PULVERIZED FUEL.
About ten years ago D. K. Clark referred to the use of pow-
dered coal as "unique and interesting." It is now much more
than that and is worthy of the most careful attention of
engineers in view of its apparently very promising possibili-
ties. The idea dates back to 1831, when Henschel carried
out experiments at Cassel, Prussia, in connection with brick
kilns and neating furnaces. While progress has been made
continually it was not until recently that commercial success
has been attained in practical operations, but its present em-
ployment in connection with the manufacture of cement in
this country and also in firing boilers both here and abroad
entitle it to a consideration which it has not yet attracted.
The burning of fuel in finely divided form permits of turn-
ing the fuel into gas ana obtaining a perfect and prompt in-
termixture of the gas and air. This constituies perfect com-
bustion, which is necessarily smokeless, and there is good
reason to believe that the results are almost as good with poor
as with good grades of coal, but, of course, the better the coal
which to start a wood Are, as a preliminary to the dust firing,
they are not absolutely necessary and might be removed, but
where they are retained in the boiler, the change back to grate
fii-ing may be easily and quickly accomplished if for any rea-
son it becomes necessary. As to reliability, one experimenter
informs us that he has operated a stationary boiler with pow-
dered fuel, continuously night and day for four months, with-
out any difficulty.
In looking for the disadvantages, two come to the front
and both seem possible to overcome. First, there is the cost of
grinding the coal, but this may be safely figured at 25 cents
per ton or less, although several early experiments were ter-
minated on account of the expense of this part of the process.
With, one type of grinder now in use one horse-power is said
tc be sufficient to grind 100 lbs. of coal per hour. The fineness
of grinding differs among the different systems and ranges
from 200 mesh to impalpable powder. Formerly great- diffl-
rulty was found in grinding moist coal, but this has appar-
ently been overcome. Second, after the completion of th')
combustion the ash is left floating in the gases and it must
Fig. 1.
the less is required. By passing the fuel
into the furnace by means of a stream of
air the regulation of the elements of com- ^
bustion is under perfect and convenient
control, and one great advantage of the
automatic stoker is attained in that there
is no opening of fire doors. That the com-
bustion may take place under ideal conditions is evident from
the fact that powdered coal has been burned with the propor-
tion of 12 lbs. of air per pound of coal, which is precisely the
theoretical chemical requirement. We have also records of con-
tinuous tests showing 18 per cent, of carbonic acid gas from flue
gas analysis of a powdered fuel boiler. With such conditions as
these, or approaching them, increased evaporation may be
expected, and is in fact obtained, over that from the same
fuel burned on grates with a necessarily large excess of air.
With powdered fuel there are no clinkers and the ash is
apparently as fine as the powdered coal and it may be re-
moved through pipes.
Assurance is given that lignite will work satisfactorily when
pulverized, although there are no authenticated records at
hand confirming it. We have seen the tact demonstrated that
very poor coal, works almost as well in this process as bettei'
loal' when the conditions are adjusted as they should be.
There seems to be no difficulty in igniting the powdered fuel,
imd while it is convenient to retain the ordinary grates upon
Fig. 2.
be given time to settle or it will pass out of the stack as an
annoying product. Careful examination of this matter seems
to indicate that with the usual flame way supplied by the
ordinary cylindrical return tube boiler a sufficient distance is
provided in which the dust will settle before going into the
tubes. Probably the change of direction of the gases at the
back end of the boiler contributes to this result, because in
a boiler of this kind there seems to be no more accumulation
of dust in the tubes than from a grate-fired boiler, and there
seemed to be no evidence about the stack of any dust. It
is believed that there need be no difficulty from the ash In
this type of boiler, but what the experience with locomotive
or marine firing may be is yet to be learned. It has been
tried in both of these services, but thus far no demonstrations
have been made of its complete success in either.
The fundamental principles for the successful use of pow-
dered coal heeni to be (1) a lombustiou chamber maintained
at a high temperature, which requires a fire brick arch tu
prevent the flame from impinging at once against the heat-
Deckmber, 1900. AMERICAN ENGINclER AND RAILROAD JOURNAL. 379
Results of Trials— Hy Bryan Donkln.
Trial.
Experimental number..
Date of expei iment, 189.
Conditions, witn or without Wegener's
apparatus
Duration of trial, continuous, hours . . .
Weather ...
Mean steam pressure (from tested Bour-
don Kagc every quarter hour), lb
Coal.
Total coal burned, lb
Coal burned per hour, lb
C'oal burned per hour per sq. ft. of flre-
srrate, lb
Moisture in coal, per eent
Ashes and elinkors in coal, per cent. . .
Water.
Mean temperature of feed water entering
Koilor, Kah
ft.
Total feed water ovaporateii, lb
Water evaporated per hour, lb
Water evaporated per hour per sq
heating surface lb
evaporation.
Lb. water evaporated per lb. wet coal,
from temperature of feed, lb
Lb. water evaporated per lb. wet coal,
Iromandat .12deg. Kah ,1b.. ..
Lb. water e\ aporatcd per lb. drv coal,
from and at 2 2deK. Fah., lb
Caloric value of »oal, lb. water per Ib.j
dry coal, from and at 2i2dcs<. Fah., lb..i
Thermal crtlciency of boiler =
actual evaporation
, . , — .percent
caloric value
Chimney and I'ases
Mean position of damper
Temperature of furnace gases at end of
boiler tube, Fah
Temperature of furnace gases at base of
chinmej', Fah ...
Drait of chimney in side lluc at front of
boiler, inciies of water
1/raught of chimney at base of chimney,
inches of water.
Mean analysis of fur- 1 CO . (>. c. by vol.
nace gases, taken! O "
every quarter hour. I CO
Temperature of air in boiler house. Fab .
Smoke.
Total number of tiraes smuke observed.
Total duration of smoke, minutes...
Mean intensity of saiokc Mr. I). K
Clark s smoke scale), niuubur .
March 29.
Without
7.1
Wet
82
t,GUO
22a
16.3
9.0
U.8
7,928
1,117
2.23
4.956
6.9()
U.-18
12.00
51
II.
April 1.
With
6. fin
Fine and dry
83.4
1,410
211.0
Assu
1'^
med at 15 to 1
48.2"
10,517
1,517
3.15
7.46
9.00
9.11
11.83
105
77
Full open
Full open
above 7jO"
above 75'A"
13-"
413-'
, Water gage os-
11.41 in.
1 ciliated from a
f slight pressure
0 6 in.
) toavacuni.
8.72
15.35
8 13
3.14
0.88
0.0
54"
58-
In this experiment the bars w ere rather too wide apart for tne small coal
used to get the best results.
ing surfaces; (2) the powdered fuel must be thorougtily mixed
with the entering air, so that the air will surround the par-
ticles of coal and the fuel must be delivered in an uninter-
rupted stream: (3) the particles of fuel must be maintained
suspended in the gases until they are completely burned, and
this requires a somewhat long flame-way, for the flame must
not be chilled.
When the coal is finely divided and delivered uniformly
mixed with air a solid radiating flame is produced, which at
fii-st is full of particles of solid fuel in incandescence, and
these rapidly disappear, leaving the larger portion of the flame
merely that of burning gas. One has only to follow this flame,
as the writer has done, by means of peep-holes arranged
through the brick-work of an ordinary boiler setting, to be
impressed with the completeness and ideal character of the
combustion. The flame is that of ga rather than oil. The
fuel appears to be gasified in an intensely hot atmosphere
containing the right proportion of the supporter of combus-
tion.
Different systems handle the pulverization differently. The
Germans prefer to powder the coal in one place and deliver
to the feeding machine in bags, while in this country the
neater and safer process of pulverizing the coal as it is used
is generally followed. A large amount of finely powdered coal
may or may not be dangerous in storage, but there seems to
be a decided .advantage in carrying the dust directly from
the pulverizer into the furnace, because this permits of the
most perfect aeration, and this is essential. The power for
grinding is applied in various ways, either by belt driving
from a small steam engine or by connecting a steam turbine
directly to the grinder. The grinding is usually in two stages,
the first bringing the coal to about the size of split peas and
the second completing the process. The fine grinding seems
to be accomplished best by attrition in a cylinder filled with
rapidly revolving vanes, and from this cylinder a blower takes
the dust Into the furnace through a tuyere, which Is filled with
partitions parallel to the current for the sake of obtaining
the uniform mixture and for spreading and concentrating the
delivery as desired.
At least four different systems seem to be g^lving promising
and, we may say, satisfactory results. Of these the Wegener
process has made considerable headway in Germany and In
Kngland. This process was described and Illustrated In this
.ioiirnai in .July, 189G. The results of trials made on a Cornish
lioiler by Mr. Ijryan Donkln at that time are reproduced In the
accompanying table.
In the Wegener process the powdered coal is delivered to
the feeder in sacks. The fire doors and ash pit openings at
the front of the boiler are closed and the natural draft of
tTe chimney is used to deliver the coal dust to the furnace
through a large duct, over which the dust hopper is mounted.
In the duct is an air turbine driven by the natural air draft.
Fig. 3.
and this operates a revolving sieve and a tapper whereby the
dust is shaken down into the stream of air, by which it is
carried into the furnace. The results of the trials indicate
a decided superiority of the dust fuel over the same coal
burned upon a grate a few days before in the same boiler.
No extraordinary performance is claimed for the Wegener
process, but this test would indicate that its commercial ad-
vantages depend largely upon the cost of powdering the coal.
As far as smoke is concerned, it is perfectly satisfactory.
Another German process, the Schwarzkopf!, is particularly
interesting just now, because of experiments which are being
conducted with it by Mr. Wm. Renshaw, Superintendent of
Machinery of the Illinois Central, upon one of the furnaces
at the 14th Street Power House of that road in Chicago. The
plan of this device is shown in the accompanying engraving.
Pig. 1. Mr. Renshaw is not ready to express an opinion pend-
ing the results of tests which are now under way, but he
evidently considers that there is something in the process and
promises the results when the tests are completed.
The Schwarzkopff feeder is attached to the furnace front
and consists of a hopper containing the pulverized coal, a
rapidly revolving brush to feed the coal through an opening
into the furnace, and an air opening for the control of the
air. The regulation of the delivery of the fuel is had by the
880 AMERICAN ENGINEER AND RAILROAD JOURNAL.
small hand wheel which controls the opening through which
the dust passes to the brush.
The Ideal Fuel-Feeder Company, 164 Montague Street, Brook-
lyn, have been engaged for several years in developing a pul-
verized coal system, and the writer recently examined it as
applied to a cylindrical return tube boiler in commercial oper-
ation in Brooklyn and was impressed with the whole idea, as
no one can fail to be who will take the trouble to investi-
gate it.
The boiler is of 90 nominal horse-power and supplies steam
at SO lbs. pressure. The stack temperature is about 400 degs.
The boiler was taken as it stood when used for grate firing,
and the machine shown in Pig. 2 was applied as indicated in
Pig. 3. A small vertical stationary engine and a belt to the
pulverizer completed the equipment and a return to grate firing
may be made in five minutes, plus the time required to start
the grate fire. After watching the stack for two hours we can
say that the combustion is absolutely smokeless as regards
black smoke. There was at times a light-gray mist near the
stack, but less In amount and of about the character of the
whitish haze from a stack of a coke fire. Prof. D. S. Jacobus,
after a test, says of it: "At times there was no smoke visible
at the stack, and the smoke which did appear under some
conditions of the fire was of a very light character, being in
the nature of a gray mist extending hut a few feet from the
chimney. When working under proper conditions there was
little or no smoke produced."
On the day of our inspection Clearfield bituminous coal was
used, which has about 75 per cent, fixed carbon and 20 per
cent, of volatile matter. The crusher and pulverizer require
about six horse-power, but this machine has a range of capac-
ity from 200 to 900 lbs. of coal per hour, which Is hardly a
fair test of the power consumed by the pulverizer, because
its capacity is much greater than that of this boiler. A
glance at the engravings will show that the machine is in three
parts, the grinder, the pulverizer and the blower. The success
of this system seems to be chiefly in the satisfactory aeration
of the fuel, and its imiform delivery. Experiments are now
being undertaken to determine the possibility of firing several
boilers from one machine, and if the dust can be delivered
uniformly to several furnaces a long step in the direction
of practical application to boiler plants will have been taken.
It is also the intention to apply it to locomotive and marine
practice, where a wide field awaits a successful system. We
have records of evaporative tests with Clearfield coal, show-
ing 10.48 lbs. of water per pound of coal, the feed water be-
ing at 72 deg. P. The same coal has given about 6 lbs. on
the grates of this boiler.
FAST RUNS ON THE LEHIGH VALLEY.
Black Diamond Express.
During the period from October, 1897, to July last, the "Black
Diamond" express of the Lehigh Valley has made a number of
fast runs which have been tabulated by the passenger depart-
ment and are reproduced in the accompanying table:
FAST RUNS MADE ON I;EH1GH VALLEY RAILROAD.
Distances Over 100 Miles.
The efficient lighting of freight yards at night is a difficult
problem, and one which has as yet been solved in but few
cases. Good lighting is most desirable lo facilitate the work
of carding the cars and carrying on the various switching
movements, but the conditions are very unfavorable. Electric
lighting Is in many ways the most satisfactory, but great care
needs to be taken in placing arc lights so as to avoid long
shadows as far as possible. This means the use of very tall
poles. With lights badly set, the alternations of patches of
bright light and moving shadows of intense blackness (by
contrast) are probably more dangerous than a uniform dark-
ness to which the men's eyes become more or less accustomed.
The writer has in mind a case where the electric light was
introduced in a dock shed formerly lighted by gas jets and
hand lamps. The general effect was surprising: the whole
shed seemed to be light. The intense shadows, however, were
at first a great source of annoyance to the men trucking loads,
and when they began to get used to them, several accidents
occurred through men stepping off the edge of the dock in
the shadows. As a result, the entire arrangement of the arc
lamps had to be changed, by placing the lamps as high as
possible and so distributing them as to prevent the long ana
intensely black shadows which existed under the original ar-
rangement.—E. E. R. Tratman, Western Railway Club.
d
S
En
Date.
July 20, 1898.
July 21, 1899.
From
To
Dist.
9
9
Sayre
Sayre
Kuflfalo
Buffalo
177
177
169
170
63
62
Distances 50 to 100 Miles.
a
'3
EH
Date.
From
To
Dist.
111
O.P.O
m ■a
10
10
10
a
9
Oct, 11. 1897.
Oct. lli,
June 6, 1898.
Jan. 9, 1899.
Mar. 22,
Mar. 23,
Nov. 2,
Easton
Easton
Easton
Manchester
Manchester .. ..
Kuflalo
So. Plainfleld ....
Parkview
Parkview
Buffalo
Buffalo
60.4
65.6
65.6
88
as
88
69
48
60
61
86
85
83
61
64
66
62
61
62
10
Manchester . .
Manchester ...
61
10
W'ende
85
Distances Under SO Miles.
9
9
10
9
9
10
9
9
9
9
10
9
10
10
HI
9
9
111
9
9
10
9
10
9
9
10
May
May
June
July
\ug.
Oct.
Not.
Feb.
feb.
Mar.
Jxly
July
Oct.
I )ct.
Oct.
Oct.
Oct.
Oct.
Nov.
Nov.
Dec.
June
Jan.
Aug.
Aug.
Aug.
Oct.
Oct
Dec.
15, 1899.
20,
21,
18.
19,
13.
3,
12, 1900.
19,
3,
21,
0 1897.
9.
13,
IB,
IS,
21,
1,
11,
11.
9 1^98.
13.
B,
9,
31.
3,
17,
16,
So. Somerville. .
Laceyville
Wysox. ,
Laceyville .. .
i.aceyville
Ruiiimertleld. .,
Alpine
Hluman
Alpine
Bala via
Hornet's Ferry
Alpine
Musconetcong.
Three Bridges.
Houiet's Feriy
Wyalusing.
Ft. Reading.
Musconetcong.
Wyalusing. .. .
Hector
Towanda
Parkview
Musconetcong.
So. Somerville
t'arkview
So. Plainfleld.
Burdett
Alpine . ...
Laceyville
To
Landsdown ....
Rixmmerfleld . . .
Wyalusing
Wysox
Hornet's Ferry.
Laceyville
Geneva Jet
Geneva Jet
Kendaia
Depew Jet
Laceyville
Kendaia
Three Bridges.
Bound Brook...
Laceyville
Wysox
Landsdown
Bound Brook ..
Wysox
Kendaia
Laceyville
So. Plainfleld..
Three Rivers, ..
Landsdown —
So. Plainfleld..
Parkview
Kendaia
Kendaia
Kummerfield...
5a.s
Dist.
i'^a
19.5
16
18.9
U
16.8
14
26
22
15
12
18.9
15
43.9
33
44.9
37
34
25
27.5
23
15
12
34
23
15.4
12
15.5
11
15
11
16.8
13
21.9
18
30.9
26
16.8
14
17.6
n
30
25
l.i.2
14
15.4
13
19.5
17
15.2
13
15.2
13
22.9
17
34
26
18.9
15
0) dj 2
73
82
73
72
75
76
CO
73
82
70
75
89
77
85
82
78
71
71
72
88
72
66
68
69
70
70
82
79
76
The regular schedule of this train is, westbound. New York
to Buffalo, 448 miles, 9 hours and 55 minutes. Including the
ferry and 13 stops. Deducting time consumed by the ferry and
stops, the actual running time of the train between Jersey City
and Buffalo, 447 miles, is 9 hours and 12 minutes.
The regular schedule of the train, eastbound, Buffalo to New
York, 448 miles, is 10 hours and 3 minutes, including ferry and
13 stops. Deducting the time consumed by ferry and stops, the
actual running time of the train between Buffalo and Jersey
City, 447 hours, is 9 hours and 20 minutes.
Especial attention is called to the fast run made by train No.
9 on July 21, 1900, Alpine to Kendaia, a distance of 34 miles in
23 minutes, or a speed of 89 miles per hour. Another instance
is shown on November 3, 1899, where train No. 9 ran 43.9 miles
in 33 minutes, this being SO miles an hour.
It is understood that these figures are taken from the train
sheet records.
The first of the new Monitors, the "Arkansas," was launched
at Newport News, November 10. These vessels will have a
single balanced turret forward, with 9 in. of steel armor and
equipped with two of the new type 12-in. guns. They will
also have four 4-in. rapid-fire guns, three 6-pounders, and four
l-pounders.
dk BMBER, 1000. AMERICAN ENGINEER AND RAILROAD JOURNAL. 381
AIR BRAKE HOSE SPECIFICATIONS.
Belgian and French Railroads.
In connection with the discussion on Ijrakes and couplings
before the International Railway Congress, Mr. J. Doyen, En-
gineer of the Belgian State Railways,* presented some of the
details of foreign practice with regard to air-hrako hose
which will interest our readers who have been concerned
by the great expense of hose maintenance. Mr. Doyen speaks
of the hose as being mainly responsible for the maintenance
charges of the brakes. Many foreign roads have adopted hemp
coverings to protect the hose, and the French Northern has
increased the life of the hose 50 per cent, by varnishing
ana tarring it before applying the covering. Mr. Doyen con-
cludes his paper with extracts from the specifications of sev-
eral roads which we reproduce from the record.
The Belgian State Railways specify as follows: The density
of the rubber shall be at least 1.10 and it shall be vulcanized
by means of sulphide of antimony. The rubber shall, without
losing its qualities, support a dry heat of 266 deg. Fahr. for one
hour, and a moist heat of 320 deg. Fahr. for three hours; it
shall leave when burnt 42 to 45 per cent, of ash composed
of equal parts of oxide of lead (litharge) and oxide of zinc.
The canvas used in making the tubes shall be up to sample.
The tubes must be capable of being placed without tearing
on a mandrel the maximum diameter of which is 1% in. for
tubes the interior diameter of which is 1 1/16 in., and 1% in.
for those of 1% in. diameter. Tubes of 1 1/16 in. interior diam-
eter are made with tour layers of cotton canvas, those of
IM in. with five layers. The tubes must be provided at each
end with a ring of rubber 2/25 to 3/19 in. thick; plunged in water
and filled with air at a pressure of ten atmospheres they
must not deteriorate and no air bubbles must escape. The
tubes are to be guaranteed for two years and a half.
On the French Eastern Railway the pressure test is limited
to 7 kilograms per square centimeter (99.6 lbs. per square
inch), and the tubes are guaranteed for two years.
The French Southern requires special tests. A sample of
the rubber reduced to small pieces and heated in a drying
oven to 275 deg. Fahr. for six hours, must remain elastic,
and must not become brittle or alter its properties. Another
sample placed in chlorine at 68 deg. Fahr. for twenty-four
hours must not harden or crack on the surface. A third sam-
ple must not crack or change its shape if heated for an hour
to 248 deg. Fahr. in the mineral oil called "Mazout." The pro-
portion of mineral matter and ash contained in the rubber
must not be greater than 45 per cent. Under the action of a
solution of caustic soda in alcohol, the rubber must not lose
more than 15 per cent, of the weight of pure rubber it con-
tains. Washed afterward in nitrobenzene the loss must not
be more than 35 per cent, of the same weight of pure rubber.
These tests are to be carried out as follows:
One gram of shredded rubber is to be digested for an hour
at boiling point in a flask fitted with a return condenser with
a mixture of 4 cubic centimeters (0.244 cubic inch) of pure
soda lye at 36 deg. Baume and 17 cubic centimeters (1.037 cu.
in.) of 95 per cent, alcohol. The solid matter left is to be
washed with boiling water, until the washing water is neutral,
then collected on a weighed filter and dried at 100 deg. C. (212
deg. Fahr.) until the weight is constant. The weight of dry
matter remaining, subtracted from one gram, will give the re-
quired loss of weight.
Let c be the percentage of ash. F the loss of weight (in cen-
tigrams) found above. Then the loss as a percentage of the
weight of pure rubber will be given by the expression:
100
100 — e
'Bulletin, International Railway Congress, July, 190O, page 2,175.
The insoluble residue obtained above ia then to be digested
for about an hour at about 20 deg. C. (68 deg. Fahr.) with
30 cubic centimeters (1.831 in.) of nitrobenzene, then filtered
and washed, first with 30 cubic centimeters of nitrobenzene and
then with 100 centimeters (0.103 cu. In.) of 95 per cent, alcohol.
The residue is then to be dried at 100 deg. C. (212 deg. Fahr.)
until the smell of nitrobenzene has disappeared.
Let A be the new loss of weight (In centigrams) thus found,
then the loss due to nitrobenzene, taken as a percentage of
the pure rubber, will be given by the expression:
100
100 — c .«_
The Paris-Orleans Company requires that the tubes should
stand an interior pressure of 30 kilograms per square centi-
meter (426.7 lbs. per square inch) without permanent stretch.
They must be capable of being bent to a radius of 400 milli-
meters (4 ins.) throughout their length, without breaking or
flattening.
On the Paris-Lyons and Mediterranean Railway the tubes
are in the first place slipped on to the connecting pieces, which
have been painted with rubber solution. It must be possible
to do this without the use of a mandrel to stretch the tube,
and without tearing or stripping the rubber. The tubes hav-
ing thus been provided with a metallic coupling piece at each
end, are fixed to these coupling pieces by means of metal
bands drawn up by a screw. They are then tested for leakage
at a pressure of 10 kilograms per square centimeter (142.2 lbs.
per square in.). At this pressure the increase in exterior
diameter must not be more than 4 millimeters (3/19 in.). A
certain number of tubes from each batch are tested for bend-
ing as described hereafter, which, filled with air at a pressure
of 8 kilograms per square centimeter (113.8 lbs. per square
inch), they are then tested again for leakage at a pressure of
10 kilograms per square centimeter (142.2 lbs. per square inch).
For the bending tests each tube, with its coupling pieces, is
put in a special machine, which reproduces as nearly as pos-
sible, by means of oscillations of 200 millimeters (8 ins.) ampli-
tude, the deformation which the tubes undergo in practice on
the coaches. The tubes are subjected to a series of 20,000
oscillations, with an interior pressure of 8 kilograms per
square centimeter (113.8 lbs. per square inch). If the oscilla-
tion tests reveal no defect, and if during these tests the metal-
lic coupling pieces at the ends of the tubes are not displaced,
the tubes undergo the second leakage test at 10 kilograms
(142.2 lbs. per square inch) pressure as mentioned above.
In discussing the problem of securing adequate freight house
facilities in very crowded districts, in a paper before the West-
ern Railway Club, Mr. E. E. R. Tratman expresses the opinion
that there are already cases where economy would well warrant
the installation of tracks on two fioors, the cost of land being
greater than that of the additional building and equipment.
Mr. E. P. Dawley, of the New York, New Haven & Hartford
Railroad, states that ?2 per square foot extra, above the cost
of a one-story house, ought to give a good mill-construction,
slow-burning type of building two stories high. The arrange-
ment would be easily established on a side-hill location, but
could also be established in flat localities with comparatively
little additional expense, and prove a profitable and economical
investment. Coaling stations quite frequently have approaches
of 5 to 6 per cent., or even 10 per cent., for the loaded coal
oars, which are pushed up by a small dummy car on the end
of a cable, or by other suitable means. At coaling piers, etc.,
the loaded cars— with 39 to 50 tons of coal — are sometimes
hauled up inclines of 25 per cent, to the top of the pier by
cables. Similar methods could be used for the freight houses,
and if the low-level tracks weie depressed 4 or 5 ft., the in-
cline approach to the high level would be quite short.
382
AMERICAN ENGINEER AND RAILROAD JOURNAL.
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LNGmEER
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G. M. BA8FORD, Editor.
E. E. SILK, Associate Editor.
DECEMRER, 1900.
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EDITORIAL ANNOUNCEMENTS.
Advertisements. -A'o^Ains' urill be inserted in this journal for
pay. EXCEPT IN THE ADVERTISING PAGES. The reading pages vrill
contain only such matter as u'« consider of interest to our
readers.
Special Notice — As the American Engineer and Railroad
JouRNAi. is printed and ready tor mailing on the last day of
the month, correspondence, advertisements, etc., intended for
insertion must be received not later than the 20th day of each
month.
Contributions.— ^rtic^es relating to railway rolling stock con-
sti-uction and management and kindred totrics, by those who
are practically acquainted with these subjects, are specially
desired. Also early notices of official changes, and additions of
new equipment for the road or the shop, by purchase or construc-
tion.
To Snbscribers.— ?A« American Engineer and Railroad
Journal is mailed regularly to every subscriber each
month. Any subscriber who rails to receive his paper ought
at once to notify the postmaster at the office of delivery, and in
case the paper is not then obtained this office should be twtifed,
so that the missing paper may be supplied. When a sub-
scriber chaiises his address he ought to notify this office at
once, so that the paper may be sent to the proper aestinatimi.
Thepaper may be obtained and subscriptions tor it .sent to the
following agencies: Chicago, Post Office ^^elcs Co.. 217 Dearborn
street. London, Eng., Sampson Loir, Marston & Co., Limited
St. Dunstan's House. Fetter Lane, £. C.
The satisfying results of awarding prizes in manufacturing
plants to men who suggest the most valuable improvements
and the steady increase in the practice raise the question
whether the idea is not equally applicable in railroad shops.
If a superintendent of motive power should be authorized to
offer to the shopmen several prizes, varying from perhaps $100
to 125, to be awarded annually for the suggestions which lead
to the greatest amount of saving in cost of the work, it is prob-
able that the investment would pay handsomely, as it does in
other large establishments. In a thousand workmen such as
are found in locomotive and car works there must always be
many bright, intelligent men whose interest might be enlisted
in this way.
The locomotive of to-day is a noble production, and we are
in hearty sympathy with every effort toward symmetry and
beauty in design. Americans are accused of building locomo-
tives which have the appearance of being "blasted out of the
solid rock." in the pursuit of simplicity, and this in many
cases amounts to an utter disregard of appearances which
seems unnecessarily severe. In a recent address before the stu-
dents of Purdue University, Mr. Waldo H. Marshall, of the Lake
Shore, defined the conditions in working up a design as (1)
Safety; (2) Efficiency and reliability in service; (3) Economy,
and (4) Beauty of the whole design. Upon the last point he ex-
pressed a high and worthy ideal when he said: "The modern
locomotive, with its mammoth proportions and simple out-
lines, Its great boiler indicative of power, and its well propor-
tioned machinery is altogether too magnificent and majestic
a piece of work to leave the hands of the designer in a crude
and unfinished state. A handsome locomotive hauling at high
speed and apparently with so much ease a long passenger train
or dragging with slower motions many hundreds of tons of
freight, is a sight which pays the designer for all of his labor,
and if we reflect upon the great work which the locomotive Is
doing, and will yet do, for mankind in the development of the
resources of nations, and the extension of the bounds of civil-
ization, we find inspiration for careful, conscientious work in
the assurance that whatever can be contributed to the perfec-
tion of the locomotive is worth the best efforts of the me-
chanical engineer."
THE STAYBOLT PROBLEM
In the matter of staybolts one of two things is certain. They
should be made so that they will not break or locomotive boil-
ers should be so constructed that staybolts will not be neces-
sary. Both are possible, and the exigencies of present service
demand a decided step away from present practice, which is
giving so much trouble. Delays to engines because of inspec-
tion and necessary replacements of broken bolts and the cost
of present methods are becoming sufficiently important to de-
mand radical treatment without consideration of the question
of safety at all.
The extent of the effect of the advent of the wide firebox on
this question is uncertain. It is expected to lead to an improve-
ment, and such a plan as Mr. Gaines presents elsewhere in
this issue will probably tend in the same direction. These,
however they may affect the future, cannot help matters with
the 35,000 or so narrow fireboxes in use in all parts of the coun-
try. These constitute a problem by themselves, and it is highly
desirable that a remedy should be found to meet the needs of
these, and also new fireboxes, in the same way.
Enough is known of the peculiar relative movements of the
inside and outside firebox sheets to show the necessity for '
flexibility in the staying, and it has been said that, if the ends
lould be properly secured in the sheets, wire rope stays would
be ideal. Perhaps they would, but It is now believed to be
doubtful whether the typical sling stay so long used for crown
sheets would not be even better, because it permits of a slight
approach of the sheets toward each other. This is held to b" a
necessary feature by one who has experimented with stayholts
and stuffing boxes to measure these movements. Mr. J. B.
Barnes, Superintendent of Motive Power of the Wabash Rail-
road, has kindly enabled us to illustrate and describe in this
issue an important improvement in staybolts which he has
devised after an experience of thirty-five years, and he has
taken a great deal of trouble to give us a thorough description.
He believes this design to fully meet the needs, and further-
more says:
"We have removed and replaced in the fireboxes of 30 of our
high-pressure engines between January 1 and September 1,
1900, 3,100 staybolts of ordinary design, and we use in stay-
bolts of our make the best material we can get for the pur-
pose. On a road with large and closely assigned equipment
the aggregate detention to engines on account of renewals of
staybolts is a very important and expensive item. Taking
engines out of service for this purpose and substituting others
interferes with traffic and takes time which is very valuable,
in addition to the large expense of repairs."
In previous issues* we have endeavored to inform our readers
nf progress in staybolts. At present a flexible connection with
the outer sheet seems to be the most promising factor. These
bolts will cost more than ordinary ones to instal, but If they
do not break, the expense is justified. We do not believe tH&t
present common practice in staybolts will be perpetuated or
even defended much longer.
•American Engineer and Railroad Journal, September, 1897, page.
319; December, 1899. page 382; and January, 190O, page 3.
December, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 383
CORROSION OP STEEL CARS.
Apparently Not a Cause for Anxiety.
If cars made entirely of steel are to have short lives because
of corrosion, it is important to know it, because of the num-
bers which are being built. We considered the subject suffi-
ciently important to secure an expression of opinion from a
railroad mechanical officer whom we consider the best authority
to be had. His experience covers the period of a little more than
two years since the beginning of large orders for steel coal cars,
and he finds no evidence that they are being injured by cor-
rosion. He does not say that there has been no corrosion
at all, for in the case of a small number of cars which stood
on a side track loaded with soft coal for 90 days, some of
the hopper plates and door fixtures were corroded, but not
more than was to be expected. In fact, as much trouble has
been experienced with wooden cars under similar conditions.
Sometimes the door fixtures and truss rods of wooden cars
have suffered; also the trucks and even the rails. This officer,
who, for obvious reasons, does not wish his name used, believes
that his experience has been long enough, and we know it has
been wide enough, to develop the weakness if it exists. His
opinion is reassuring.
In France (see the American Engineer, Vol. LXX.. page 171,
1896) Mr. Tolmer. in 1896. found that steel frame cars showed
the following proportional losses in section from corrosion
and rust:
Cars built In Life. Loss in per cent
1869 27 years 6.0
1874 22 years 4.0
1875 21 years 3.1S
In the same year, 1896. Mr. E. M. Herr. then Assistant Su-
perintendent Motive Power of the Chicago & Northwestern,
found that iron locomotive tender frames showed a waste of
from 10 to 15 per cent, in section in service varying from
9 to 17 years, the exposure to the weather being noticeably
severe upon them, and the use of paint almost wholly neg-
lected. Mr. Tolmer recommends painting steel cars every
three years and if this is carefully done the structures are
expected to last from 40 to 60 years in France, which is long
enough for any part of railroad equipment to become obsolete
several times over. Locomotive tenders are subjected to infi-
nitely more severe service than that of coal cars, and there
has never been a question of what material should be used
for their construction. Neither is wood considered as a better
material for the coal space of tenders. If a steel car is thor-
oughly painted every three years the life of the understructure
will be indefinite and, except for repairs due to wrecks, there
should be a little expense required, probably much less than
with wooden cars The cost of repairs to a wooden car aver-
ages about $40 per year (Interstate Commerce Commission
Statistics), and It is probable that this amount per year will
be more than enough to keep steel cars in good condition for
several times the life of wooden structures. It has been pretty
well established that with wooden cars the repair expense may
be divided as follows: Body, 36 per cent.: trucks, 32 per cent.:
draft gear, 32 per cent. The trucks and draft gear being com-
mon to both, will balance each other, and there remains a
steel car body to be maintained against a wooden one for 36
per cent, of the total cost of repairs. It is reasonable at least
to expect this ratio to be maintained, and it is probable that
the total cost will not be increased by the steel cars in spite
of the fact that they carry more freight and are generally
used more continuously than the wooden cars.
It is important to design steel cars to prevent the bending
or "working" of the plates near the joints because of the op-
portunity for corrosion which such bending offers. The draft
gear question is also important, and much more so as the ca-
pacities increase. Those ordering large steel cars, or lar^
capacity cars of any type, should take up this question care-
fully or their draft gear troubles will enormously increase.
Summed up in a few words, the situation seems to warrant
this conclusion: That steel cars, or any other cars, should
not be used for the storage of soft coal, for any length of time,
particularly wnere exposed to the weather; steel cars should
be painted thoroughly and often enough; the draft gear should
be adequate to meet the demands upon It, and if these pre-
(autions are taken steel cars ought to be practically Inde-
structible, or at least as much so as ateel bridges: that Is to
say. they will outlive their usefulness.
THE DEPTH OF WIDE FIREBOXES.
In heralding the advent of the wide firebox for soft coal
burning, in the November number, we have been taken to
task concerning the omission of a consideration of the depth
of the firebox. A correspondent who is securing most satis-
factory results with wide fireboxes and is enthusiastic In their
praise, fears that in the desire to secure adequate grate area
the Importance of depth in the firebox will be neglected. He
insists that, for soft coal, the firebox should be both wide and
deep, and he is probably entirely correct, because there appears
to be every reason to lielieve that the more combustion space,
within the limitations of the locomotive, the better. But we
believe that the wide grate has so much to offer in the way
of improvement that the gain due to width is greater than
that to be obtained from depth. If both cannot be had, it will
probably be found best to get the width at a considerable sac-
rifice of depth. We have particularly in mind the six-coupled
engine for fast and heavy passenger service, to which It Is diffi-
cult to apply a wide firebox without making it very shallow.
A six-coupled engine is a necessity upon roads having fast.
heavy trains making frequent stops, and it is this type which
seems to offer the difficulties, and it is relatively easy to
secure deep fireboxes with the Atlantic type wheel arrange-
ment. If it is possible to use a wide and shallow box over
very large driving wheels the powerful passenger engine will
be easy to design.
Another correspondent supports the wide and deep box. He
5--ays: "There is a distinct diiference between the wide, shal-
low firebox, as a type, and the wide, deep firebox. The wide.
shallow firebox over the driving wheels is certainly not new.
but it does not seem to be well suited to bituminous coal, which
cooies from the mines in sizes varying from very large to ver>'
small pieces."
A Western motive power officer in commenting upon the ar-
ticle referred to, "Emancipation of the Grates," says: "I am
firmly convinced that in high-power modern engines, up to
the present time, sufficient grate area and firebox volume have
not been furnished. It will be necessary to adapt the amount
of grate area to the fuel, which, as stated in the article, can be
accomplished by means of large areas and of dead plates, if nec-
essary to reduce the area, and where it is necessary to use dead
plates it will be rather an advantage Instead of a disadvantage
in that the firebox volume will be large. This will furnish
nn excellent combustion chamber. I think that all of the ad-
vantages of the larger grate area set forth in this article will
be realized."
This gentleman is not troubled about the depth of the firebox.
He says: "A reduction in depth will come with the use of
wider fireboxes in some types of engines, but this. I think, will
be offset by the many advantages."
A superintendent of motive power who has just ordered a
number of consolidation engines with wide fireboxes, recently
wrote: "I agree entirely with your views on the subject, as is
evidenced by the fact that we are now having a number ol
heavy consolidation engines built with wide fireboxes giving
nearly 50 sq. ft. of grate area. The recent experiments with
the r. & N. W. engine seem to demonstrate beyond argument
the I ossibilities of economy inherent in the design. The only
adverse condition which should be apprehended is in the case
of engines whose service requires them to stand under steam
for a large part of the time with a correspondingly small time
of active work. Under such conditions it may be more eco-
384 AMERICAN ENGINEER AND RAILROAD JOURNAL.
nomical to burn fuel at high rates of combustion during the
relatively brief period of maximum work, in order to avoid
excessive standing losses.
"To the motive power official one of the most attractive feat-
ures of the wide grate is the possession of engines which may
be depended on to steam freely with any grade of fuel. There
can be few such who have not been at times exasperated by the
constant reports of trains delayed by low steam, due to poor
coal. Lack of uniformity in quality of fuel is a condition which
must be accepted and faced, and the large grate is at present
the most hopeful solution of the problem.
"The most Interesting question as to the development of
the type is in regard to the practicability of designing heavy
freight engines in which high tractive power requires a large
percentage of total weight to be carried on the driving wheels.
In such designs, trailing wheels are out of the question, and
careful design is needed to reach the most harmonious adjust-
ment of parts, since a sufficient depth of firebox must be ob-
tained without raising the boiler excessively, and at the same
time the firebox must be elevated above the drivers. That
the problem is not incapable of solution is demonstrated by
several recent designs, as to the success of which I believe there
is little room for doubt. I think your article an excellent one.
You have not stated the matter at all too strongly."
Another who has ordered a large number of wide-firebox en-
gines says: "I think you have covered the subject in an ad-
mirable manner. I indorse every word of your article on wide
grates. The wide firebox and large grate surface for bitumi-
nous coal have come to stay, I believe, and I believe that they
will give opportunities for increased capacity of locomotives
in passenger and freight service."
The effect of depth of firebox upon combustion is now chiefly
a matter of opinion and the subject needs investigation. To
secure ideal firebox conditions the depth, as well as the area,
needs to be made to fit the coal. Anthracite, with its short
flame, requires comparatively little combustion space, while
'all long-fiaming fuels require more. If coals could always be
selected, those high in fixed carbon would be favorites be-
cause the heat would be developed close to the f '•e, and the
heat developed near tLe fire has a longer journey before be-
coming cold by contact with the tubes.
The three coals in the following list evidently require rather
different firebox conditions:
Fixed carbon. Volatiles.
Pocahontas 75% 18%
Hocking Valley 46% 36%
Streator 44% 39%
Such wide differences in fuels support the contention that
each superintendent of motive power will need to study the
special conditions which he has to meet. It is reasonable to
suppose that Streator and Pocahontas should not be expected
to give equally good results in the same firebox. The former
requires greater depth. We believe that the best develop-
ment of the firebox and combustion is only begun and that
there is more improvement to be had from this than from any
other factor of locomotive design. Its importance is two-
fold, because greater efficiency of combustion means saving of
money and also increase of capacity of the locomotive, which
will amount, in the end, to the same thing.
of the impaired efllclency of the brakes, and, second, because
of the drain on the locomotive boiler to drive the air pump.
Messrs. Petrie and Sheldon spoke plainly on this subject before
the Railroad Club in Buffalo last month, and indicated a con-
dition of air brakes requiring immediate attention. They
stated that with a slight leakage at the couplings, especially
if the air pump is not the largest and latest, it is usually neces-
sary to "cut out" air-braked cars in order to get any service.
They direct attention to faults with the couplings, and say:
"The gaskets are continually wearing out, showing that they
should have a larger bearing surface where they come together,
or made of a different material, to make a larger surface."
They suggest larger couplings or the enlargement of the gasket
in the present coupling.
The necessity for economizing in the use of air becomes
more important with the increasing number of air-braked cars
and the loading of the locomotives up to their full capacity.
Also the exacting character of present-day train service de-
mands the utmost of the brake gear. For these reasons the
brake-slack adjuster is becoming daily more important. The
gentlemen referred to also gave this a high place in the list of
necessary improvements. Differences in piston travel cause dif-
ferences in the .force of application of the brakes, and conse-
quently shocks in the train. With long piston travel the brakes
are less efficient, because of the greater space behind the piston
to be filled with air, and the consequent lower pressure of air
secured by a given amount of reduction. Long piston travel
wastes air in two ways. A car having a 6-in. piston travel and
a train line pressure of 70 lbs. requires a 16-lb. reduction to
give a cylinder pressure of 54 lbs. A car with a 9-in. travel
requires a reduction of 22 lbs. to give a brake cylinder pressure
of only 48 lbs. This may mean a waste of one-third of the air
pumped. It is to be overcome by the use of automatic slack
adjusters. A satisfactory brake adjuster is available and wait-
ing for those who are ready to invest in it.
TIGHT TRAIN PIPES AND UNIFORM PISTON TRAVEL.
Two Air Brake Factors Requiring Attention.
The writer recently examined a recording gauge diagram
from the train pipe of a 30-car train, of air-braked cars, which
showed a 35 minute struggle of the air pump, an old and small
one, to charge the train reservoirs after a rather severe appli-
cation. A larger pump would have reduced the time, but the
chief trouble seemed to be in a large number of small leaks In
the train pipe and couplings. There are two good reasons for
investigating and remedying such conditions, first, on account
LOCOMOTIVE BOILER EXPLOSION.
Great Eastern Railway, England,
An interesting boiler explosion which occurred September 25,
at Westerfleld station on the Great Western Railway, England,
is described in "The Engineer" by aid of a number of engrav-
ings. The engine, which was nearly new, had just hauled a
rather heavy freight train up an incline, and the safety valves,
which were set at 160 lbs., were blowing off at the time.
The plates showed no signs of overheating, the staybolts were
not broken, and there seemed to be no evidence of poor mate-
rial. The firebox appears to have given way inside, at the side
and below the water level, in fact quite low down; it ripped in-
ward, tearing away from the stays until the crown was
reached. At this time the strip torn must have been free
from the mud ring, from which it tore away in the solid plate
and not through the rivet holes. Eighty-eight of the crown
bar bolts were broken. According to the account of the exam-
ination, the events appeared to be as follows:
(1) A rent is made in the side of the box, through which water
rushes out; (2) the pressure in the boiler being reduced, a por-
tion of the water is flashed into steam; (3) this flasnmg process
being once started, it goes on, until in the twinkling of an eye
a pressure is produced great enough to tear up the firebox.
The firebox was of a good quality of copper. It may have
been too good; that is to say, so pure that it was too soft, and
a cheaper and poorer grade might have held intact. The stay-
bolts were not riveted over at the ends. They were drilled and
the threads closed tightly into the sheets by a drift. The fact
that many of them pulled through the sheet indicates the prob-
ability that it would be better to rivet them. It is difficult to
account for the initial fracture of the firebox sheets, and the
only reasonable explanation seems to be that the plate pulled
away from the staybolts and then the events occurred as al-
ready stated,
lEcKMBEh, 1600. AMERICAN ENGINEER AND RAILROAD JOURNAL. 388
TWELVE-WHEEL
HlTTSBURG LOCOMOTIVK WORKS.
TWO-CYLINDER COMPOUND
WITH WIDE FIREBOX.
ClIICAUO & Easiehn
LMNOIS RAILROAIj.
Weights : Total of engine 189,700 lbs.; on drivers 150,000 lbs.; total of engine and tender 287.700 lbs.
Wheel base: Driving 15 ft. 6 in.; total of engine 26ft. 4in.; total of engine and tender ,'jtft.2in.
Cylinders: 21!^ and 33x30 in. Wheels: Driving 54in.: trucli 28in.; tender 33 in.
Boiler: Diameter 72 in.; boiler pressure 200 lbs.
Firebox: Length lOSIn.; width 96in.; depth front "l^^in.; back .'59% in.
Grate: Area ... 72 sq. ft. Tubes: :iOO; 2 in., 14 ft. 0 in. long.
Heating surface : Tubes 2,205.6 sq. ft ; firebox ISl.lsq.ft.; t^ital 2,117 sq. ft.
Tender: Eight-wheel; water capacity 4,500gals.; coal capacity 10 tons.
Twelve-Wheel Two-Cylinder Compound, with Wide Firebox-Chicago & Eastern Illinois RaiJroad.
TWELVE-WHEEL TWO-CYLINDER COMPOUNDS.
With Wide Firebox for Soft Coal.
Chicago & Eastern Illinois Railroad.
The Chicago & Eastern Illinois has Just received five locomo-
tives from the Pittsburg Locomotive Works. They are two-
cylinder compounds, with a grate area of 72 sq. ft., which is
larger than that of recent engines with wide grates for soft
coal. The cylinders are 21% and 33 by 30 in. and the driving
wheels 54 ins. In diameter. The grate is 9 ft. long and
8 ft. wide, and, owing to the width, the cab was placed in
front of the firebox. The new engines have been running
about six weeks, which is too short a time for an estimate of
their qualities. These engines have Mr. Wightman's form of
cylinder and frame construction which was used on the very
large Pittsburgh, Bessemer & Lake Erie engines (American
Engineer, .July, 1900, page 214, and September, page 280). The
frames are of cast steel and special attention was given
throughout to their strength and lateral bracing. The brake
shoes are behind the wheels. The links are placed as near
the forward axle as possible and a motion bar, offset to clear
that axle, connects to the rocker arm which is very close to
the cylinder. The diagram and photograph make this con-
struction clear. The combination of the wide grates and
compounding may be expected to give a good account of itself.
The following table gives additional information:
Twelve-Wheel, Two-Cylinder Compound, Chicago & Eastern Illinois
Railroad.
Wheel base, total, of engine 26 ft. 4 in.
Wheel base, driving 15 ft. 6 in.
Wheel base, total, engine and tender 51 ft. 2 In
Weight on drivers 150,000 lbs.
Total weight In working order 189,700 lbs
Cylinders 21^4 and 33 by 30 in.
Driving wheels, diameter 54 in.
Heating surface, firebox 181.4 sq. ft
Heating surface, lubes 2 265 6 sq ft
Heating surface, total 2,447 sq ft
Grate area 72 sq. f t.
Boiler diameter 72 in.
Boiler pressure .'.200 lbs'
Firebox, length and width !. !!!!.!9 by 8 ft
Firebox, depth, front and back 71% and 59% In
Height, center of boiler above rails 9 ft. 2^ In.
Height of stack above rails is ft
Drivers, material of main centers Cast steel
Drivers, material of other centers Steeled cast iron
Truck wheels, diameter 2S in
Journals, driving axle, size 8H by 10 in
Journals, truck axle, size sy, by 10 in
Piston rods, diameter ' 4 in
Kind of piston-rod packing ' Metallic
Steam ports, length H.-P. 18 in., L.-P. 21 in
Steam ports, width H.-P. 1% in., L.-P 2 in
Exhaust ports, length H.-P. 18 in.. L.-P. 21 in'
Exhaust ports, width H.-P. 3 in., L.-P. 3U in'
Bridge, width 1% in'
Valves, kind of Balance sli'd'e valves
Valves, greatest travel H.-P. 5 in., L -P 6 In
Valves, outside lap j jj,'
Valves, lead in full gear i-is in
Boiler, type of Wootten extended wagon ton
Boiler, thickness of material In barrel 11/15 and % In.
. 386 AMERICAN ENGINEER AND RAILROAD JOURNAL.
Seams, kind of horizontal Sextuple riveted
Seanis, kind of circumferential Lapped and double riveted
Thickness of tube sheets % in.
Thickness of crown sheets 7/16 in.
Crown sheet stayed with radial stays
Dome, diameter 32 In.
Firebox, material Steel
Firebox, water space Front 4 In., back 3^4 in., and sides 3 in.
Grates, kind of Cast Iron, rocking pattern
rubes, number 3(Xi
Tubes, material Charcoal iron
Tubes, outside diameter 2 In.
Tubes, length over sheets 14 ft. 6 in.
Smokebox, diameter •. 73 in.
Smokebox, length 60 in.
Exhaust nozzle Single
Exhaust nozzle Permanent
Exhaust nozzle, diameter 4%, 4?4 and 6 in.
Exhaust nozzle, distance of tip above center of boiler 9 in.
Stack Straight
Stack, inside diameter 16% in.
Stack, height above smokebox 2 ft. 9 In.
Tender.
Type Swivel truck
Thickness of sheets 5/16 and Vi in.
Type of under frame Steel channel
Type of truck Pox pressed steel
Type of truck spring Elliptic
Diameter of truck wheels 33 in.
Diameter and length of axle journals 5 by 9 in. (M. C. B.)
Tender weight, loaded 98,000 lbs.
Tender water capacity 4,500 gals.
Tender coal capacity 10 tons.
PORTABLE STEAM HEATING PLANTS.
Chicago & Northwestern Railway.
A convenient and profitable arrangement for caring for the
steam heating plants for passenger yards at terminals and
other large stations has been devised on the Chicago & North-
western Railway. It is in the form of an old locomotive
boiler mounted on an old 32-ft. 15-ton flat cai- with a suita-
ble housing. It may be disconnected from the permanent pip-
ing and sent to the mechanical headquarters at the approach
of warm weather for repairs and storage until again needed
in the fall.
The boiler is supported on the car with the firebox project-
ing through a hole in the floor, the ash pan being below the
line of the sills. One end of the car is partitioned off for coal
supply, and temporary water pipes are laid and protected
against freezing. The boiler is fed by injectors and the steam
is led through the passenger yards by underground pipes for
heating" the cars. The location is chosen so that it will not lie
necessary to move the steam heating car duiing the entire
Steam Heat Car for Passenger Yards
HAND VS. PNEUMATIC RIVETING.
In our November number a comparison was made between
hand and pneumatic hammer riveting on a locomotive firebox,
showing the marked saving in cost by the latter method. We
have further figures on the same subject comparing the cost
of driving 'b-in. rivets per day of 10 hours by hand and per
day of 8 hours by the long-stroke riveting hammer. The figures
are arranged for comparison as follows:
Hand Driven.
2 Strikers at $3 each $6.00
1 Holder-on at $2.50 2.60
1 Heater at $1.25 1.25
Total $9.75
Average number of rivets driven, 375. at $9.76 $0.0260 each
Hammer Driven.
1 Machine operator at $2.60 $2.50
1 Holder-on at $2.50 2.50
1 Heater at $1.60 1.50
l/12th salary of engineer, 8 hrs. at 25c 1666
l/12th salary of fireman, 8 hrs. at IT^c 1166
l/12th cost of fuel at $2.50 per day 2080
Total $6.9912
Average number of rivets driven, 780, at $6.9912 0.0089 each
Saving per rivet drive» $0.0171 each
Saving 66 per cent.
These costs are taken from the records of several months'
work, and they are believed to fairly represent what may be
done anywhere under ordinary conditions. This work was done
by the Boyer long-stroke riveting hammer, manufactured by
the Chicago Pneumatic Tool Company.
-Chicag) ii Northwests'n Railroad.
winter. The illustration shows one of them as fitted up for
the W. & St. P. division. A number of them are in use, and
they appear to be generally satisfactory. The arrangement of
windows and doors is clearly shown in the engraving, which
was made from a photograph received from Mr. G. R. Hender-
son, Assistant Superintendent of Motive Power of the road.
These cars have been arranged for the reception of the
boilers by Mr. C. A. Schroyer, Superintendent of the Car De-
partment.
The pension system has worked so well on the Pennsylvania
Railroad that commencing January 1 it is to be extended to
the Pennsylvania Lines West of Pittsburg. After that time all
employees who reach the age of 70 years will be retired upon
pensions amounting to 1 per cent, of the regular monthly pay
for the ten years preceeding retirement for each year of ser-
vice. If a man has had $100 per month for the last 10 years
of his service, which covers 30 years in all, he retires on a life
pension of $30 per month. When this plan goes into effect no
persjon will be taken into the employ of the Pennsylvania Sys-
tem who is over 35 years of age unless by action of the Board
of Directors. Such a pension plan may be expected to insure
contentment and steadiness among the men and a relief from
anxieties concerning labor struggles. It is humane, it is hon-
est and altogether good business policy.
UECEMBER. 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 38 7
COkRfcSPOIN DKNCE.
DECAPODS AND COMPOUNDS.
To the Editor:
1 am much interested in tlie data .supplied In the American
Engineer for October, page 319, in specification and illustration
u£ the new heavy four-cylinder compound locomotive of the
"fcioo Line, ' and which we would better recognize by its origi-
nal class as "decapod" than as you have It, a "12-wheel"; at
least, those most accustomed to them will so continue to
class them.
The decapod is a class well adapted for the modern ideas of
heavy weights, large bolleis, wide fireboxes, large heating sur-
faces, high pressure, etc., where, in freight service, there is
work to do at speeds within their necessarily low driver capacity,
which, in an engine of this class and 55-in. drivers, will be
under 25 miles per hour. To illustrate the facility of adaptation
of the decapod to heavy and difficult situations of service, 1 will
state that some years ago — Ui87 — the decapod was supplied to
the Northern Pacific road for use in mountain construction
work and was used during two entire years on lieavy grade.^
and curves, on and through the Cascade range and tunnel con-
struction, and became favorites with the engineering corps,
who had entire control of them during that time. These deca-
pods were lighter and of less capacity than the engine you
illustrate, being plain, simple macliines, 22 by 26-in. cylinders
with ■15-in. drivers, 2,310 sq. ft. healing surface, 140 lbs. steam
pressure and 140,000 lbs. weight on di ivers, with a drivmg wheel
base of 17 ft. and the gauge of whtels compensated to render
easily on the construction curves, which they did admirably.
Undoubtedly the compound featuri' of the "Soo Line" engine
contributes largely to the success which your figures Indicate,
as they are given in the table of coniparison with one of the
heaviest class of simple engines, and p.-opably compounding is
responsible for its economy in tonnage cost per mile, and its
splendid showing of relative capacity in effort made. This
comparison and result brings plainly into contrast the relative
merits of a simple and compound engine of nearly equal power;
and, taken by itself, no doubt is correct in conclusion. There
have, however, been recent instances of successes in each of
these types which will perplex the average mind to decide be-
tween them The "Northwestern" type simple engine with wide
firebox, piston valves, high pressure and ample heating surface,
show an economy in fuel of 20 per cent, over other engines,
and thi- is their regular daily performance; while, on the other
hand tile Chicago, Rock Island & Pacific new compounds, both
tieiii' • and passenger, are capable of doing, and have done, 33
per cent, more work in tonnage hauled than other engines of
the simple type, and with the same expense for fuel. In both
of these instances the engines are worked up to their best effort.
To be correct in estimates of value of types, there should be
iiven to each, all desirable features of design applicable to
their type. Simple engines, for instance, referring to the
C. <t N. W. quoted above, should have wide boxes, large heating
ainfacPR, piston valves, and whatever is found adding to their
value — and the compound to have the same features so far as
practicable.
It tvill be an interesting test when some road getting new
power will decide to make it on strictly equal ground and terms
—and when done, may we all be favored with a statement of
1 esult through the American Engineer.
Chicago, 111. Geo. W. Gushing.
[fJui correspondent directs our attention to a confusion of
types uf locomotives to which we must plead guilty, partially.
Th..- engine has twelve wheels. It Is obvious that a proper
classification of types is needed, and on page 374 of this issue
will be found a suggestion on this subject. — Editors.]
A record of saving by the "Northwestern" type of 20 per
cent, over other simple engines on the Chicago & Northwestern
seems, in some quarters, to have led to the conclusion that
there is no need for the compound locomotive if such improve-
ments are being made in simple engines and we even hear of
tests suggested between wide firebox simple engines and nar-
row firebox compounds, to learn which is better. An experi-
enced physician once advised his students to make changes in
treatment, one at a time, in order to be sure of knowing which
medicine killB the patient. This seems rather suggestive in
connection with the locomotive Just now. A natural inference
would be that- If the compound is advantageous at all, it
should be more so with other advantages, such as a wide fire-
box and a large boiler. That which improves the simple en-
gine should be expected to also improve the compound, but
perhaps not to exactly the same extent.
A.TAX PLASTIC BRONZR.
The Ajax Metal Company, Philadelphia, are obtaining good
results with their new bearing metal, which has been developed
through their long experience and thorough study of the sub-
ject. This metal is an alloy ot copper, tin and lead, combined
through a patented process, whereby a relatively large propor-
tion of lead is used without segregation. The difficulty has been
to secure homogeneity with the desired proportion of lead, and
this was some time ago accomplished successfully with this
process, and the result Is a metal which wears better than
phosphor bronze because it has the all-important quality of
plasticity.
Several years ago the Pennsylvania Railroad made exhaustive
service tests with various combinations of copper, tin and lead,
in order to determine the best composition which would be
suitable for their service, and the conclusions drawn from the
experiments were as follows:
1. The alloy of copper and tin shows 50 per cent, more wear
than the standard phosphor bronze.
2. Ihe phosphorus plays no part in preventing wear, ex-
cepting by producing .^ound castings. ,
3. Wear increases with the proportion of lead.
4. Wear diminishes with the diminution of tin.
5. Alloys containing more than 15 per cent, of lead, or less
than S per cent, of tin, could not be produced because of segre-
gation; but it was believed that if the lead could be still further
increased and the tin decreased, and still have the resultant al-
loy homogeneous, a better metal in every respect would result.
The following table gives the results of these experiments:
Results ot Pennsylvania Railroad Experiments.
Composition.-
Phos- Ar-
Lead. phorus. senic.
9.60 .SO
Metal Tested. Copper. Tin.
Phosphor Bronze, standard.. 79.70 10.00
Ordinary bronze S7.50 12.5')
Arsenic bronze, "A" 89.2<l 10.00 ... SO
.\rsenic bronze, "B" 82.20 10,00 7.00 ... m
.\rsenic bronze. "C" 79.70 lO.OO '"
Bronze, "X" (77.00 S.OO
• • \ 77.00 10.50
Relative Wear.
Phosphor Bronze, standard.. 1.00 | Arsenic bronze, "B". lis
Ordinary bronze 1.40 | Arsenic bronze, "C" ! l!oi
7.00
9.50
15.00
12.50
Arsenic bronze, "A" 1.42
Bronze, "K"
./•9
l.S
The predictions from the Pennsylvania experiments were con-
firmed by subsequent tests made by the AJax Company on an
Olsen friction machine in their own laboratory, and it was
found that there is an almost constant relation between plas-
ticity and wear. Their alloys showed less friction and ran at
decidedly lower temperatures than those of the standard phos-
phor bronze. The results of these tests were as follows:
Tests on an Olsen Friction Machine.
«S
"1
32x
1
^
is2
2'> o
s =
xs
03 ~
S5"
O >'0.
<
O
50
10.5
31.700
32%
7.2
19.550
44
6.7
19,100
40
3,06
17,210
34
1,65
6,690
Phosphor Bronze ISii
Ajax Standard Engine 18^
.'Uax 21 per cent. lead 16
.ijax 30 per cent, lead 16
Ajax 47 per cent. lead 1314
This process Is carried out in all the alloys made by these
manufacturers, and by doing so segregation is prevented in
cases requiring much smaller proportions of lead than Is used
in the plastic bronze referred to. It has been noticed by users
ot Ajax metal that present results are better than were for-
merly obtained, and the company expects to improve them still
more.
3^8 AMERICAN ENGINEfiR AND RAIl^OaD JOURNAL
PERSONALS.
Mr. E. J. "Voung has been appointed General Foreman o£
the Mechanical Department of the Illinois Central at Clinton,
111.
Mr. F. P. Hickey has been appointed General Foreman of
the Atchison, Topeka & Santa Fe, at Topeka, vice Mr. F. J.
Gunther resigned.
Mr. F. P. Mclntyre, Purchasing Agent of the Mexican Cen-
tral, has removed his headquarters from Boston to No. 52
Broadway. New Yoi'k City.
Mr. H. A. Parker, First Vice-President and General Man-
ager of the ChicagO; Rock Island & Pacific, has been elected
to the presidency of that company, vice Mr. M. A. Low, re-
signed.
Mr. C. Skinner, Master Mechanic of the Toledo, St. Louis
& Western, has been appointed Master Mechanic of the Chi-
cago & Alton at Slater, Mo., succeeding Mr. W. J. Bennett,
resigned.
Mr. Charles A. Bingaman, formerly connected with the engi-
neering department of the Richmond Locomotive Works, has
been appointed Mechanical Engineer of the Lima Locomotive
and Machine Works, Lima, 0.
Mr. Wm. Elmer has been appointed Assistant to Master
Mechanic Stratton, of the Pennsylvania, at Altoona, Pa., vice
Mr. J. T. Wallis. recently appointed Assistant to Mr. F. D.
Casanave, Chief of Motive Power.
Mr. W. G. Moore has been appointed Assistant Treasurer
of the Wisconsin Central Railway to succeed Mr. W. R. Han-
cock, promoted. Mr. Moore has, for a number of years, been
secretary to the president and has had a long and successful
experience in railroad service.
Mr. Charles C. Clark, for nearly eighteen years First Vice-
President of the New York Central & Hudson River, has
resigned that position on account of advancing years, and
Mr. Edward V. W. Rossiter, heretofore treasurer, has been
chosen Vice-President to succeed him.
Mr. F. C. Cleaver, Master Mechanic of the Louisville, Bvans-
ville & St. Louis Consolidated, has resigned to become Super-
intendent of Motive Power and Cars of the Wisconsin Central,
with headquarters at Waukesha, Wis., In place of Mr. Angus
Brown, resigned. Mr. Cleaver has been with the Louisville,
Evansville & St. Louis since October, 1896, and was formerly
for fourteen years Master Mechanic of the Terre Haute &
Indianapoiis.
John Hodge, Master Car Builder of the Atchison. Topeka
& Santa Fe and one of the best known car builders in this
country, died in Chicago, November 5, at the age of seventy-
seven years. He was born at Ogdensburg, N. Y., in 1833, and
had been in railway service since 1870. He was for sixteen
years Master Car Builder of the Missouri Pacific, from 1886 to
1887 Superintendent of the St. Charles Car Works, and in 1887
became Master Car Builder of the Chicago, Santa Fe & Cali-
fornia. Since August of the same year he has occupied a
similar position with the Atchison, Topeka & Santa Fe. He
will be greatly missed In the Master Car Builders' Association.
Mr. George B. Reeve, the former General TraflBc Manager
of the Grand Trunk, is to succeed Mr. Charles M. Hays as
General Manager on January 1, 1901. Mr. Reeve entered rail-
road service in 1860 with the Grand Trunk, at the age of
twenty years, as freight clerk at Montreal, working through
various responsible positions. In 1873 he was appointed As-
sistant General Freight Agent and continued in that capacity
until 1881, when he was made 'I raffle Manager of the company's
western line, the Chicago & Grand Trunk. After serving on
the Western lines for six years he returned to Montreal in
1896 as General Traffic Manager, which position he resigned
last May after forty years of service in the Grand Trunk
System.
Mr. Francis J. Cole, who is well known to our readers
through his valuable articles in our columns, has resigned as
Mechanical Engineer of the Rogers Locomotive Works to ac-
cept the position of Assistant Mechanical Engineer of the
Schenectady Locomotive Works. He spent four years as an
apprentice in the machine shops and was afterward draftsman
on the Northern Central division of the Pennsylvania, and in
1881 because chief draftsman of the Trans-Ohio division of the
Baltimore & Ohio, where he spent two years. In 1S83 he went
to the New Y'ork, West Shore & Buffalo, under Mr. R. H. Soule's
administration. From 1885 to 1890 he was chief draftsman of
the car and locomotive departments of the Baltimore & Ohio,
and from 1890 to 1895 was Mechanical Engineer of the Balti-
more & Ohio System. He was appointed Mechanical Engineer
of the Rogers Locomotive Works in 1895, the position which he
now leaves to go to Schenectady. Mr. Cole is a close observer
and a careful student of the locomotive. He is an important
acquisition to the engineering staff of the Schenectady Works
and we congratulate both parties upon the appointment.
Henry Villard died at his home near Dobbs Ferry, N. Y.,
November 12. Mr. Villard came to ihis country in 1853 at the
age of eighteen and started life as a newspaper reporter. His
railroad career began in 1871, while on a visit to Europe.
He formed a connection with Frankfort and Berlin bankers,,
and in 1873 returned to this country, buying for the German
bondholders the property of the Oregon & California Railroad
Company and the Oregon Steamship Company, of which he
was made President in 1875. He became interested in other
railway and navigation companies, which later became so
involved that a collapse resulted, in which he lost very heavily.
Returning to Germany, he formed new financial relations and
came back to this country and started again as a capitalist.
In 1890 he purchased from Thomas Edison his electrical manu-
facturing interests and with the Edison Lamp Company, New-
ark, N. J., and the Edison works at Schenectady, N. Y., or-
ganized the Edison General Electric Company, of which he
was President for two years. In 1889 he became chairman of
the Northern Pacific board of directors, but withdrew from
railroad management after the panic in 1893, when he lost most
of his fortune.
EFFECTS OF A COLLISION ON WESTINGHOUSE FRIC-
TION DRAFT GEAR.
Butte, Anaconda & Pacific Railway.
We have received an account of a collision which occurred
October 14 in the Anaconda yards of the Butte, Anaconda &
Pacific Railway, which constitutes a demonstration of the
value of the Westinghouse friction buffer. Incidentally it
shows a surprisingly small amount of damage to the trains
which were of piessed-steel cars, and on reading the account
it is not to be wondered at that the end cars suffered some-
what. The result looks like a strong argument for good
draft gear and steel cars, combined. The account is as follows:
Switch engine No. 3 was coupled to seven loaded pressed-
steel ore cars at the east end of the yard, being on a side track.
A man had been left to open the west switch, and, under the
assumption that the track was clear, the engineer was given
a signal to come ahead (west), pushing the cars. Twenty-
nine similar cars (loaded) were at the other end of the siding.
December, 1900. AMERICAN ENGINEER AN U RAl LROAD JOU RN A L 389
aboui three-quarters of a mile from where the seven were
coupled. As a result, a collision followed. No time for warn-
ing was given, and the seven cars and engine were moving at
aiiout thirteen miles per hour with the latter working steam.
Under ordinary circumstances the air brakes would have been
set on the twenty-nine care, and it is therefore assumed that
such was a fact, though the number of cars showing evidence
of having received a very severe shock gives rise to some
doubt on this point.
The resultant injury to equipment consisted of the colliding
TWO-CYLINDER COMPOUND CONSOLIDATION LOCOMO-
TIVE.
Minneapolis, St. Paul & Sault Ste. Marie Railway.
Heavy two-cylinder compound freight locomotives of the
consolidation type have just been delivered to the "Soo" Line
by the Schenectady Locomotive Works, and Mr. E. A. Will-
iams. Mechanical Superintendent of the road, states that they
have made their trial trips and are working very satisfactor-
Two-Cvlinder Compound Consolidation Locomotive, " Soo " Line.
E. A. Williams, Mechanical Sdpkkinte.ndent. Schenectady Locomotive Works, Bcilders.
ends of the two cars being considerably damaged, the worst
being the seventh, or last, car from the engine. The damage to
the other car was so much less as to enable it to be readily re-
paired by straightening the longitudinal sills and applying
a new end sill. To facilitate this work (as repair material
had to be ordered from Pittsburg), the end sill was removed
from the car.
At the colliding ends, one coupler was broken in the shank,
close to the head, and the other had the guard-arm broken
off. The coupler was the "Standard." with solid knuckle. All
of the cars were fitted with the Westinghouse friction draft
gear, not one of which attachment, even on the colliding cars,
was damaged in the least.
The opposite from the colliding ends of the two cars men-
tioned had slight kinks in the center sills, near the body
bolster; the striking plate and end sill were bent in about
7/16 in., just oack of the coupler head, and the coupler locking
pin was wedged from the blow received through the knuckle
of the opposite coupler. In 29 cars, 37 locking pins were so
wedged. These were driven out. slightly ground, and re-
turned to their couplers. About 20 cars had the center sills
injured as described, but in no instance was the damage
sufficient to require any repairs.
The average load of these ore cars is 110,000 lbs., their light
weight is 34.800 lbs., and the engine, with tender, weighed
about 150,000 lbs. For the engine and seven cars this makes
a total of 1.163,600 Ids. At 13 miles per hour, and neglecting
the effect of the steam being used, this represents a striking
force of 6,575,000 foot-pounds, which is equivalent to the blow
one of these 110,000-ib. capacity steel cars, fully loaded and
weighing 72% tons, would strike if dropped freely from a
height of 54 ft. Even though no brakes were set on the 29
standing cars, their great weight and the small amount of
slack between them insure that the enormous amount of en-
ergy in the engine and seven cars moving must have been
dissipated in an exceedingly short distance.
That tills was followed oy such comparatively slight dam-
age is a splen.a.d tribute to the Westinghouse friction draft
gear, to which Master Mechanic A. Harrity gives unbounded
praise. While reducing greatly the consequent damage, it
came out unscathed. Nor should the strengtu of the car or
coupler pass unnoticed, though the weakest points in each,
under buffing shocks, were demonstrated to oe as described.
The coupler has a 6-in, shank, in this being out of the ordinary.
ily. We have received from him a photograph and some of
the leading dimensions.
These engines are designed to haul 1,692 tons of train, ex-
clusive of the weight of the engine and tender, up a 42-ft. grade
10 miles long, and to do this when working as compounds.
The cylinders are 22% and 35 by 30 in., the drivers are 55 in.
and the boiler pressure is 210 lbs. The tractive power is
38,660 and the heating surface 2,549 sq. ft. A piston valve is
used on the high pressure side, while the other has an Allen-
Richardson balanced valve. Among the other details we note
extended piston rods and brake shoes at the rear of the driv-
ing wheels. The design is attractive for such a large engine.
The following partial list of the dimensions presents a good
idea of the design:
Builders Schenectady Locomotive Works
Type Compound Consolidation
Cylinders 22% ins. and 35 ins. diameter by 30 ins. stroke
Traction power 3S.660 lbs.
Valves H.-P. piston valve, L.-P. Allen-Richardson balanced
Driving wheels 55 ins. over tires
Welsht on drivers 154. .^iW lbs.
Weight on truck 21,600 lbs.
Total weight, engine 176,100 lbs.
Weight of tender loaded 115.600 lbs.
Total weight of engine and tender 291.700 lbs.
Rigid wheel base 16 ft. 0 in.
Wheel base of engine 24 ft. 1 in.
Wheel base of engine and tender 53 ft. 9 in.
Boiler Straight top, radial stays
Working steam pressure 210 lbs.
Diameter of boiler at arch 73^ in.
Firebox length, 120 ins.; width, 41 Ins.
Tubes, number 320
Tubes, diameter 2 ins.
Tubes, length 14 ft. 0 ins.
Heating surface, firebox 193 sq. ft.
Heating surface, tubes 2.356 sq. ft.
Heating surface, total 2.549 sq. ft.
Grate area 34.16 sq. ft.
Height from top of rail to top of stack .14 ft. 10 ins.
Height from top of rail to center of boiler 8 ft. 6 ins.
Capacity of tender, water 6,000 gals.
Capacitv of tender, coal 10 tons
On the Maine Central a peculiar failure of air brakes was
recently noted. An obstruction was discovered In the train
pipe hose, and upon investigation a dead mouse was found,
The animal had crawled in through the couplin|,
390 AMERICAN ENGINEER AND RAILROAD JOURNAL.
GAUGE FOR 5 BY 9 JOURNAL BOX.
ROUND VS. RECTANGULAR "ROUNDHOUSBS."
Delaware, Lackawanna & Western Railroad.
Mr. J. D. Murray, of the Delaware. Lackawanna & Western,
has sent us a drawing of a convenient gage devised by him
and adopted by Mr. L. T. Canfield, Master Car Builder of that
road, for use in connection with 5 by 9-in. M. C. B. journal
boxes. It has three parts, the middle member runs to the
back of the box and is turned up at the end, the top member
is turned up to catch the front lugs in the top of the box, and
the bottom member engages the lugs at the center of the box
and allows for the width of the standard M. C. B. bearings
and wedges. The scale. A, measures the distance between the
The locomotive "roundhouse" has by universal consent be-
come the building used for the temporary housing of locomo-
tives in this country until the mere suggestion of any other
form of building for this purpose will occasion surprise. Mr.
John D. Isaacs. Assistant Engineer, Maintenance cf Way ot
the Southern Pacific Company, at San Francisco, recently
offered a scheme for a rectangular arrangement of engine
house for discussion before the Pacific Coast Railway Club,
which is worth looking over. We reproduce two diagrams
illustrating his suggestion.
The advantages urged for the rectangular building are: (1)
It provides for the possibility for extension; (2) renders it
easy to use cranes over the engines; (3) saves loss of storage
'] Co^ for ^^.''"^
Convenient Gauge for 5 by 9 M. C. B. Journal Box— Delaware, Lackawanna & Western R.IR.
front and center lugs, or the distance 3% ins. as indicated on
the drawing. The scale B measures the distance from the
front to the back of the box, or that indicated as 9% ins. The
scale C measures the distance between the center lugs and the
back of the box, indicated as 5% ins. The right-hand rivet
holds the bottom to the middle part and the other rivet holds
the top to the middle one.
The gage may be used to measure old boxes in service when
the bearing and wedge are removed, and it is also useful in
measuring boxes in the inspection of cars at the works of the
builders. For the latter purpose it is found to be more con-
venient to reverse the arrangement of the scales and measure
the boxes when turned upside down. For a gage to measure
the width between the lugs Mr. Murray uses a separate piece
of the same shape as the bottom member of the combination
gage, but shorter. It is illustrated in the sketch. These gages
were devised from a suggestion received from Mr. Whyte's
article on page 273 of our September number, in which the 5 by
9 journal box was criticised.
room for stalls which must be kept
free for access to a roundhouse; (4)
saves one turning of engines which
must always be turned twice on a
roundhouse turn-table.
The rectangular engine house re-
quires a turn-table and also a transfer
table, but Mr. Isaacs says that the
transfer table can be built and main-
tained for the cost of the frogs of a 54-
I nnnnnnnnnnnnnnnnnnnnnnnnnnnff
The comments upon brass furnaces in general and upon the
furnace designed by Robert Wagner, of Germany, in our No-
vember number, were made with the idea that the customary
brass foundry methods are very crude and that improvements,
particularly in the melting furnaces, would result in consider-
able saving. The comments were made in ignorance of the
fact that the particular furnace referred to is controlled and
manufactured in the United States by the Ajax Metal Com-
pany of Philadelphia. This furnace has been used by this
company for seven years with excellent results. In fact it is
believed that there is no better furnace known at present for
the smelting of brass. It has stood the test of experience and
the fact that the Ajax people use it in their commercial prac-
tice and that they thought so well of it as to secure the ex-
clusive ownership of the rights in this country, is enough to
say of it as a practical success. We illustrated the furnace be-
cause it attracted our attention as an important improvement
and it is pleasant to learn that our opinion of it has such sub-
stantial and unqualified indorsement.
FRONT ELEVATION
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Scheme for Rectangular " Roundhouses."
stall roundhouse. He believes the time required for handling
engines would be about equal in both plans, and as to the land
occupied by the two classes of buildings, he makes the fol-
lowing comparison:
A circular engine house, with, say, 57 stalls would occupy
a neat area of 3.02 acres. Assuming that three of these stalls
would be kept unoccupied for access to so large a building, the
actual capacity would be 54 engines. A rectangular engine
house with 54 stalls would occupy a neat area of 2.6 acres, or
about 16 per cent, less area than the circular building. But
the roundhouse may be considered as occupying a square of
ground the sides of which are the diameters of the circle. To
offset this there should be added, say, 110 ft. to the length
December, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL 391
of the rectangular house for the extra length required for the
transfer pit outside of the building, and the areas then become:
Rectangular building, 2.74 acres; circular building, 3.86 acres;
or about 40 per cent, more for the roundhouse.
The actual space occupied by the engine house, however, is
seldom as important as the shape of the ground space, and
the facilities for getting a good track arrangement and good
location for the coal chuve, water crane, sand house and ash
pit. Mr. Isaac's suggestion is presented here for two reasons.
It is a plan which may worlt out better than the roundhouse
in certain difficult cases and it may prove to stimulate thought
upon the question of terminal facilities for handling locomo-
tives which is becoming more important with every increase
in congestion of traffic.
THE SCHLENKBR BOLT CUTTER.
Howard Iron Works, Buffalo, N. Y.
Bolton, Reginald P.: "The Construction of Contracts."
Adams, E. T. : "An American Central Valve Engine."
Wlckhorst, Max II.: "Mechanical Integrator Used in Connec-
tion with a Spring Dynamometer."
Read, Carleton A.: "Apparatus for Dynamically Testing
Steam Engine Indicators."
GO.S.S, W. P. M. : "Tests of the Boilers of the Purdue Iiocomo-
tlve."
Bristol. W. H.: "A New Recording Air Pyrometer."
Wheeler, F. Merrlam: "Comparative Value of Different Ar-
rangements of Suction A4r Chambers on Pumps."
Oregory, W. B. : "Tests of Centrifugal Pumps."
Keep, Wni. J.: "Hardness, or the Workability of Metals."
Sargent, Chas. E. : "New Principle of Gas Engine Design."
Kerr, C. V.: "Heat Efficiency of the Gas Engine as Modified
by Point of Ignition."
Jones, Forrest R. : "Power and Light for the Machine Shop
and Foundry."
CHAMBERS' COMPENSATING THROTTLE VALVES.
This machine uses dies similar in action to a lathe tool, leav-
ing a clean and perfect thread with one passage over the bolt,
and when the required length of thread has been cut the dies
open automatically. The dies are simple in form, which re-
Suces their first cost below that of many forms, and when dull
they may he ground like a lathe tool and re-cut many times
before they are worn out. Their attachment or detachment
nay be effected instantly, without removing a screw, pin or bolt,
rhe machine will cut either right or left handed, square, V-
ihaped or coach threads, and a specially strong claim is made
'or accuracy. The design was guided by a desire to render
he operation so simple that any intelligent boy who can read
igures may operate the machine as successfully as a high-priced
A new throttle valve by Mr. John S. Chambers, Master Me-
chanic of the Central Railroad of New Jersey, at Elizabethport,
N. J., has been adopted as standard on that road by Mr. Mc-
intosh. It is designed to provide for automatic adjustment of
the disks of the throttle to provide for differences in the ex-
pansion of the throttle casing and the valve itself. With the
usual construction, and the valve made in one piece, consider-
able difficulty is found in keeping the valves tight. To over-
come this Mr. Chambers makes his valve in two parts, shown
in the detail views. The upper disk has a sleeve which sur-
rounds a corresponding sleeve on the lower disk. The spindle
' ^
1
1
1
The Schlenker Bolt Cutter,
lechanic. The gears and pinions are cut, the wearing parts
re of steel and carefully fitted, the bearings are large and are
rovided with adjustments to take up wear. The machines will
ip nuts as well as thread bolts and will take crooked work as
'ell as straight. They are made in a number of sizes and
apacities from % in. to 3 ins. in diameter. Our engraving
lustrates their general features and gives the impression of
Dnvenience, strength and compact form. The manufacturers
re the Howard Iron Works, Buffalo, N. Y., who also manufac-
ire pulleys, hangers, shafting, vises, pulleys, clutches and spe-
al machinery.
AMERICAN SOCIETY OF MECHANICAL ENGINEERS.
The forty-second meeting of this society will be held in the
)oms at 12 West 31st Street, New York, December 4 to 7. with
le following programme of professional papers:
Parsons, H. de B.: "Comparison of Rules for Calculating the
trength of Steam Boilers."
Porter, Chas. T.: "A Record of the Early Period of High
peed Engineering."
Thurston. Robt. H.: "Steam Engine of Maximum Simplicity
id of Highest Thermal Efficiency."
Sangster, Wm.: "Note on Centrifugal Fans for Cupolas and
orges."
Dean, F. W.: "Power Plant of the Massachusetts General
ospital."
Chambers Improved Throttle,
passes through both and under the washer at the top; a space
of 1/32 in. is provided for automatic adjustment of the dis-
tance between the disks. The inner sleeve has water grooves
and it may also have a packing ring at the top to guard against
leakage of steam between the sleeves.
The valve is ground to the seats as usual, and when the ex-
pansion and contraction of the valve and the casing are the
same the valve acts like an ordinary throttle, but if the casing
expands more than the valve the automatic adjustment takes
care of the difference, which must at all times be very small,
and experience shows that the valve remains tight. Mr. Cham-
bers expects these valves to remain tight between the periods
of general repairs to the engines. As it costs about $8 to grind
a leaking throttle, a considerable saving is expected.
Careful examination of the drawing may lead to the question
of the tightness of the lower disk against its seat when the
casing expands more than the valve, because the steam press-
ure upon the lower disk must tend to raise it until stopped by
the lower end of the sleeve of the upper disk. As stated, there
seems to be no leakage, and this probably means that the
amount of difference in expansion is very small, probably not
more than the thickness of a film of water between the two
disks. When the throttle is operated the two disks seem to
move together as in the usual construction. The improvement
has been patented by Mr. Chambers.
392 AMERICAN ENGINEER AND RAILROAD JOURNAL.
THE LUNKENHEIMER "99 MODEL' INJECTOR.
MANDREL FOR FACING PISTON RINGS.
The "99 Model" Lunkenheimer standard locomotive injector
has been redesigned with a view of meeting tbe severe re-
quirements of a service involving a wide range of loads and
temperatures. It can be started promptly, under most con-
ditions, at all pressures from 30 to 250 lbs., and is not sensi-
tive, there being no fear of uncertainty of action. It works
without adjustment of the steam or water at pressures between
40 and 250 lbs., and the capacity may be reduced over 50 per
cent, at all points. In this model, when the water discharge
is reduced the steam consumption is also reduced in direct
proportion, instead of the water supply being alone cut down.
This is the basis for a claim for economy superior to that of
other makes. Durability was prominently in mind in its de-
velopment. The overflow valve is held positively to its seat
when working and all of the water is forced into the boiler.
The lifting and forcing tubes are combined in one line, the
only tube subject to appreciable wear being the forcing com-
bining tube, which is made large and is free from spill holes.
It may be easily renewed and at slight expense when neces-
sary. All of the tubes are screwed in from the same direction
and all may be removed or replaced without dismantling or
disconnecting the injector more than to remove the steam
valve bonnet. The valves are also conveniently placed and
accessible and the body casting is in a single piece. The
line check valve is of the swing pattern which gives a full
waterway and when worn in the seat it may be reground with-
out removal from the body of the injector.
The starting is by a single movement of the starting lever;
the first portion effects the lifting and the further movement
puts it into full operation. To regulate the discharge the crank
handle is used, and it will change the capacity from maximum
SEaiOII OK A-Jk
SCTIOKOH B-B
The accompanying engraving illustrates an e.\pansion man-
drel for use in facing piston rings on both sides at one opera-
tion and was described by Mr. G. R. Martin, of Thames Dit-
ton. in a recent issue of the "American Machinist." We have
seen many schemes devised for doing this work, but none
quite so effective and convenient as this.
The features of this device are the expansion disk marked
Fiz. I
«•' a
Lunkenheimer Injector.
to minimum at all pressures between 40 and 250 lbs. It is
necessary to manipulate the crank handle only at pressures
below 70 lbs,; above that pressure the injector is started
without reference to the delivery and the water is regulated
afterward without danger of breaking the stream. On short
lifts the water may be as hot as 135 deg. F. at all pressures
up to 250 lbs. A convenient and simple heater attachment is
provided. All injectors are tested before shipment to press-
ures up to the limit stated and with water at 76 deg. F., with
a lift of 5 ft. They are also tested for working hot water.
The manufacturers, the Lunkenheimer Company, Cincinnati.
O., have had remarkably successful results with this model.
This Is the only injector on the market which cuts down the
steam consumption in direct proportion to the amount of water
discharged.
Mandrel for Facing Piston Rings.
B in Fig. 1. around which is placed the ring
to be faced, and the mechanism used to ef-
fect this expansion. A front view of the
disk is shown in Fig, 2. The main body
casting, which is presented in section in the
drawing, is screwed to the face plate of the
^athe, the projecting part, G, fitting into the
hole in the face plate and serving as a guide
in setting the mandrel. Cylinder A slides
freely inside of the main casting, but is
feathered to prevent it from turning. One
end of this cylinder is cone-shaped, the taper
corresponding with that of the expansion
plate. A sleeve, C, fits loosely over the stud
bolt, D, and screws into the cone and Is held
in position by the nut, F.
To go through the operation, the ring is
placed around the expansion disk, the sleeve,
C, screwed sufficiently tight with the fingers
to hold the ring, while it is set true by run-
ning the lathe and holding the blunt end of
the tool to the face of the work. The sleeve
and nut, F, are then further tightened to
hold the ring firmly.
The frankness with which American machinery buikiers and
manufacturers usually show their products and open their
works to visitors calls out frequent comment from foreign
engineers which serves to bring out the contrast between dit-
erent nationalities in this respect. We are not losers by show-
ing others what we have, for in the very act of showing we
may acquire a suggestion of improvement and a thing guarded
and maintained secretly cannot grow as it would in the open
air. Furthermore, one who is large-minded enough to show
his ways to others is likely to be shrewd enough to learn
from otherg,
bficBiBER 1900. AMERICAN ENGlNfiERAND RAILROAD JOURNAL. S03
V. & W PISTON DRILL.
MIETZ & WEISS KEROSENE ENGINE.
■Phe drill shown in the accompanying engraving is that of the
U. & W. Piston Air Drill, manufactured by the Columbus Pneu-
matic Tool Company of Columbus. Ohio. It is of an entirely
different design from other machines of this class, and em-
bodies some novel and practical ideas.
This machine is of the doiihlo-piston type, both pistons work-
U. & W. Piston Air Drill.
ing through the medium of arms and cross-heads upon a sin-
gle shaft, turning it with the power derived from both cylin-
ders. In order to effect this concentration of power a gear
is placed between the cross-heads, working in racks cut at the
base of each. The successive strokes of the cross-heads move
the ends of the arms up and down. The other ends of these
arms encircle the shaft and have teeth interlocking those in
clutches, which, in turn, move along the shaft and engage
lugs on it, thus revolving the shaft. The teeth of the arms
and clutches never engage except on the forward stroke, or
at the time of the upward movement of the end of the arm.
As air enters the cylinders at the end of each stroke, it will
be seen that the gear referred to above is of great importance,
inasmuch as it is the medium of transmission of the power
developed in the return stroke to the side on the forward or
working stroke.
Two valves and a shifter distribute the air. The auxiliary
valve is set by the shifter in its movement up and down, and
the main valve is set by air properly admitted by the aux-
iliary.
The points of superiority claimed for this tool are durabil-
ity, capacity for doing work in close quarters, strength, light-
ness, and the absence of the necessity of frequent oiling.
The fact that kerosene is available everywhere at a low cost
and has the necessary qualities of a good fuel with the high-
est thermodynamic value, has opened a large field of useful-
ness for the kerosene engine in isolated electric lighting plants
and railroad pumping stations.
Its ease of management, economy, and safety recommend It
as a very desirable motor in places where the
steam engine is inconvenient for many rea-
sons. It is true that in the modern steam en-
gine as a power transmitting machine the
chances for real improvement are very limited,
but summing up all its necessaries as a prime
mover, starting at the coal mine, or even at the
coal yard, we have an entirely different situa-
tion. The four-cycle single cylinder gas en-
gine, receiving, as it does at its best, only one
power impulse for every two revolutions of its
shaft, is not the ideal electric light engine.
The engine shown is of the two-cycle com-
pression type, receiving a power impulse every
revolution and provided with a sensitive gov-
ernor maintaining the steady speed required for
belted or direct coupled generators. A small
pump operated and controlled by the governor
injects the precise amount of kerosene (ordi-
nary lamp oil) directly in the motor cylinder,
where it vaporizes and mixes with air for com-
bustion.
The oil reservoir is placed at the side of the
engine frame and at a certain point in each
It was once said by a Scotch university professor to a rather
stupid student, "Mon (he spoke in his native Scotch). I can
teach ye Latin and I can teach ye Greek, but common sense
is beyond my power tae gi' ye; if ye ha'e na that ye air to be
pitied."
In describing the interesting water scoop for tenders on the
Lake Shore & Michigan Southern, on page 345 of our November
issue, we stated that the castings were of malleable iron. This
is misleading, as a glance at the drawings will at once show.
The drawings were made for cast iron parts, and we should
have stated this fact, and also that malleable iron was con-
sidered for future practice. This opportunity is taken to point
again to the feature of this design whereby machine work on
the jointed sections is avoided.
Mietz $c Weiss Kerosene Engine.
revolution a partial vacuum is created in the crank chamber
and in the cylinder. This is sufficient to draw the necessary
oil from the pipes and down past the sight holes which per-
mit its proper regulation by the valves above. The oil for the
crank drops into a groove on the top of the rod, whence it
finds its way to the pin. The automatic oiling devices, it will
be noted, are only operative when the engine is running, and
when the engine is stopped they require no attention. When
the engine is to be stopped it is only necessary to throw up
the little finger which regulates the oil supply.
Catalogues and blue prints of this engine can be had by
applying to August Mietz, 128-138 Mott street, New York.
394 AMERICAN ENGINEER AND RAILROAD JOURNAL.
BOOKS AND PAMPHLETS.
Machine Tools.— The Hilles &. Jones Company, Wilmington,
Del., have just issued a tasteful catalogue of machine tools
for working plates, bars and structural shapes. Among the
tools of large capacity illustrated are single and double punches
and shears, coping and notching machines for I-bars, chan-
nels and angles, railroad fish-plate punches and flsh-plate
notchers; also bending and straightening machines. The en-
gravings are excellent half-tones and the work throughout is
of high character.
Westinghouse Railway Motors.— A pamphlet of 44 pages illus-
trating and describing the Westinghouse standard types of
railway motors has just been received. It presents a number of
different designs which have been evolved in the 10 years' ex-
perience of the Westinghouse concern, to meet various condi-
tions of service and equipment. Special attention has been
given to the construction of the motors to avoid a difference
of temperature rise in the neld and armature windings and the
ventilated armature is cirried to a high development. The
pamphlet also contains illustrations of a few typical power
stations.
Bolt Threading Machinery.— Based upon the extensive and
varied experience which the Webster & Perks Tool Company,
of Springfield, Ohio, have had with all kinds of screws and
bolts and many different makes of machines for manufacturing
bolts, they are offering a line of solid die, automatic thread-
ing machines which are very effective and simple in construc-
tion. Their new catalogue on bolt threading machinery which
has just been received illustrates and briefly describes their
two spindle, rapid, direct, belted and one, two, four and six
geared solid die automatic threading machines. This concern
also manufactures grinding and polishing machinery, which is
described and illustrated in a special pamphlet. This class of
machinery is growing constantly in importance.
Pneumatic Tools.— The Chicago Pneumatic Tool Company has
issued a new catalogue which is their Exposition Edition with
a supplement. The exhibits of this company at Paris were
very extensive and were composed of three separate exhibits.
Their pneumatic tools and appliances, which were shown in
direct application to practical work, in so far as possible, cov-
ered all branches of industry. Among the many new and In-
teresting appliances pictured in this book are pneumatic flue
welders, reducers and expanders, car and locomotive jacks,
cranes mounted on hand trucks for loading axles, timbers and
car trucks, improved oil-rivet heaters and mud-ring riveters,
and, of course, pneumatic hammers. The illustrations are ex-
cellent and the very brief descriptive matter accompanying the
engravings is in English, French and German.
Proceedings of the Rocky Mountain Railway Club, Denver,
Colorado, October, 1900.— This organization has in a very short
time, about six months, been organized and brought to a state
of efficiency which will place it among the successful and im-
portant railway clubs which are doing so much for the im-
provement of our railroads. The first copy of the proceedings
to reach us contains discussions upon the subjects of "Brown's
Discipline" and the delays to trains. Both are important and
they indicate a broad view of the possibilities of such an or-
ganization on the part of the officers. We are in hearty sym-
pathy with efforts to improve railroad practice through clubs of
this kind.
Steel Rails and Fastenings, Vol. II., 1900. — The Cambria
Steel Company, Philadelphia, have just issued a book entitled
"Steel T-Rails and Fastenings." This volume, which is num-
ber two, shows sections of T-rails and their joints, T-rail guards
and frog fillers; also gives in the form of tables, useful infor-
fnation regarding the materials used for track construction,
such as the number of tons of rails required per mile, of various
weights per yard, number of spikes, cross ties, splice bars and
bolts per mile of track, and the number of joint fastenings
to the ton of rails. The book also contains an extensive list
of the different railways and the weight and section number
of the rails used by each. The list shows that most of the
roads have adopted as standard the "American Society of
Civil Engineers" sections, to which about 75 per cent, of all
lails made last year by American mills were rolled.
The contents of the December Magazine Number of The Out-
look are varied. Among the special articles will be found the
fifth installment of the autobiography of Booker T. Washing-
ton, called, "Up From Slavery;" the final installment of Mr.
Hamilton W. Mabie's "William Shakespeare: Poet, Dramatist
and Man," which has now been published by the Macmillans
in sumptuous book form; elaborate articles reviewing the ablest
books of the season in the departments of art, biography and
fiction, with many portrait illustrations; and, most prominent
of all, a series of brief articles by such men as James Bryce,
Henry van Dyke, Edward Everett Hale, President Hadley, of
Yale, and half a dozen others, giving their opinions in reply to
the question "What Are the Greatest Books of the Century?"
The Outlook Company, 287 Fourth Avenue, New York.
Proceedings .of The Master Car Builders' Association, Thirty-
fourth Annual Convention, Held at Saratoga, June, 1900.
Edited by the Secretary, Mr. J. W. Taylor, 667 Rookery, Chi-
cago, 111.
This volume is uniform with those of the proceedings of this
association for several years, and it appears with the customary
promptness which the Secretary has taught us to expect. It
contains the official record of the proceedings of the recent con-
vention, the constitution and lists of oflBcers and members and
a complete set of the drawings of the standards and recom-
mended practice of the association. These are put in most
convenient form for reference. Our readers are familiar with
the work of this association and know the value of the records.
The subjects for next year, which we printed last month, prom-
ise an unusually interesting convention next summer, with spe-
cially inportant discussions.
Air Brake Catechism. A Complete Study of the Air Brake
Equipment, Including the Latest Devices and Inventions
Used. All Troubles and Peculiarities of the Air Brake and
Practical Ways to Remedy Them. By Robert H. Blackall,
Air Brake Instructor and Inspector, Westinghouse Air Brake
Company. Illustrated. Published by Norman W. Henley &
Co., 132 Nassau street. New York. Price, $1.50.
This is the most satisfactory book upon the air brake. It is
written by a practical expert who is familiar not only with
the subject, but with methods of explaining it, and it is both
convenient in form and moderate in price. It is not strange
that it has gone through twelve editions. We have printed
notices of previous editions and can add at this time that the
work is kept strictly up to date. It is well adapted to the use
of students and to men who use and maintain the air brake
because of its clear and concise treatment of the entire suoject.
The engravings are clear enough, but with the exception of
the folding plates they do not call for especially favorable
comment. To one who desires to know how the air brake oper-
ates and how to maintain it or use it this book will be in-
valuable.
Freehand Perspective: For use in Manual Training Schools
and Colleges. By Victor T. Wilson, Instructor at Cornell
University. Published by John Wiley & Sons, New York,
1900. First Edition, 268 pages; illustrated. Price, $2.50.
Those who have had instructional work in the crafts, whether
as teacher in a technical school or as director of workmen in
a shop, have felt the need of the ability to use the methods
presented by Mr. V. T. Wilson in his treatise on Freehand Per-
spective. While one might wish that the subject could be pre-
sented in a more concise form, in looking through the book he
has difficulty in selecting a place where he would wish to
prune. The arrangement is consecutive, and the illustrations
are sufficiently numerous, even for this subject, and are well
chosen. Familiarity with the methods developed by the author
would be undoubtedly of great value to the mechanical
draughtsman, as the necessity for the perspective sketch,
December, 1900. AMERICAN ENGINEER AND RAILROAD JOURNAL. 398
either to elucidate a mechanical drawing or a.s a memorandum,
is of con.stant recurrence. The treatment of the mathematical
side of the subject develops all that is necessary of it in a
simple manner, and the illustrative sketches , are happily
selected and well executed.
Exhausters, Heaters and Engines.— The New York Blower
Company, 39-41 Cortlandt street, New York, has Just issued a
very neat catalogue, illustrating and briefly descMibing their
exhausters, sectional heaters and engines. This, their lirst
catalogue, does not give a complete line of the products manu-
factured by them, but is issued as a sort of introduction to the
trade. Besides steel plate exhausters for exhausting air, smoke,
gases or material of a granular, pulpy or tibrous character,
they are building a complete line of heaters, blowers and en-
gines, together with ventilating, drying and mechanical draft
apparatus and appliances. These are built upon the most ap-
proved and advanced lines. The exhausters, with the excep-
tion of cast-iron bed plates, inlet and outlet rings and the
heavy pedestals which support the running parts, are made
throughout of steel plate, re-enforced by substantial wrought
angle iron frames. This construction enables these machines
to sustain without injury the sudden strains caused by knots,
blocks, etc., passing through, which would quickly wreck the
ordinary cast iron exhauster. A noteworthy feature of the
catalogue is its clear line engravings with lettered dimensions
and accompanying tables giving in inches the values of the in-
dicated letters for a large number of sizes of exhausters. The
catalogue should be in the hands of all users of this class of
machines.
"Atlantic Type Locomotives" is the title of pamphlet No. 20
In the series entitled "Record of Recent Construction," issued
by the Baldwin Locomotive Works. This pamphlet surpasses
in attractiveness all previous ones in this interesting series.
This number is devoted to the "Atlantic Type" and it contains
descriptions and records of a large number of engines by these
builders, several of which have become world famous, for
example, those hauling the Atlantic City Flyer of the Philadel-
phia & Reading. The reason for the introduction of this type
is stated in a quotation from the article by Mr. Edward Graf-
strom, now Mechanical Engineer of the Atchison, Topeka &
Santa Fe, in the American Engineer and Raihoad Journal of
May, 1900, which may be summed up as follows: This type
permits of securing large steam making capacity without In-
volving the use of six coupled wheels. The pamphlet contains
excellent half-tone engravings of the locomotives, accompanied
by perspective diagrams giving the leading dimensions and
wheel base. Most valuable letters from motive power and oper-
ating officers are included and they present the facts of experi-
ence in mileage and performance. These are in both French and
English. The publication is wholly admirable and worthy.
Baldwin Locomotive Works.— Illustrated Catalogue of Nar-
row-Gauge Locomotives. Especially Adapted to Gauges of 3
ft. 6 in. or 1 Meter. This is a revised edition of the earlier
catalogue of narrow-gauge locomotives by these builders. The
book, which has 452 pages, opens with an elaborate history of
the Baldwin Locomotive Works, in which their development
to the present enormous establishment is traced. This is fol-
lowed by general specifications of locomotives, physical tests
of material and class designations. A number of tables of
dimensions of locomotives, accompanied by full-page half-tone
engravings, introduce the subject of the Vauclain system of
compounding, which is described in detail with engravings of
the essential parts. The latter half of the work contains in-
structions for cabling; also a series of diagrams of various
types of locomotives. An elaborate series of illustrated plates
with the parts numbered is included for the aid of those who
desire to order parts for repairs. The book will be very use-
ful to those who uesire to investigate the Vauclain system
to order locomotives of these types, and especially to those who
already have them in service and who have occasion to order
repair parts. It Is bound in cloth and is provided with an
excellent index.
Messrs. Manning, Maxwell & Moore, New York, have Just Is-
sued a 700-page illustrated Imperial quarto catalogue of Ma-
chine Tools and Their Attachments. It illustrates only metal
and wood working machinery and their accessories. Owing to
the greatly increased scope of their business this firm finds it
advisable to separate these tools from what are termed "gen-
eral supplies," which were all combined in previous catalogues.
This leads to the compilation, now under way, of complete
illustrated catalogues of railway, steamship, machinists' and
contractors' tools and supplies, which will contain over 800
pages of the size of the present volume. The catalogues of
this firm cover so wide a field that one of them is a compen-
dium of the present state of the art in its line. In this volume,
as in previous ones, each illustration has a figure number for
the purpose of ordering from the catalogue. The figure num-
bers are intended to be used in preference to the names of the
tools. The catalogue is also provided with a code by which
telegraphic and cable communications may be greatly con-
densed. For customers who find it more convenient to com-
municate with branch offices, attention is called to the fact
that they have a large store in Chicago, in charge of Mr. A. J.
Babcock as manager, at 22, 24 and 26 South Canal Street, where
there is carried a full and complete stock of the latest improved
machine tools, ready for quick delivery; a large office in Pitts-
burg, at 1005 Park building, in charge of Mr. Robert A. Bole,
and in Cleveland an office at 1620 Williamson building, in
charge of Mr. P. B. Ward. In New York there are three large
warehouses, outside of the commodious store, filled with ma-
chinery for prompt delivery. It is impossible to present an
idea of the catalogue under review better than to say that the
wants of those requiring machinery of this general character
will be found to be anticipated in its pages. It is a valuable
book and represents a very large amount of labor. It has
every appearance of having been carefuly compiled. Each
machine is concisely described and the chief dimensions and
figures of capacity are included.
EaXJIPMENT AND MANUFACTURING NOTES.
The Richmond Locomotive Works have received orders for
six locomotive boilers from the Central Vermont Railway, and
for one locomotive boiler from the Cincinnati Northern Rail-
way.
The Boston Belting Company, 256 Devonshire Street, Boston,
are distributing advertising blotters which are acceptable
everywhere because they are really good ones and will absorb
ink on either side. A set of them will be sent upon applica-
tion.
The Missouri Pacific Railway Company has placed an order
with the American Car & Foundry Company for 500 low-floor
furniture cars, which are to be equipped with the Shlckle,
Harrison & Howard Iron Company's cast steel trucks and
bolsters.
The Boston & Maine Railroad and its connections lead direct
to the great game regions of Maine and New Hampshire, and
the publication which is issued by the Boston & Maine Passen-
ger Department, Boston, known as "Fishing and Hunting"
describes how and where to shoot. Send for it; the cost is but a
two-cent stamp.
It is stated that the preferred stockholders of the Pratt &
Whitney Company, which has been absorbed by the Niles-
Bement-Pond Company, will receive 70 per cent, in new pre-
ferred stock and 30 per cent, in common. The Niles-Bement-
Pond Company has declared a regular dividend of IV- per cent,
on its preferred stock.
The business of the New York Blower Company, heating and
ventilating engineers, has developed to such a point as to
necessitate opening a branch office in Chicago, which they have
done in the Merchants' Loan & Trust Building. This company
now has offices in New York, Boston and Chicago, in addition
to the home office in Bucyrus, O.
The National Car Coupler Company, of Chicago, has opened
an office at 150 Broadway, New York, and will be represented
S96 AMERICAN ENGINEER AND RAILROAD JOURNAL.
by Mr. S. A. Stevenson. This is found necessary on account of
the increased volume of business in the Hinson coupler, the
National steel platform and buffer and the Hinson draw-bar
attachment. Mr. Stevenson has had a long railroad experience
on the Wabash and other roads, and has a wide acquaintancH
among railroad men.
The Richmond Locomotive Works have Just received an
order from the Rio Grande Western Railway for five 231/2 and
30 by 28-in. compound consolidation locomotives, the principal
dimensions of which are as follows: Drivers, 56 ins. in diam-
eter; total weight, 187,000 lbs.; weight on drivers, 170,000 lbs.;
firebox, 122 by 41 ins.; total wheel base, 24 ft. 6 ins.; driving
wheel base, 16 ft. 3 ins.; tires, 3% ft. thick; driving axle jour-
nals, 9 by 12 ins.; steam pressume. 185,000 lbs. The tenders
will carry 6,000 gallons of water.
The Westinghouse Air Brake Company have received orders
for their friction draft gear from the Baltimore & Ohio Rail-
road for 7,500 new cars. 6,000 of which are now being built by
the Pressed Steel Car Company, the other 1,500 being wooden
cars ordered from the Pullman Company. They have also
received orders for the draft-gear for 5,000 cars for the Penn-
sylvania Railroad. Orders for 12,500 sets or 25,000 single gears
from such roads as these constitute a strong endorsement wtiich
requires no comment.
Mr. Jos. H. Williamson, who for nearly eighteen years has
been the business manager of the Manufacturers Advertising
Agency, New York City, announces that he has severed his
relationship with that company to connect himself with the
well-known Viennot Advertising Agency, 524 Walnut streetj
Philadelphia, as its business manager in the place of Mr.
Thompson, resigned. Mr. Williamson will be glad to welcome
his friends at the office in Philadelphia, or at the New York
office of the Viennot Advertising Agency, 127 Duane street,
Graham Building.
To those who are considering the purchase of machinery or
any system of mechanical appliances the Philadelphia Bourse
offers unusual opportunities in its exhibition department, where
facilities are provided for practical demonstrations of the work
of machinery in operation. The Bourse, through its exhibition
department, is an important machinery trade center and is
kept in close touch with progress through inquiries for all
classes of machinery. On account of these inquiries for the
builders of various classes of machinery, prices, etc., a bureau
has been established where such information may at all times
be had. The bureau has a free local telephone for the use of
exhibitors and in the event of the absence of the exhibitor or
his representative messages will be carefully attended to and
considered confidential. Thus the Bourse is filling a long-felt
want and is doing it in a way which is sure to be appreciated.
ors, who are always ready and willing to assist him. Instruc-
tion papers, prepared especially for teaching by mail, are fur-
nished free. These papers, written in clear and concise lan-
guage, as free as possible from technicalities, are much su-
perior to ordinary text-books on the subjects of which they
treat. In addition, special information regarding any difficul-
ties in their studies is furnished students without extra charge.
It should be the ambition of every man to advance in his trade
or profession. A mechanic with practical experience supple-
mented by theoretical education, can command a better posi-
tion than a man without such an education. The result of
long experience in teaching by mail show that no other method
so fully meets the requirements of men who have but little
time for study.
Mr. James L. Taylor has been elected Third Vice-President of
'.he Consolidated Railway, Electric Lighting & Equipment Com-
pany. He was until recently the General European Agent of the
Pennsylvania Railroad in London, and previously had a rail-
road experience in this country, having served in prominent
positions on the lines forming the Plant and Southern Railway
Systems, before entering the service of the Pennsylvania. He
Is well and favorably known in this country as a railroad man,
and during his residence abroad attained an enviable position
In the social and railway world. He was president of the
Ajnerican Society In London and delegate to the International
Railway Congresses in London and Paris. He was connected
with the American Commissions at both the Brussels and Paris
Expositions, and for his services at the first named he has the
decoration of the Order of Leopold. Mr. Taylor's election prom-
ises to be a valuable addition to the organization of the Con-
solidated Company.
The American School of Correspondence, Boston, being situ-
ated in a large city which is a recognized educational and in-
dustrial center, has many natural advantages in teaching the
theory of the trades and engineering professions. Without
leaving home or losing time from work, the student pursues a
thorough course of study under the direction of able instruct-
NEW SHOPS OF THE LUNKENHEIMER COMPANY.
The new machine shop building which the Lunkenheimer
Company has just completed is situated on the block bounded
by Tremont, Waverly and Lawnway Streets, Fairmount, Cin-
cinnati. This building is 90 ft. wide by 170 ft. long, with two
stories and basement and is built on the usual machine-shop
gallery style of construction. There is a traveling crane 30 ft.
wide which runs the full length of the building, leaving gal-
leries on the second floor, on both sides, 30 ft. wide. The con-
struction is of steel throughout and designed to safely carry
a load of 300 lbs. per square foot. This building was erected
for the purpose of taking care of three important departments
of the company, viz.; iron valves, injectors and safety valves.
It is, strictly speaking, a model machine shop and is equipped
mm
Mill
! HI*
New Machine Shop.— The Lunkenheimer Company-
throughout with the very latest tools and appliances for pro-
ducing the articles mentioned above. The steam plant consists
of a 125-H. P. special Babcock & Wilcox boiler built for a safe
working pressure of 400 lbs. per square inch. In connection
with this boiler there are a number of appliances for testing
devices under steam, air and hydraulic pressure. The building
is lighted by electricity and the power is furnished by a 100-
H. P. engine. The exterior of the building presents a very
handsome appearance, being pressed brick throughout. The
location is an excellent one for manufacturing, railroad facili-
ties are ample, and a track spur from the C. H. & D. railroad
leads to one side of the building. The erection of this building
will not, in any way, reduce the building now occupied by the
company on East Eighth Street, Cincinnati, which will here-
after be entirely devoted to brass work. The company con-
templates the erection of a large building on some other prop-
erty which they own, which is adjacent to the new building,
but it is not likely that this will be carried out for another year.
By the erection of this new building the manufacturing facili-
ties have been increased about 25 per cent, and employment is
given to 100 men in addition to the force already operated,
bringing the total force up to 500 hands.
—0
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