Full text of "American engineer"

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ANICAL EDITIO N

INCLU Dl NG THE

American Engineer

Established 1832

INDEX TO VOLUME LXXXVII

1913

,-'

ALSO OF THE

DAILY RAILWAY AGE GAZETTE

ISSUED DURING THE

M. M. AND M. C. B. CONVENTIONS

INDEX, 1913

VOLUME LXXXVII

Accidents on electric railways 130t

Accumulators, Hydro-pueuinatic, Watson-

Stillman Co AS', 1421*

Acetylene mantle lamp 1468

Acme Machine Tool Co.. Turret lathe 677'

Acme Supply Co., Car window 1499*

Acme Supply Co., Diaphragm 1530*

Acme Supply Co., Diaphragm attachment... 1503*
Advertising pages, appearance of, in .tnicr-

ican Engineer 62J

Aeroplane Bight, Record for 366t

African railways. Gage of 141t

Air brake apparatus. Grinding piston rings. . 132*
Air Brake .\ssociation (see also Meetings).

Air Brake Association Convention.

(Rcforls and Discusswns.)

Air hose failures 329

Freight trains. Operating long 286*

Quick action, Undesired, its prevention

and remedy 317

Secretary's report 286

Steam heat traps. Location of 328

Triple valves, Will they operate as in-
tended? 319*

Air brake, Care and maintenance of, by

Ralph Wolfe 265

Air brake. Electro-pneumatic 95

Air brake hose 581, 579§. 1506§

Air brake hose, by J. S. Sheafe 116*. 618*

Air brake hose coupling, Sheafe ZZl*

Air brake hose failures, by T. W. Dow.... 329

Air brake hose label 618*

Air brake hose specification, M. C. B 1509*

Air brake safety attachment, Sauvage 1423*

Air brake, triple valve. Tool for repairing. . 625*

Air brake. United States 508*

Air brake valve, Sauvage 1468*

Air brake. Variable load, Bettendorf 1465*

Air brake work. Small face plate for 253*

Air brakes. Operation of triple valves 319*

Air brakes. Testing slide valve feed valves

in roundhouse 545*

Air brakes, Undesired quick action of 317

Air clamp for drill press, M. K. & T 81 *

Air compressor. Gasolene driven 1467*

Air hammer for boiler shops, Frisco 191*

Air hammer, "Little David" 332*

Air hose coupling 332*

Air intake for car window. Garland 564*

Air motors, .-\ngle attachment for, B. & O. . 22*

Air pump. Compound, locomotive 104*

Air pump. Oiling the air cylinders of 1368*

Air pump steam head repairs 605*

Air pump testing stands. Frisco 375*

Air pump valves. Protecting in shipment,

C. & N. \V 132*

Air sander for interurban cars 482*

Alaska. Railwav in 390t

Alcohol heater car. Tests of 441*

Alcohol Heating & Lighting Company, Tests

of car 441*

Alden, C. L.. Freight car troubles 266

Allen. G. G., Rolling mills at scrap docks. . 305

Alloys. Melting point of commercial copper 640t

Altitude record 84t

American Car & Foundry Co.. Annual re-
port 461

American Car & Foundry Co., Car, box, P.

& R 211*

.■\merican Car & Foundry Co.. Car, express

refrigerator 1 49*

American Car & Foundry Co., Car, postal,

C, M. & St. P 1410*

American Car & Foundry Co., Car, postal,

Wabash, 60-foot steel 609*

American Car & Foundry Co., Car, refrig-
erator. Union Pacific 263*

American Car & Foundry Co., Car, steel

frame box, Frisco 555*

American Car & Foundry Co., Folding lava-
tory 1523*

Page numbers under 1,CC0 refer to Railwav Age Ga=e
■5 editorial:

erican Electric Railway .Association con-

ention announcement 571

erican Engineer, Change in name 283§

erican Flexible Bolt Lo., Flexible bolt.. 1299*

American Locomotive Company,

.\nnual report 514

-Associated Lines standard locomotive.. 6'

Large narrow gage locomotive 20*

g. Improved 331*

Locomotiv
Locomotiv
Locomotiv
Locomotiv

type

nd Tr

type. Lake Shoi
Locomotive, 4-6-2 type, D. L. & V
Locomotive, 4-6-2 type, Erie . . . .
Locomotive, 4-8-2 type. Mo. Pac,
erican Mason Safety Tread Co., cai
f Safety meeting.

362*
641*
ik . 1359*
; .. 231*

1390*

1392*

.... 583*
step 1499*
680

American Piston Company. Graphometal

packing 160'

American Railway Master Mechanics' Asso-
ciation (see Master Mechanics' Associa-

American Railway Tool Foremen's Associa-
tion (see Tool Foremen's -Association).

American Steel Foundries, Car truck experi-
ments 42*

American Society of Mechanical Engineers,
(see also Meetings).

American Society of Mechanical Engi-
neers.

(Papers and discussions.)

Car. Box. Steel frame, bv R. W. Bur-
nett 65 1 *

Car, Box, Steel underframe, by

Rink

Car, Passenger, Design of steel.

Locomotive, Selection of

Locomotive, Selection of. Discussion

by F. F. Gaines

Locomotive. Selection of. Discussion

by A. W. Gibbs

Locomotive, Selection of. Discussion

by G. R. Henderson

Locomotive. Selection of. Discussion

by S. Hoffman

Locomotive. Selection of. Discussion

by W. F. Kiesel

Locomotive, Selection of. Discussion

by H. H. Vaughan

Locomotive, Selection of. Discussion

by C. D. Young

American Tool Works Co., Geared head

lathe

American Tool Works Co., Improved radial

drill

American Vanadium Co.. Service of rods

American Vanadium Co., Test of driving

wheel tires

Ames. John McE., Underframe, steel pas-

657

1. H. A.. Inactive and obsolete stock 298

ck. Improved. Kendrick 1265*

?s. defective on railway rolling

Andei
Angle
Appli;

.Appointments in the mechanical department

Apprentii
.Apprentii
.-\pprentii

Fe.

311*

struction

schools on the Erie

, number on 111. Cent, and Cent.

of Ga 249*

.Apprentices, training 348§

Apprenticeship, cost of. 111. Cent, and Cent.

of Ga

Apprenticeship, description of system on 111.

Cent : 249*

Apprenticeship, moving pictures in 174J

80*

249*

Apprenticeship on the 111. Cent 249*

Apprenticeship paper at General I'oremen's

convention 417

Apprenticeship training, .Address by (_i

i asford

351
595*

Expansion, Boston & Maine.

Arch bars, Mirror for inspecting 96*

Arch tube cleaner 1300*

.Arch tubes, Tools for inserting 28*

-Argentina, New railway mileage in 30t

Argentina, Railway difhculties in 404t

.Argentine, Innovations on passenger cars in 640t

Arm rest. Hinged, for cab 241*

Arnold, B. H., Motor cars 324*

.Ashmore, C. D., Repairs to main rods 29*

Ashton \'alve Company, Wheel press record-
ing gage 447"

Asia Minor, Railway construction in 144t

Associated Lines, Standard locomotives 5*

.-\tlantic City conventions. List of exhibitors

and representatives 1267

Atlantic Coast Line. Boiler tube rack 606"

Atlantic type locomotives. Possibilities of.

Discussion by VV. F. Kiesel, Jr 11

Attachment for countersinking on drill press,

B. & 22*

Australia, Change of gage in 344t

Australia, Railway extension in 402t

-Autogenous welding in locomotive fireboxes. 670*

Automatic connector. Durbin 454*

Automobile car. Steel frame, P. R. R 1492*

.Aviation record 71t. 212t, 316t

Axle design for gondola car 381*

lathe output. Increasing, by C.

Dicke

34»

-Axle lighting system. Santa Fe 392*

les. Heat treated steel 1366

les. Interchangeable wide and narrow

!age 30t

ers pipe clamp 234*

F. H.. Portable

ss. C. & N. W.
vet forge, P. S

Babcock safety water gage

Barcalo Mfg. Co., Wrench

Barney S: Smith Car Co., End construction

for steel cars

Barnev & Smith Car Co., N. V. C. coach..
Barnum. M. K., goes to Baltimore & Ohio.
Basford. G. M., You have received, what

ill

giv

351

for comparing machine tools. _

114§

r 568*

524t

Radial drill 511*

Bates, Henry A.. Non-
Batterv, Lead storage
Baush' Machine Tool O
Baxter charcoal car he

^ibratii

451*

Baldwin Locomotive Works.

East Chicago plant 345

Hodges trailer truck 74*

Locomotive, Associated Lines, standard 6*

2-8-2 type. 111. Cent 362*

2-8-2 type, Lehigh Valley. 1408*

4-6-2 type. New Haven... 1293*

4-6-2 type, Santa Fe 525*

2-8-2 type, Santa Fe 525*

1 axle lighting generators

453*, 1466*

Bali joints. Machine for turning 603*

Ballast cars. Repairing 608^

Baltic type locomotive 190

Baltimore & Ohio, Cumberland terminal 591*

Baltimore & Ohio, Driving box kinks 75*

Baltimore & Ohio engine house for Mallets. 5775

■e & Ohio locomotive shop kinks.... 21*

-e & Ohio postal car lighting tests. 212*

four-point car truck 1 502*

charcoal car heaters 451*

, Railwav ties in 574t

Locomot
Locomoti\
Locomoti\
Locomoti\
Locomotiv
Ball bearings

Baltii

1.000

Raiheay Age Gazette

Illustrated article

345486

1913— RAILWAY AGE GAZETTE, MECHANICAL EDITIOX— Indt

Baldwin Locomotive Works — (cont.)

Belt record, W. & L. E 370*

Belts, Slipping of 296t

Bender for flat rods, G. N 136*

Bender for round rods, G. N 136*

Bending machine. Air :'54*

Bentley, F. W., Jr., Face pi;

for

Bentley, F. \V., Tr., Protecting air pii

valves in shipment, C. S N. W

Bentley, F. VV., Jr., Spool for packing.

Bentley, F. W., Jr., Testing slide va

feed

tie

alves i
F. \V.

ch for

545*

lubricator plugs, C. & N „, .

Bentley, H. T., Address at Fuel convention JS9

Besly, C. H. Co., Double spindle grinder.. 628*

Bettendorf Co., High capacity truck 1503*

Bettendorf Co., Refrigerator cars, Union

Bettendorl

f Co

S.,

., Vari;
Jr., Fac

ible

load
in 1

Bever. 0.
lection

ocomotive

se-

Bever. 0.
Billinehan

s.,

1, R.'

m si
, H.

,"if.'

Ir.. Rai
A., W,

hvay

aste

spei
retai

lifications.
ner for jc

,nr.

Birmingha

Blackburn

Erie ..

Blackburn

juthern, 70 ton hopper ca
E., Apprentice schools on

E.. Preparing hard greas

the

lith shop, Forging dies....
lith shop kinks, C. L. Dicke
lith shup. Use of bulldozers

al. Report of

in (see also Meetings)

334*
277§

Boilermakers' Convention.

uj Discuss!

iRcl^oi

Address of T. b. He Nov 316

Address of T. V . ICu^ii^n. . 114

Address of Frank Mc.Xamanv 315

Address of W. L. Park " 314

Address of Robt. Quavle. . . . 315

Address of C. A. Selev 3I4

Efl'ect of superheaters on life of firebox

and flues 315

Election ot officers 316

Feed water treat:

fr-

ig. Benefits de

316
316
315
314
314
315

Grates, Best form of

Superheater tube welding

Tubes, Limit of length of

Weak and unsafe condition of boilers..

Welding. Oxy-acetylene and electric...

Boiler scale, Device for preventing

Boiler shells. Drilling holes in, M. K. & T. .

Boiler shop kinks, N. C. & St. L

Boiler shops, Air hammer for

Boiler studs and plugs. Form of thread anc

degree of taper

Boiler tests, Jacobs-Shupert '.'.'.'.'.'.

Boiler tests, Low water 66*

Boiler tube rack. A. C. L 606*

Boiler tube tools, bv Walter R. Hedeman. . . 23*
Eoder tubes. Limit of length without midway

142*

435

Boiler tubes. Welding superheater.

314

Boilers, .\rmored squirt hose

Boilers. Explosion. Tacobs-Shupert
Boilers in New Zealand

tests.... 66*

Boilers, Scrapping with o.xvacetvli
Boilers, Safety water glass . '

?ne torch. 602*

Boilers. Tests of Tacobs-Shupert..

63*

Boilers, Weak and unsafe conditio
Bolster. Truck, Df-siguing a

Bolt. The Kling

Bolts, Variation in size

n 314

381*

158*

Books.

Air Brake Association, Proceedings
1913 f.

Blacksmiths' Association, Proceedings,
1912

Book of .Standards. National Tube Co..

Calculus, .\n Elementary Treatise on
by W. S. Franklin, et al '

Car Builders' Dictionary

Cemerit Specifications, A Treatise on.

by Jerome Cochra

Coal, bv B. E. E. Somermeier 60

Dewey Decimal System of Classification,
An Extension of, by L. P. Brecken-
ridge and G. A. Goodenough 60

Diarv of a Roundhouse Foreman, by
T. S. Reilly '.... 114

Diesel Engines for Land and Marine
Work, by A. F. Chalklev 408

Economics of Railroad Construction, by
W. L. Webb 114

Electric Motors, Investigation of Ex-
plosion Proof 4

Books — (continued)

Electron Theory of Magnetism, by E.
H. Williams

Engineering as a Profession, by Fleming
and Bailey

Engineering Education, Society Proceed-
ings

Engineer's Handbook on Patents, by

ul Ti

Will
Entropy-Temperature ai

Diagrams for Air, by C. R. kich.i

Factory Lighting, bv Clewell

Handbook of Railroad Expenses, by

S. Eaton

Heating and Ventilation, The Elemt

of, by A. M. Greene, Jr

Holmes Hinckley, An Industrial Pioii
Hygiene for the Workers, by Will

G. Toln

International Railway Fuel

Proceedings, 1913 .' 521

Investigation of Explosion Proof Mo-
tors, Bureau of Mines 4

Laying Out for Boilermakers, Second
edition 466

Lighting of Passenger Cars, by Dr. Max

Linseed Oil

nd Ti

lid Thermal Exp;
Boil

rpen

Dictio:

Oper

Robert

ceedings 1913 . .
Master Boilermaker

ceedings, 1913 . . ,
Master Car and 1,

Practical, by

V. U. Hess.
Association,

Master Ca
eding

Build
1912 .

114

Passenger Cars Lighting of, by Dr. Max

Bllttner 61

Railway General Foremen's Association,

Proceedings 1913 637

Rules of Management, by William

Lodge 522

Resuscitation, bv Chas. A. Lauffer 349

Safety First, by George Bradshaw 579

Safety X'alve Hating, by A. G. Carhart. 285
of Burning Liquid Fuel, by W.

N. Be
Series Tra

Limitatic
Shop Note

isformers. Characteristics and

579
172

by H. H. Winsor

smoke and Smoke Prevention, Bibliog-
raphy 521

Strength of Materials. Merriman 637

Traveling Engineers' Association, Pro-

ceedings, 1912 115

Traveling Engineers' Association, Pro-
ceedings 1913 638

Tool Foremen's Association, Proceed-
ings 1913 637

Water, Its Purification and Use, by

Christy 522

Worm Gearing, by H. K. Thomas 172

Borer, F. J., Defective applications of brake

apparatus 496

Boring head. Offset 335*

Boring machines (see Machine tools).
Boring mills, basis for measuring capacity,

L. R. Pomeroy 133*

Boring tool. Expansion, Davis 1469*

Boston & Albany, Application of safety ap-
pliances to cars 147*

Boston & Maine, Eccentric blade bender... 306*

Boston & Maine, Machine shop kinks 595*

Boston & Maine, Turning wrist pins 192*

Bowser, S. F., & Co., Tank for waste soak-

car, hopper bottom. Grand Tr
car. Steel end for, N. Y. C.
car (see also Car, Box).

cars. Defective

D. C, Mo%-ing pictures in e

Eoyei

Bovei

Eri

BrakE

pneumat
speed rt

apparatu

order. Testing mach;
Defective applications of

for,

661*

496
1526*

Brake beam hangers. Manufacture of 368*

Brake beams. Repairing 191*

Brake beams, standard recommended 1505§

Brake, Electro-pneumatic 95

Brake, Friction on boring mill, C. & N. W. . 138*

Brake head. Adjustable 1265*

Brake pipe. Effect of size on triple valve. . . 319*

Brake shoes and brake equipment, M. C. B. 1437

Brake staffs. Upsetting, Cent, of Ga 538*

Brakes. Undesired quick action of 317

Brass, Pouring crown and hub liner in driv-
ing boxes 200*

Brazil, New line for 165t

Brazilian Railway 345t

Brekenfeld, T. C Air hammer for boiler

shops 191*

Books — (continued)
Brekenfeld, J. C, Chuck for

ing

staybolt drill-

247*

ekenfeld, J. C, Shop kinks, Frisco 373*

Urick arch. Advantages of, Paper at T. E.

A. convention 473

Brick arch and smoke 628t

Bridge, Proposed New York-New Jersey.... 220t
Bronson, C. E., Design of counterbalance

weights 529*

Brotan boiler, .Service of 124*

Buell, D. C, College men and the railroads. 580t

Buell, D. C, Locating defective wheels. . . 152*
Buell, D. C, Moving pictures in educational

Buffalo Brake Beam Co., Adjustable brake

head 1265*

Building column, Reinforcing for jib crane. 370*
Bulleid, O. V. P., Chart for forging machine

work 30*

Bulldozer, Pneumatic 309*

Bulldozers in railway shops, by L. D. Free-

268
1470t
562t

651*

Bundy, C. L., Freight
Burglar-proof devices ..

design.

Burnett, R. 'W., Steel fran

A. S. M. E.

Bur

Butt,

side. III., Shop improvements 193*

F. W., Electrical equipment on motor

cars, A. S. M. E 260

Butte, Anaconda & Pacific, Locomotive
2400 v., D. C, electric

1357*

C. & C. Electri

& Mfg. Co.,

Cab deck. Shield for 122*

Cab
Caboc

[ibule

.112§,

302*

in, D. 0., Standard supply car

California, Elevated railway for 397t

Camel Co., Box car door 1500

Campbell, H. A. F., Locomotive connecting

175*
95
380t

627*

386*

651*

307*

117*

120*

441*
120*

438t

lell, N.

A., Electro-i
als, Traflic tl
comotive Co

meumatic
irough.. .

: brake . .

ian Lo

., Power

reverse

ian Pac
coal tr

ific
aflic
:ific

ilway,

Box car

for grain

ian Pac

Railway

Cars, St(

:el frame

ian Pac

ific

ilway,

Laminated Draw-

ian Pac

■ific

lilway.

Laying

off shoes

ian Pai

:ific

ailway

locomoti

ve, 4-6-2

ian Pa,
•rframe

:ifir

ailway

, Tender

without

ian Pac

■ific

Railway,

Tests

f alcohol

Canadi;
Canals,
Canava
Canton

Pacific Railway, \'estibnled cab. . .

Railway Club (see Meetings).
Cew York

W. F., Shop kinks, M. K. & T...
Foundry & Machine Co., Portable

Car.

Application of safety appliances 147*

Articles in competition .. .2§, 57§, 111§, 170§

.\utomobile. Steel frame, P. R. R 1492*

Baggage for scenery. C. R. R. of N.J. 615*

Ballast, Repairs . .' 608

Bolster. Double body, by C. T. West-

lake, A. S. M. E.

260

Brake, Variable load, Bettendorf 1465*

Cle

affic. Can. Pac.
, Hopper bottom. Grand Trunk...,

made into stock cars, C. B. & Q. ..

, Steel end. New York Central

, Steel frame, Frisco

. Steel frame. Grand Trunk

. Steel underframe, A. S. M. E...
. Steel underframe, P. & R

with hopper bottom. Can. Pac

ter sills. Tables for designing 444

ming on the Pennsylvania 98^

386*
323*
379
40*

555*
323*

386*

Construction
Construction
Construction
Construction
methods. ol
Construction
Coupler, L;

as viewed by repair men. 255

Faulty 1506§

of freight, Improved

437*

Standing committee on.. 1506§
' ight 1504*

Coupler, Penn. freight 1422*

Coupler release rigging 678*

Coupler. Stark 101*

(Touplers and parts. Marking 318

Damage by improper loading 649*

Department notes, by Keyser 203

Design of freight, by C. L. Bundy 268

Design. Steel passenger problems, W.

F. Kiescl. Jr., A. S. M. E 257

Design, Steel passenger roof structure,

C. A. Seley, A. S. M. E 258

Design from repairifian's standpoint... 143

Page numbers under 1,000 refer to Railway Age Gazette, Mechanical Edition; those over 1,000 refer to the I>riiVy Raihvay Age Ga:eltc.

§ editorial; f short non-illustrated article or note; t communication.

' Illustrated article:

19LV

RAILWAY ACl'. ( lAZim-l".. I\11<:C1 1 ANMCAL EDITlUN— Index.

Car — (continued)

iglit, liy !•:.

Liu

n,nph.at;m, Ac

1 )Kiphi-agin atlaclunLMit, Acme

Door, Kumscy trcigilt

Door, Kumscy man

1 )oors, Camel

Doors, Frisco steel frame box car.
Draft gear tor ^0-toii gonilola

Car — (continued)

Sheathing, Selection and treatment of.
shop arrangements and facilities, 1. S.

35*

^ ._. 1529"

ft mTIs,' Jersey Lentral goiulola 207'

Cast steel, Wabash postal

End for passenger, Barney S: S
End frames, cast steel, C. R

New Pullman..
111. Cast steel, C.
I'rcssed steel. . .

K. R. of N. J..

Eourpoint bearing.

right. Repair
right standard
uble

.1 details
apacity. .

by _C. L.^.y.de

615"

504*

207*

1499

388*

1502*

1505§

437*

2§

635§

1138

2b6

551*

Freight troubles, by J

Gasolene for Holton In.erurban

Gondola, Method of designing steel, by

L. VV. Wallace • ■ ■ ■ ■

Gondola, 50-ton low side, C. R. R. of

N. J

Gondola, 90-ton, N. & W

Hand holds. Device for securing

Heaters, Ba.xter charcoal

Heating control. Thermostatic

Hopper, 70-lon, Birmingham Southern..

Hopper, 50-ton, C. R. R. of N. J

Illumination of postal cars........... -12

Inspection of grain, by R. .W. Schulze. ii
Inspectors, Developing efficient, C. iv

5f. W ,•

Instruction for train lighting, Pennsyl

vania ;; • \', ' '^ ' ' '

Insulation, Steel passenger, N. Y. (

Interchange rules. Instruction.........

Interior finish, by Felix Koch, A. h,

M. E

Journal box waste retainer

Journal brasses. Babbitting, by L. H.

Morey 267^

Journal jack. Duff

Journal jack, Reliance Junior

Ladder, Safety .-

Lighting, Axle generator suspensn
Lighting, Axle system, Santa Fe
Lighting, Electric, by H. .^. Cur

.220*

207*

451*
1522
503*
439*

380*
655*

154

510*

1266*
1469*

456*

S. M. E.
Lighting, Electric fixtur
Lighting, Fixture combi

fan

Lighting, Indirect on N
Lighting set. Terry . . .
Lighting, Specifications

Lighting tests

Low capacity in interc
Men and inte

ith

for postal.

1420"

1420*
395*
676*

II ge

al eiiuipment, by F. W.

& I..

D. Young,

end construction
e. Paper at Paint-

Central of G.
Central of Gc

tla

Jrgi

Mil

Motor, Elect

Butt, A. S. M. 1...
Motor, Gas-electric. I
Motor, Gasolene. II"
Motor, Paper by Doc
Motor, Sleeping for
Number ordered in
Painting steel passen

A. S. M. E......

Passenger, Collapsibl
Passenger maintenan

ers' Convention .
Passenger, New York Central Lines,

steel *^

Passenger, Painting of steel, by C. D. ^

Young „■ • • ; , ■;, „»

Postal, C. M. & St. P., Steel -. 1410*

Postal lighting fixtures. Safety car, H.

& L. Co 218

Postal, Test of illumination 21^

Postal, Wabash, 60-foot steel _; 609

Refrigerator, Express, Wells, Fargo

Co.

ng fo

Refrigerator, Pre-coohi
Refrigerator proportions and ii
Refrigerator, Tests of heater.
Refrigerator, CTnion Pacific.
Repair plant. 111. Cent., Centr;

Repair sheds. 111. Cent

Repair track notes

Repairing arrangements and

L S. Downing

Repairs, Analysis of failures.
Repairs, Cost of freight, l

Gail

Roof, Flexible

Frank-

hed metallic

! ' Y.' C., ' St'eei pas-

149*

620*

613

441*

263*

359

360*

656

Roof framing, I>

senger

Roof, Frisco box car

Roof, Leakv

Roof, Outside metal. Pries.

Seats, Steel :•■■;•,••• 'I^L

Self-propelled, by Dodd ---" •---''' ""*

14265

nold..

img

3, Planing tap. _

1, Punching spring planks

1, Smith shop kinks

1, Shoj) kinks

Df .New Jersey car, Fifty-

414*
131*

Side bearnlgs, .\nti-friction. Woods..,
Side framing, N. 1. C, Steel passengi

Sill steps. Forming dies lor

Sleeping on wrecking trains

Stake pocket. Collapsible

94*

140*
678*
536§

Standard, Development of box 654"

Steam heat trap location

Steel frame box, History of

Steel freight. Life of

Steel in tne tropics •

Steel passenger ..228§

Steel passenger air brakes, A. i..

Humphrey, A. S. M. E

Steel passenger, Are they needed?.

Steel passenger design, .A. S. iVl. E. . . .

Steel passenger. Development of

Steel passenger finishing, paper a

painters' Convention

Steel passenger in a wreck

Steel passenger special ends, H. -M

Estaorook, A. S. M. E

Steel suspension, E. W. Sum*ners, .-^

S. M. E

Step extension, Crof ut

Step, Safety, Araer. Mason

Slock, Making from scrapped box cars

C, B. & Q

Subway, Proposed for New ^ork

Supply, by D. D. Cain

Tank, Design of, H. E. Parsons

Truck, Link side bearing

Testing plant

Truck, Arch bar

Truck bolster design 381 '

Truck equalizer design, by L. V. Curian 96*
Truck equalizer design, by Sigurd Holm 350?

Truck experiments 42*

Truck, Four-point bearing. Barber 1502*

Truck. High capacity. Detlendorf 1503'

651*
l4/2§
561t
637§

656
257
650

262

379
618
302'
445*
673*
IS
1505S

al of C
Central of G
Central Kail - . .

ton steel hopper 439*

Central Railroad of New Jersey car. Low

side gondola 207*

CeiWal Railroad of New Jersey car. Special

baggage for scenery 615*

Central Railway Club, paper on Freight car

troubles 551*

Central Railway Club (see .Meetings).

Central South ^\frican. Locomotives 20*

Centralia mechanical terminal. 111. Cent.... 353*

Ceylon's railways 628t

Chair, Non-vibrating for parlor cars 568"

Chambers, A., Career as locomotive engineer 1413*
Chambersburg Engineering Co., Hydraulic ^

forging press 339

Chart for forging machine work, by O. \'.

P. BuUeid 30"

Chart for tractive effort, by L. R. Pomeroy 436*
Cuenoweth, E. G., Freight ear designing... 505

Chesapeake & Ohio canal 42St

Liiesapeake & Ohio, Cylinder repaired with

Truck, Location c
Truck locking de

bcai

Grand Trunk.

1471 §
104*

Truck side fr

vheel for gondola

M. E.

vheel, J. A. Pilche

Trucks, Compa
Trucks, Mirror
Underframe, :

phragms . . . .
Underframe, F
Underf:

Steel, G. W. Rink, A. S.

657*
Underframe, Steel, N. Y. C. passenger. 90*

Underframe, Steel, Wabash postal 611*

Underframes, Steel, John McE. Ames,

A. S. M. E 261

Vestibule, Collapsible, Barney & Sn
^'estibule

urtain shield 1524*

Wheel failures • 329

Wheel flanges and treads, bv -\. btucki 523^.

Wheel flanges and treads, by L. W.

Wallace 497*, 523f

Wheels. Cast iron 70-ton

Wheels, Chrome-\'anadium

Wheels, Locating defective,

Wheels, Nickelized

Wheels, Removing flat spot

Wheels, Unloading

Window air intake. Garland

Window, Weather-proof

Wrecking equipment

Car Foremen's Association o£ Chicago (see

Meetings).
Car Inspectors' and Car Foreme

tion report of annual c
Carline, Pressed steel, Cli

Carry irons. Dies for bending

Cars (see also Master Car Builders' Assoc:

tion Convention).
Carty, F. J., Safety appliance applicati.

.... 181
3uell 152*
.... 1529

204*

390*

564*

Acme 1499*

.... 145*

Associa-

380, 495

eland 511*

uthe

C. H., Handling

rete

ball

Chesapeake & Ohio, Machine tor tui

join.s 01

Chesapeake & Ohio, Planing shoes and

Chesapeake & Ohio, Turning tires record. . . 3

Chief clerk to the master mechanic

Chicago, Burlington & Quincy, Special

wrecking tools 1

Chicago, Burlington & Quincy, Stock cars

from scrapped box <
Chicago,

aukee & St. Paul, Steel postal

Chicago & North Western, Babbitting car

brasses

Chicago & North Western, Blower valve...
Chicago & North Western, Car brass boring

Chicago & North Western, Injector repairs.
Chicago & North Western, Main rod repairs
Chicago & North Western, Overland limited
Chicago & North Western, Protecting slide

valve feed valves in shipment

Chicago & North Western, Safety on

Chicago & North Western, Slater front end.
Chicago & North Western, Smoke abatement

devices

Chicago & North Western, Smoke burning

dev

513*

Chicago & North Western, Tool for remov-
ing driving box cellars 142*

Chicago & North Western, Unloading car

wheels 390*

Chicago & North Western, Wrench for re-
moving lubricator choke plugs 371*

Chicago, Peoria & St. Louis, Locomotive
gear

215*

Chicaj

matic saw . .
Chicago Pneu

driven air cc
Chicago Rail\\

Pneumatic Tool

, Boyer pneu-
Co., Gasolene
Equipment Co., Brake

Tool

Chicago Railway Equipment Co., Roller side

bearings ....
Chicago, Smokt
Chinese railwaj

Inspectors' Assoc,
completed

eport. . .

Case hardening. Paper at Blacksmith's Con-
vention 491

Casey-Cavin, Power reverse gear 627*

Casino Technical Night School, Address by

G. M. Basford 351

Cast steel in blacksmith shop, paper at Black-
smiths' Convention -^ 49-.

Casting platforms, paper at Storekeepers

Convention 313

Catalogs, 56, 110, 168, 281, 346, 403, 404,
461, 462. 518, 576, 634, 684.

Cement in Russia 219,

Center plate. Truck centering I5J4

Center sills. Tables for designing 444*

Central Electric Co., Lighting fixtures on

New Haven • ; ■ ■ 395

Central Engineering Co., Air hose couphng 332*
Central of Georgia, Apprenticeship on...... 249

Central of Georgia, Increasing axle lathe

output • •.•; ^4

Central of Georgia, Machine shop kinks.... 75

Chrome-\"anadium steel wheels

Chi-omc-\-anadium (see also Vanadium).

Chuck for drill press, Frisco

Chuck for threading studs, B. & M

Cincinnati Lathe & Tool Co., Engine lathe..
Cincinnati Shaper Co., Back geared shaper.
Cincinnati Shaper Co., Heavy service crank

planer

Clamp for crosshead, Frisco

Clamp for driving boxes, Frisco

Clamp for lifting tires, Frisco

Clamp. Pneumatic for drill press, Thomson.
Clark, R. W., Boiler shop kinks, N. C. &

Classification of locomotives, N. Y. C

Cleveland Car Specialty Co., Pressed steel

509*

1530*
478
144t

374*
595*
272*
1470*

1265*
377*
373*
373*
103*

Coal,

York Central, steel

of bituminous produ

Page number

1,000 refer

Raihvav Age Ga:!ettc. Media
§ editorial; t short t

1,000

67t

Coal in Japan 323t

Coal lignite (see Lignite coal).

Coal mine accidents 324t

Coal mine. Construction and operation of

bituminous 293

Coal pusher in tender. Can. Pac 120*

Coal, Safety squirt hose 564*

Coal, September shipments of anthracite... 628t

Coal. Shipments of anthracite in October.. 662t

Coal sprinkler. Ejector for 334*

Coal sprinkler. Improved 510*

Coal, storage of 284§

Coal, Transporting through pipe lines 569*

Coale Muffler & Safety Valve Co., Securing

safety valves 1522

he Daily Railtvay Age Gazette. * Illustrated article:

1913— RAILWAY AGE GAZETTE, MECHANICAL EDITION-Index.

Coaling stations, Modern locomotive 294

College men and the railroad.. . 520§, 523|, 577§

d the railroads, by D. C.

580+

J the railroads, by

College

Buell

College

Humphi
College 1
^ Wood
Commerci

Commitlet

ued ...

Committee

58U
e railroads, by .\. J.

638$

tu., Lamp 1468

I- lods, discontin-
>\ ed method of

Swing motion

Delai

tivi

Delax

De1cc

Lacka
i-2 lyps
Lackax

I & Weste

•r gla.-,
rbalan'e

Design of locomotive connecting Vo'dV, 'iY.'a'.

Campbell 175*

445*

Design of tank
Detector for fracturt
Detrick & Harvey, J

512"
566"
316

101*

lill

blade bender, B. & M.
, Drilling jigs for, Frisc
strap liners. Turning i

Eddy, W. J., Boiler
Education (see App
Efficiency of comnii>i
Efficiency, paper at
Efficiency tests on
Ejector

Ele
Electr
Elect r
Electr

eldii

Experimental

487*
314*
^85 §
406S

Cupper I.
Copper IT
Copvriglil

plant oper,

jffoid!!!!!!

ear and ri
mg .piadrai

'eter, Watson-

ank pin c

ank pin :

rick .....

awford, 1

ofut Ext,'

:, Portable. Ped-
Vri.Vhxi^.' M."m'

494*

170§

124*

. 635§

44t

529*

318

274*

78*

1470t

101*

1422*

1426§

1524'
455*
377*
568*

1281*
1S04
428»

Ciiniberland terr
Cups, Oil and gr

1 of the B. & O

tor rods...

k equalizer d

Electric ligliting of pi

gn.

Curtain, Side for c
Curtain Supply Co..

. 259

. 242*

ibulc curtain shield 1524*

ving flat spots from

Cylinder boring bar, M.
Cylinder cock. Automatic
Cylinder repaired with ci
Cylinders, Alfree with pi
Cylinders. Larger locomo
Cylinders, Ratio of comj

Damage by unloading
Dana, G. C, Clips fo,
Davidson, W.. EITec

pecifications oi

eepcrs stock

A. R., Superheater took and thei)

)avis B
tool ..

oring Tool Co., Expansi

o„ boring

)eath r:

ite in coal mines

)elawar(
)elawar(
shops

; & Hudson foundry

:, Lackawanna & Westerr

1 finishing

1401*
228§
227§

299

432*

1469*
335t
549*

ooi For
ooV For'

Door, Rumsey fn
Door, Rumsey, m
Dope, Preparing;

Dow, T. W., A
Downing. 1. S..
facilities ....
Draft gear attac
Draft gear, Imr
Draft timber bo
Drafting, False

Draper Mfg. Co., Pncun

Mfg.

iiVg.'

Tool
o.'.'We'lde

atca'looiii

;ui^■, lr,|, -

ilcCord....

bv'c. "f.'Mor

347

flue welder.

superheate
'Can. 'Pac'.

lliilh duty radial

324*
310
559*

1504*

1529*

62t

288*
1402*
229§

1300*
81*
339*

1521

75*

>riving box cellars, Tool f„

& N. W

Iriving box kinks, B. & (). .
Iriving box lateral plate, b-

Driving box. Oil pipe for hub.
Driving box plugs. Molding. . .
Driving box. Taking up lateral i

Driving boxes

1, pape

r at General Foremen's

Driving boxes

Driving boxe

Shore

, Plani

s, Pou

ng taper flanges on

:ring brasses in, Lake

Driving boxes
D. Franey

, Repa

iriiig locomotive, by M.

Shapf
Repla,

Drop forging, papt

Drur
DudI

straps ....
Dudley, S. W
Duff Mfg. C
Dufl^ev. Paul

I, Engine and tender

vater

Welding oil cups

(ipera'tion 'of 'triple

Journal jack

., Filter for shop

railway companies. Number of

meting machine, C. & C. Co

Storage Battery Co., Axle lighting

welding, paper at Blacksmiths'' con-

32t
394*

392*

486*

Dulife

Paul

R..
R..

Firiiig-iip ho

use for loco-

Paul

lies

Machine for

drilling tell.

Electrical Engineers, Association of 'Rail'

way meeting 1428

Electrical Engineers, Association of Rail-
way, Tests of passenger car lighting

Electrification. Cost of

Electrification of Melbourne Suburban Rail'

607
660t

shop buildings.. 648

Electro-pneuma
Elwell-Parker 1
Employees, Nu

land

Employment bu
Enameled inte

Painters' con
End constructi(

lapsible ....
Eng

lirake. N. Y. R. R. Club.

nmmings,
passenger

houss
hous(
house

Engine
Engine
Engine
Engini
Engin(

Engine house s:
Engine house, V
England, Privat
Enrollment Con-
Ensign. J. F.,

EquaVifeVdesigi
Equipment defe

equipment
for Mallets
, Log for..

516t

1497*

577§
600*
600*

597*
585t
2S4§
594-;-
1247§

Railroad, Shop kink;

Estabrook, H. M

pas:

Eur

nger

Special
S. M.
tacilit
& Mf

for steel
' Electric

opean roundhc
Eveland Engineer

riveting machine

Exhaust system for grinding wdieels

Exhibit of coupler committee

Exhibit. Track, Atlantic Citv

Exhibits open in the evening 57§, 1161:

Exhibits open in the evening unsuccessful..

Exhibits, Space occupied by

Experiments with freight car trucks

185*

394*
305
1279§
1407

173t

I471§

1247§

42*

tube cutting
Mfg. Co.,

Mandrel for tube

■. B. Operatir
H., Tables

Fastnut Ltd. (Loi
Feed water, cost c
Feed water heater and
Feed water heaters dis.

derson, A. S, JI. E
Feed water treating. 1
Fentress. H. S., Box

viewed by repair me

np drinl
;s. Tun

raii'kiin '

11), Wrenches 1497

reating 316

d superheater, I^anz... 71*

life

206t

315

refer to Railway Age Gaccttc. Mechanical Edition: those
§ editorial; f short non-illustrated article

285 §

293

169§

Illustrated article;

1913-

-KAILWAY AGE GAZF.TTI-:. MKCIIAN'KAL EDITION— Index.

Fisher & Norris, Quick acting k-vcr vise... b,-i
1-langc joints in locomotive pipe co.mcclions U.5S

l--lat spots, Kcmoving from car wheels ^04

flight, Long .listance m !• ranee. JUT

I-liglit. Kecoi>l bicaking monoplane 5S^T

1-low meter. Improved, Gen. Elect. Co 507

1-lue weUler, l)ra].er ■ 25

h'lue welding, jiaper at Blacksmiths Conven-

tion • ;;""t 1i!

Klucs, Effect of superheaters on life of J13

Hywheel breakage ry'V, '

Footc-Burt Co.. Mud ring and flue sheet

jrill ol9

Foreign siibscribers to June Dailies 227J.

Forest fires, Causes of ^os i^

Forest t^res. Extinguishing •'^o.

Forging dies .•,•■■■." "u 77"

Forging by machine in radroad shops..... //
Forging machine work, Chart for, by O. V.

1'. liulleid ■;•••• -'0

Forging machine (see Machine lools).

Forms for locomotive operation and cost... l^-t

Fosdick .Machine Tool Co., Horizontal bor-

inc. drilling and milling machine.... 5oJ

Fosdick Machine Tool Co., Radial drill.... 6 9

Foundrv, Delaware & Hudson 549

Fowler,' H., Motion work kinks. . .......... 136

Ft. Worth & Denver City, Driving Box lat-
eral plate ■ •. ,.°,

France, Nor. Rv. Baltic type locomotive... 190

France, Experimental electric locomotives.. 1^9

France, Forestry in :••■••,•:•• ^^^'

Franey, M. D., Repairing locomotive driving

boxes .* ■ • ' ^ ^: ■ *-*ui'

Franklin Railway bupply Co., Flexible

arched metallic roof ■■■■• lloo

Franklin Railway Supply Co., Improved fire ^^^^^

Franklin' Ra'iiway Supply Co., Tank and

strainer valve -■■;;, : ••• ; ^^"

Franklin Railway Supply Co., Water joint

between engine and tender • ^^,-,

Freeman, L. D., Bulldozer in railway shops. 7/

Freeman. L. D„ Locomotive shop kinks..... Jl

Freight car construction. False economy in. 147^S

Freiiht car troubles . : 520|

Freiiht car troubles, by J. C. Fritts 551

Freight cars, Standard ll.iS

Freight train. Operating long, by 1-. U.

Farmer " _,

French engine house ■ • • '"'

Freyler. Daniel, Boiler studs and plugs 4j5

Frisco (see St. Louis & Francisco).

Fritts. J. C, Freight car troubles. . . ..... . . • 551

Froehlich, B. J., Handling scrap material.. 115|

Front end. Slater ■■■■.■■. .■ ' '

Fuel Association (see Railway Fuel Associa-

Fuel -Association, Report of convention 289*

Fuel, Combustion of, on a locomotive 59^ i

Fuel convention, Notes on... •■•• ^»4S

Fuel economy and moving pictures 5/S, 0/

Fuel economy and operating department, pa-

per at T. E. A. Convention 469

Fuel for motor cars .- ■ • 'j/

Fuel record. Individual, for engineers 285S

Fuel saving and locomotive capacity 46 J|

Full crew laws. Cost of 332i

Fuller C. E., Address at M. C. B. .\ssoc.. 1430

Gage, Change of, in Australia 344|

Gage cock. Nathan "UU

Gage cock holes. Locating on boiler 21^

Gage for setting tire. Cent, of Ga 53/

Gage, Wheel press recording 44/

Gages for Walschaert valve gear parts 669

Gaines, F. F., Cost of freight car repairs... 205
Gaines, F. F., Discussion of brick arch and

front ends -. ; • -, ■. • • ''75

Gaines, F. F., Discussion of locomotive

boiler design 12

Gaines firebox on the 111. Cent. ........•• • 36

(-,ale, W. T., Safety on the C. & N. W.... 13/

Gardner, Henry, Effect of pigments on lin- ^^^^

Gardner, Henry, paper on shop schedules.. 423*

Garland car window air intake • . 564

Gas-electric car, Pittsburgh & Lake Erie.... 143

Gas generator. Kerosene....... '5-v

Gas lighting with electric ignition 1498

Gasolene, Quality of, for motor cars....... 3-7

Gee locomotive stoker......... ..111§, 155

General Electric Co., Electric locomotive... 1357
General Electric Co., Improved steam flow

Ge"er1il Electric' Co'.,' 'Motor' 'Car',' P'.'&' L.' E. 143*
General Electric Co., Reversing motor drive

for planers •■ 46

General Foremen s .\ssociation (see also

Meetings).

General Foremen's Association Conven-
tion.

(Rf/'orfi and Jisciisswii.)

Address by Robert Quayle 415

Apprenticeship ■* ' '

Driving boxes ''-"

Page numbers under 1.000 refer to Raikcny Age

General Foremen's Association Conven-
tion — (continued)

Klcitiuii of ,,llKcrs 428

Engine house organization and opera-
tion, by W. Smith 59/ •

Notes on convention 406§

President's address 415^

Shop schedules, by Henry Gardner 423

Superheater locomotives **! .

Generator suspension. Safety axle 456

Gerber, J. W., Dry lumber shed 307*

Germany, Prizes offered in • 144t

Gibbs, A. W., Discussion of dynamic wheel

loads • ^-

Gold Car Heating & Lighting Co.. Ihermo-

static heating control 15--

Gondola car (see also Car).

Gondola car, Designing a steel, by J,. \\ .

Wallace 381

Goodrich, Chas. M., Cab window ventilator 676*
Goodyear Tire & Rubber Co., Flexible hose. 1500
Gould & Eberhardt, Shaper for heavy serv-
ing 1365

Graham "Manufacturing Co., drill speeder... 339*

Grain car inspection, R. W. Schulze 33

Grand Trunk box car with hopper bottom.. 323
Grand Trunk improved throttle lever rigging 331
Grand Trunk locking device for car and

ti-uck 104*

Grand Trunk locomotive, 2-8-2 type 1359*

Grapho-metal packing 160

Grate shaker brackets, Riegel 1391

Grate shakers. Shields for 1--

Grates, Best form of 316

Grates, Design of, by W. R. Hedeman. . . .^. 585

Grease plug for side rods 396 , 568

("Urease, Preparing hard, for cellars 662.

Great lakes. Ore shipment on 409t

Great Northern motion work kinks 136

Greece, Railway development in 569i

Greenlaw Mfg. Co., Lock for steam hose _

coupling .en?*

Greenlaw Mfg. Co., Metallic connectors.... 1501'

Grenchenberg tunnel 574i

Grinders (see Machine Tools).

Grinding competition 405S, 6J5S

Grinding machine for links ;,■,••;,• ^'^

Grinding wheels and their use, by W. R.

Hedeman °°2

Grinding wheels. Exhaust system for -'"i^t

(Grindstone at rip track 523 X

Guard for grinding wheels. C. & N. W.... 139;

Guard for wheel lathe, C. & N. W .... . . . 40^

Guard, Safety for rip saw, C. & N. W.... 138

Guards for end rods in automatic machines,

C &N W 138

Guards for lathe feed gears, C. & N. W. . . 141
Guards for shop machinery, C. & N. W... 13/

Guatemala, Traffic in - .■ - 142t

Gulf, Colorado & Santa Fe, Grain car in-

GuFde ba"r bl'o'c'k's.' 'by 'm1 'H.' Westbrook. ... 115t

Hall-Scott Motor Car Co., Cars
Hale & Kilburn Co., Steel intern
Hammer crane shock absorbe

Blacksmiths' Convention • • .

Hammer for removing side rod bushings,

N. & W •

Hancock Inspirator Co., Ejector for coa

sprinkler

Hancock Inspirator Co., Impn

sprinkle

Ilobart-Alfrce Co., Cylinders 1401*

Hodges trailer truck. New design of 74

Hoffman, S., Discussion of superheaters.... 13

Hoist, Electric, Sprague 1400

Hoist, Pneumatic for loading cars 85

Holm, Sigurd, Truck equalizer design 350t

Hooks, Bending "S" 191*

Hose, Air brake (see Air Brake Hose).

Hose, Armored 219]^

Hose, .Nrmored squirt 334*

Hose coupler. Steam 1500

Hose coupling, Sheafe 332*

Hose, Flexible metallic 1500

Hose, Machine for mounting, M, K. & T.. 84*

Hose, -Metallic for locomotive 1400*

Hose. Non-kinking air and steam 219^

Hospit.-il room in shops 84

lluniiihnys, A. C, College men and the

r.iilr..ads 581t

Humpluey, A. L., Air brakes on steel pas-
senger cars, A. S. M. E 260

Hungarian State Railways, Device for pre-

venting scale 1^

Hungarian State Railways, Engine house... 185
Huntley, W. P., Cracked cylinder repaired ^

with concrete • • ■ ■ '^i .

Huntley, W. P., Grindstone at rip track... 523*t
Hydraulic forging and bending press, Cham-

bersburg 339

Hydroplanes 209t

Ice handling 300

Illinois Central, .Apprenticeship on ^49

Illinois Central, Gaines firebox on locomo-
tives

Illinois Central, Hold-up on the

Illinois Central, Locating defective car

wlieels ,•••■;.•■•

Central, Mechanical terminal at Cen-

paper at

oal

Hand holds. Device for securing.... 103

Hanson. F. H., Efffct of specifications on

storekeepers' stock ■ f 99

Harlem Railroad • • • ■* **'

Hasty, J. B., Thread cutting dies
Hatler, W. E., Dry lumber shed,
ck tire heate

428t
433
307*
628*

1422*

Hendey Machine Co., Universal milling

drick'son! 'b.. Forging machine dies 434

ndon H. A.. Driving box lateral plate.. 8

vey, D. F., Grease plug 396

vev locomotive stoker A' ' ' '^ ' ' \

wood Brothers & Wakefield Co., Steel
r seats

1467

tralia

mil

Central, Shop improvements at

;ide

362*
392t

152*

353*

193*

Illuminating Engineering Society (see Meet-
ings). . ,i

India, Branch line in 392 ,

India, New line for 123];

Indian railway mileage 5l5i

Indian railway policy lOOt

Indicator cards. Steam consumption from.. 3499
Independent Pneumatic Tool Co., Air and

electric drills ,••■•,:,■-:•„■, ^'^^

Ingersoll-Rand Company, "Little David

riveting hammer ■ • ' ; ' ", iA

Injector repairing, by Chas. Markel ^4J

Injuries, Hospital room inshops
Inspectio

„. „.ch bars, Mirror for 96

of grain cars, by R. W. Schulze. 33

Locomotive, P. & R 470*

Overhead, of box cars, M. C. B 1477

Developing efficient car 380

of apprentices on the 111. Cent.

and Cent, of Ga ■•• 249

Instruction of car men on interchange rules 154

Insulation of refrigerator cars, by M. R. ^^^

Parks
Int

inspectic
Inspcctic
Inspecto
Instruct"

rchange rule
change

nd car

.^o. Changes in 142o§

.^,^..„..a- .„les. Instruction of car men.. 154

ternational Engineering Congress (see

Meetings).

ternational Oxygen Co., Oxygen gene'-

^^4* Internati'o'nar 'Railway Fiiel Association (see

1400

Railway Fuel Asi

International Railwai

-^ssociation (see Ge

General Foremen s
eral Foremen's Asso-

Inter
Irela
Italia

•iews at -'Atlantic C
d. Warning trains
1 railway earnings.

1412
366t
71t

Headlight, Electric. Pyle National......... 1365*

Headlight equipment electric Installation

and maintenance of 36/», 429*, 546 , 603

Heat treatment of case hardened steel..... 34/9
Heat treatment of metals, paper at I.lack-

smiths' Convention 49-^

Heater for locomotive cab • -4-

Heckman, A. V., Forms for locomotive oper-

ation and cost ■ '-4

Hedeman, W. R., Boiler tube tools . -3

Hedeman, W. R., Design of locomotive

grates ,■ • •, j ^"

Hedeman, W. R., Grinding wheels and

their use

Hedeman, W."R!,"Locomotive deck shield. . 122;
Hedeman, W. R., Molding driving box plugs 494
Henderson, G. R., Discussion of locomotive

feed water heaters .•■•,•■•,••■■,•,:• 1

Hendev Machine Co., Double head

journal. Duff 45^

journal. Reliance 1266*

raulic pit, Watson-Stillman. .271*. 1265*

ndhouse facil-

Jack, Car
lack. Car
Jack, Hyd
Jacobs, H. W., Europea

ities

Jacobs- Shupert boiler tests......

Jenkins Bros., Brass gate valve

Jerguson Mfg. Co., Improved Klinger type ^^^^

1501*

605*

A'ater gage . -
lesson, J. A., Air pump head repa:
Jesson, J. A., Grinding piston rings of air

brake apparatus . . ,•,:••„■ V ' tJ Mn'

Jib crane. Ball bearmg, W. & L. E 3/0

Johns-ManviUe Co., H. W., Non-kinking air

and steam hose ; ^i^

Johnson, .^. G., Locomotive operation au

Joliet Railway Supply Co., Roller side bear- ^^_^^_

Jo'ne?R'a'ilvvay"s'uppry"(:o.',' Truck centering

center plate • • .•••■••.,• !?,„

Tournal box for the Roumanian radways. . . IWU

Journal box lid. Locked. ....... • 1525

Tournal box lid, Pinless, McCord 1522

al box with steel inserts 1499

Just'i'ce,' Philip S. & Co., Jo

thosi

1,000

refer to the Daily Raikcay Age Ga:
t communication.

nal jack 1266'

* Illustrated article;

1913-RAILWAY AGE GAZETTE, MECHANICAL EDITION-Index,

Kansas City Southern, Work on bulldozers.

Kavanagh, 1)., Platforms for casting

Kempsmith Manufacturing Co., Milling ma-

Kendall,
repairs
Club .

balla

iipine

Draft

,Tr.. Possibilities of the

h.. ProblVms'of 'steel 'pas'

r design

Manufacturing Co., Charcoal

Kiesel, W^

ger car
.Klauer

heate

Kling bolt

Knight, John C. .\ir

Knight, Yolin"cVVvir
Xoch, Felix. .Steel inte

S. .M. ]•:

Kropidlowski. \". T., I
Kropidlowski. \". T.. P

bu'^hing
Kropidln«

Tur

opi.llniv.ki. v.

n and main-

.367", 429*,

546*,

Ladder, Safety, for box car
Lagonda INIanufacturing Co
moving scale

& Michigan Soul

Lake Shor.

2-8-2 tvpe '

Lake Shore S: Michigan Southen

driving boxes

Lamp, Automatic tilting

Lainp, Quartz electric

Landis Machine Co., Stationar

head

Lanz superheater and feed watei
Lathe, -\xle. Increasing output.
Lathe capacity, A basis for mc

L. R. Po

Lathe chuck crane, Fr
Lathe dog, Heavv, Fri>
Lathe, Driving wheel.
Lathe milling attachnif
Lathe tool post, Turr(

It, Sa

Fe.

199*
1402*
1523*

133*
377*
374*
336*

toolsl.

34*
1523*

.pilati.

Latl

Lavatory. Folding, for c
Laws, .'inalysis of caboose..
Laws, Locomotive headlight
Lawson, A. B., Cab furnisl
Lawson, A. B.. Driving box kinks..
Lea-Conrtnev Co., Cold metal saw..
Lea Equipment Co.. Cold cut-off sa\

Legal day's work in New York

Lehigh Valley, Coal saving .,n

Lehigh Valley locomotive, 2-8-2 tvpe
Lehigh \'allev mine rescue car. .....

Lehon. Tom, Letter on exhibits

Letter ballot. Result of M. C. B

Letter ballot, Result of M. M 588

Liberty Mfg. Co.. -\rch tube cleaners 1300

Lighting fixtures for postal cars 218

Lighting of postal cars 212

flighting. Tests of passenger car 607

Lignite. Burning successfully on locomotives 285

Lignite coal analysis 2')0

Lignite coal cost iQO'

Lignite coal for

1421*

1408*
263
14045

I.oc

Corporation locomotiv

Lime, Mill for grinding

Linck, P. C. Superheater locomotives...

Link grinding machine

Link Side Bearing Co., Car truck

Link side hearing truck

Linseed oil. Effect of pigments on the c

stants of

List, The authorized, by E. T. McVeigh.
Lister, F. C, .\ir sander for'interurban t
Loading hoist. Pneumatic

416
198*
673*
673*

Locomotive.

Age 154.|.

Air pump, Compound 104*

.'\rch tubes. Tools for applying 28*

Associated Lines standard 5*

Atlantic type and a heavy train. ' 529
Atlantic tvpe, Possibilities of, by W F

Kiesel, Jr

Baltic type. Nor.
Boiler design di^
Boiler, De "

for

F. F. Ga

11
190*
12
17*

explosion. An early un*

inspection, Report of federal 32

, Service of Brotan 128*

tests, Jacobs-Shupert 59§, 63*

Locomotive (continued)

Boiler tube tools, by Walter R. Hede-
Boiler, ilk' 'Cent' 2-8-2" type '.'.'.'.'.'.'.'. '. .' '. .'

';"';' ■' i; •'■ !•' 'i'i:',i„-,n'iype:::::

valv

Coalintr &tnti(
Connecting r,
Counterbalanc

in, .Moderi
ids, by H.

Cylinde
Cylinde
Cvlinde

iiiensions, labular comparison.

1§, 18, 19, 72,

awbar. Laminated, Can. Pac

ifting device. Operation and mainte-

?dge fit, B. & O

■ing box lateral plate

■ing box oil pipe for hub.,
ing box. Repairing, by

ing box. Taking up lateral.

Duplicate pai l^ I'm . ,

Electric

Electric 2400 v. direct "c
Electric, Experimental
Engineer, A remarkable
Equipment, Condensed
Factors in the selectioi

Beyer, Jr

Feed water heaters disci

of, by O.
-i'o'n' 'b'v 'g.'

Kirdlii

I'lring practi
Frame brace.
Framt

Sho

Vanadii

type

nd for
nd. Slate

nd cut-i

.1266*,

Front

Front ei

Fuel an(

Gage co(

German

Grate, Design, by W. R. Hedemaii!!!.

Grates, Best form of

Headlight equipment. Installing electric.
„ , 367*, 429*, 546*,

Headlight laws. Compilation of

Heating surface. Equivalent

Hot boxes

Lubricator auxiliary valve, MacBain
Lubricator, Improved force feed.. 157*.

Ma
Mall

D. .\shn

362*
233*
480*
33*
295
314
160*

477

529*
101*
131*

237*
304*
122*

643*

75*

199*
74*
422
420*
450*

1280*
324t
112§

1357*
129

1413*
527*

536
409t
S88*
1264*
128*
670*
293
411*

1300*
280t
585*
316

283§
235*
1267*

of pov

Operatic
Operatic
Operatic

rdercd
and c:
by A.

it. For

3§

124*

Joh

curves, by L. R. Pomeroy... 68*

One hundredth anniversary of 380t

Painting, Economy in 541

Passenger, Largest, in Europe 190*

Pipe clamp, Ayers 234*

Practice, Modern 230 5

Progress 13445

Ratios, Tabular comparison of.

18. 19, 72, 73

Reverse gear. Power 627*

Reverse gear. Screw and lever, P. & R. 481*
Rod brass, Improved, C " "

Locomotive — (continued)

Sho

■ d wedges, Planing, C. & O... Si'

batement devices test 236*

' testing, P. R. R. 159-

Springs, M.._ _ .„. ,,.^.

Spring, Replacing driving

Standard. Discussion by H. H. Vaugh

Standard of the Associated Lines".

Sta

ng fir

electr

Steam

Stok

Stoker, Hervey ■............'.[',',][,''

Stoker, Standard fi'Vl'*'

Sulzer-Diesel '.■.■.'.'.'.. ."

Superheated steam, .\dvantages of' di's'-

?."3'°A}'^ ^- ,"• ,'^<',ung : . . . . 15

heater,

71*

II
1§
643
594t
IIIS
393*
1399*
589*

Superheater and feed

Superheate
Superheate

Snppi-hrnt.

disc

ission by S. Hoffman.
, Tools for applying. .
rating, paper at T. E.

er at General Fore-

irt at M. M. conven-

Tabul,
2-6

nd switching typ,

af 4-4-2, 4-6-0, 2-6-0

npar

of 4-i

- t.ypes

4-6-;

11 pan so

-10-2,

, and
imple

27*

467

416

1373
675*

Tabula

freight, Malie. .,,

Tender truck. Six-wheel, Santa Fe....".' 526*
lender truck, Swing motion. Common-
wealth 357»

Tender without underframe. Can.' Pac'. 120*

al firing-up house 536

353*
-1715, 1344§, 1350

1384*

Terminal, III. Cent.,

Testing plant, Purdue

Tests of superheater. Report a't M.

convention

Tests, Pennsylvania class' ij-'e'-s

Thl^M ^\^'"'^" .■■.■■■■■ 1369§, 1374*

Throttle lever rigging. Improved 331*

Tire heater .. 309,

lires, Chrome-\ anadiuni. Tests of 15*

Tires, Service of Vanadium " ' 648

Tires, Specifications for Chrome-Vana-

Tool equipment 577S

Tractive effort chart '.'. 435*

Trailer truck. New design.. . •"•

Truck tire turning test ,„

Valve gear 159^

Va ve gear driven from crosshead '

Valve gear, Formula for saddle pin off-
set

Valve gear. Gages for parts ' of' 'Waf-

schaert

setting and cylinder ratios in Mal-

lets
Water g;
Water gl
Water gl
Water gk
Water jo
Watering in the e
Wheel loads. Dy

A. W. Gibbs...
0-6-0 type, Illinois

466t
169§
215*

647*

669*

237*

', Babcock safety ' 333*

, Irnproved Klin'ger 1299

shield. Dele
shield. Lake
Franklin .

Central, Ga

box

6-0 type, .-Kssociated Lines

8-0 type. Wheeling &- lake Er

8-2 type. Associated Lines

8-2 type. Comparison of recent.

8-2 type, Grand Trunk

8-2 type, Illinois Central, Gain

box

8-2 type. Lake Shore .' .' .' .' .' .' .' .' .'

8-2 type, Lehigh Valley

8-2 type, P. & R

8-2 type, Santa Fe

4-2 type, P. & R

6-2 type, .-\ssociated Lines

6-2 type. Can. Pac

6-2 tvpe, D. L. & W. .

6-2 type. Erie

6-2 type. New Haven .'.

333*
235*
1400*
284§

362*

641*

-onisville S: Nash
Grinding piston
.onisville & NashA

epaii

•ille

525"

479*

117*

1390*

1392*

1293*

anta fe 525*

nrthern Railway of France 190*

''—"" Pacific 583*

Mi.lnne Tool Co.. Lathe. 1301*

"",','; outdriving boxes 420*

brake apparatus,

132*

pump steam head

■ 605*

& Nashville, Mirror for inspecting

]^g^5 ' P "vcu, ^. .X i-i. VV

1705

Rods. Comparison 'between .American

Rods. Designing, by 11. A. F. Campbell.

Rods, Service of Vanadium ...

Safety valves. Location of gages in set-

175*
648

533*

412*

307*

Screw reverse gear, P. & R

Selection of

Shoes and wedges. Laying off. Can. Pac.

Page numbers under 1,000 refer

Railway Age Gazette, Mechanical Edition: those
§ editorial; t short non-illustrated article

truck;

Lubricator auxiliary valve. MacBain 235*

Lubricator choke plugs. Wrench for rerirv-

'"K 371*

Lubricator, Force feed, McCord \ot.7*

Lubricator, Force feed. Improved .' i57»

Lumber. Moisture determination, Ca-s-dian

Pacific 653.

Lumber shed 307*

Lutz-Webster Enp^neering Co., Wrench..'.'! 1503*

Lyndon, G. W.. Car wheel failures 329t

Illustrated

icle

1913— RAILWAY AGE CAZI-.TTE, MFX'IIANICAL KDITK )X- -In<lex.

.MacJ;ain, II. K., AJdii-si :it T. IC. A. con-

vi-iiliuii 476

AlacBain auxiliary lubricator valve 235*

Macedonia, Railway accident in 395t

Machine for drilling tell-tale holes in stay-

l>olm 252*

Machine Tools.

Arrangement at Uurnside shops 194*

Basis for comparing 114§

Boring, drilling and milling machine,

Fosdick 563"

Boring machine for car brasses, C. &

N. VV 266*

Boring machine. Double, for journals.

ent

Boring machine, Horizontal, Pawling
& llarniscWeger

Combination machine, Quadruple, Wie-
ner

Drill, Mud ring and flue sheet, Foote-

Drill, Radial, American Tool Works Co.
Drill, Radial, high capacity, Fosdick....

Drill, Radial, high duty, Baush

Drill, Radial, high duty, Dreses

Exhibit

Feeds, cuts, speed, metal removed, etc.,

table

Forging machine. Heavy, National....

Forging press, Chambersburg

Gearing

Grinder, Double spindle, Besly

Orinder for sharpening curved tooth

files. Vixen ■.

Grinder, Oilstone

Grinding for links

Grinding
Grinding m:
Grinding n

mert-Dixo
Guard (see
Guards, C.
Journal be:

plex, Det
Lathe
Lathe,
Lathe,
Lathe,
Lathe,

chine, U

chine

Wiln

'ith cran

Mil

also Guards).

& N. W

aring boring machine, Du-

rick & Harvey

capacity. Basis for measuring...
driving wheel, Xew model, Niles

fiat turret. .'Vcme

heavy engine, Cincinnati

proved, Lodge & Shipley....

Lathe, geared head. Reed.

Lathe, 12 speed geared head, American
Tool Works Co

List of, at locomotive terminal. Cen-
tralia

Milling machine, double head, Hendey

Milling machine, geared universal, Hen-
dey

Milling machine, heavy, Kempsmith. . . .

Milling machine tests, Englisli

Milling machine for links, Newton

Motor drive. Reversing for planers.
Gen. Elect

Motor for shop service, Westinghouse. .

Nut tapper. Semi-automatic, National..

Operation diagram, by L. R. Pomeroy .

Planer. Heavy service crank, Cincinnati

Planer drive reversing motor. Triumph

Planers, Reversing motor drive. Gen.
Elect

Saw, Boyer pneumatic

Saw, Cold metal, Lea-Courtney

Saw, Cut-off, Lea

Shaper, Back geared, Cincinnati

Shaper for driving boxes, Newton

Shaper, Heavy service, Gould & Eber-
hardt .,

Shaper, Heavy duty back geared. Stock-
bridge

Shear and riveter for coupler yokes. . .

Underpowered

Vertical turret lathe. Speed change

452*

619*
1264*
619*
511*
1300*
1403§

248*
566*
339"
1404§
628*

396*
273*
198*
1402*
1267*

393*

272*
1301*
1366*

Madden, T. P., Care of superheater tubes. .

Madras. Transportation in

Mahr Manufacturing Co., Oil burner. ^24*,

Main rods (see Rods and Locomotive i-ds).

Mandrel for sectional tube expanders

Manual for firing practice

Mark Manufacturing Co., Cold drawn union
steel

Markel, Chas., Repairing injectors

Martin, C. W., Location of steam heat traps

Marvin & Casler. Offset boring heads

Master Blacksmiths' Association asks assist-
ance of M. M. Association

46*
519*
1367*
1421*
1470*
100*

1365*

338*
1525*
4081:

1497*
350J
3S0t

1522

271*

243
328
335*

147U

Master Blacksmiths' Association Con-
vention.

{Rcforts and discussion.)

Case hardening 491*

Cast steel in the blacksmith shop 492

Drop forging 487

Efficiency 493

Election of officers 494

Master Blacksmith's Association Con-
vention — (continued)

ICIectric w.l.liim 486*

Flue welding 485*

Hammer crane shock absorber 493*

Heal treatment of metals 492

Notes on the convention 464|

Oxy-acetylene welding and cutting 49()*

Piece work 490

Spring making and repairing 488*

Tools and formers 486

Truck transoms for passenger coaches. 487*
Master Boiler Makers' Association (see
Boiler Makers' Association and Meetings).

Master Car Builders' Association Con-
vention.

(licpurls and dii

Abu

of the repair card

Address of President Fuller

Air brake hose specifications....
Brake shoe and brake equipment.
Capacity marking of freight cars
Car construction

Car

cks

Car wheels

Coupler and draft equipment

freight equipntent by

loadin

chine

Election of offici

Freight car repair bills

Letter ballot. Result of

Lettering cars

Overhead inspection of box cars

Prices for labor and material

Repair card abuse

Retirement of 20 and 25 ton cars from
interchange

Revision of form of present specifica-
tions

Revision of the rules of interchange...

Revision of standards and recommended
practice

Rules for loading material

Safety appliances

Specifications for freight car truck sides
and bolsters

Tank

tnd signal equipment,
lighting ...
pipe conneci
r mechanic's

for steam heat.

1461

1430

1509*

1437

1490

1512*

1480*

1447*

1438*

1507*
1518
1460
615
1490
1477
1459
1489

1487

1432
1475*
1475

1486
1486
1435*
1483*
1484*
70

Master Mechanics' Association Conven-
tion

(Rcl'urts and discussion.)

Committees for 1913 1259

Election of officers for 1914 1390

Electric equipment maintenance, by C.

H. Quereau 1347*

Locomotive testing plant, by E. C.

Schmidt

Main and side rods

Maintenance of locomotive boilers

Mechanical stokers

Minimum requirements for locomotive

headlights

President's address

Program of convention

Result of letter ballot

Revision of standards

Smoke prevention

Special alloys and heat treated steel in

locomotive construction

Specifications foi locomotive cast steel

frames

Specifications for materials used in loco-
motive construction

Steel tires

Subjects 348§,

Superheater locomotives

Test of superheater locomotives by C.

H. Benjamin and L. E. Endsley

Three-cylinder locomotives, by J. Snow-
den Bell

Wheels, engine and tender

Master Painters' .Association (see Painters'

.Association and Meetings).
McConway & Torley Co., Freight coupler..

McCord & Co., Draft gear, lever tvpe

MeCord & Co., Force feed lubricator. . 157*,
McCord & Co., Journal box with steel '

1350*
1350*
1351*
1285

1356
1281*
1249
588
1291
1377*

1376

1356*
1356
1373

McCord & Co., Locked journal box lid

McCord & Co., Pinless journal box lid

McCord lS: Co., Swivel drawbar yoke

McCord Mfg. Co., Universal weather strip-

McGee, W.' A."," Shop kinks'. '.'.'.'.'.'.'.'.'. '.'.85*',

M'Veigh, E. J., The authorized list

Mechanical associations. Co-operation be-
tween

Mechanical department appointments

Mechanical engineer, The

Mechanical stokers 1277§,

1422*
1529*
1267*

1499*
1525*

1501*
309*
304

Meetings

.American Electric Railway Association.

.American -Museum of Safely

-American Railway Tool Foremen's As-
sociation 34,

American Society of Mechanical Engi-

^ necrs 50, 162, 221, 571,

^^ir Brake Asscociation

Canadian Railway Club... 51, 106, 221,

Car I'oremen's Association of Chicago. .

Central Railroad Club 106,

Federation of Trade Press Associations

General Foremen's Association.

50, 161, 221, 341

Illuminating Engineering Society con-

ntio

International Engineering Congress....
.Master Boiler Makers' -Association....
Master Car and Locomotive Painters'

-Association

New England Railroad Club.

162, 277,

York Railroad Club.

50, 106,

161, 222,
""Effid-

Northern Railway Club.

Pennsylvania Industrial Wei fa:

ency convention

Railway Business -Association 50,

Railway Club of Pittsburgh

Railway Fire Protection Association...

Railway Fuel Association 161,

Railway Storekeepers' Association 51,

Railway Supply -Manufacturers' Asso-
ciation

Traveling Engineers' -Association

Western Canada Railway Club

Western Railway Club

Metallic connectors, flexible, Greenlaw

Metz, -August, Thread cutting dies

Mill for grinding lime

Milling machine (see Machine tools).

Mi:inesota rate case decision

Missouri, Kansas & Texas, Paint shop at

Scdalia

Missouri, Kansas & Te.xas, Shop kinks

Missouri Pacific, Locomotive, 4-8-2 type....

Monarch Steel Castings Co., Coupler

Moral awakening in supply business

Morey, E. H., Babbitting car journal brasses
Morey, E. H., Truck wheel tire turning test
Morey, E. H., Turning driving wheel tires.
Morrison, C. J., False economy in drafting.
Morrison, C. J.. Underpowered machine tools
Morse Twist Drill & Machine Co., Universal

grinding machine

Robert C, Oil and grease cups for

341
400

277

399

341

571
629
106
572
277
277

106
341
277
50
1501*
433
339t

483*
81*
583*
1504*
1403§
267*
466+
1731
361*
408t

rods

Mnt,„ buses in London

Mnlui car service in Bavaria

.Mulo: cars, by Dodd and Arnold

Motor cars. Cost of operation

Motor for shop service, Westinghouse..
Motor, Reversing, for planer drive, G

Elec

Motor, Reversing, for planer drive, Triun

Motor, Single-phase, Westinghouse

Motors, Application to tools at Burnsid'
Mounce, R. S., Mechanical depart:nent

ganizat:(

pictu

Spec

al 75 ton flat car

railway educational

work 57§, 67,

Mndge & Co., Car window air intake

Mummert-Dixon Co., Grinder

Mummert-Dixon Co., Crane-grinder

Murphv -X L -A roof on Frisco box cars-..
.MurraO, E. A., Kindling locomotive fires..

Murray, E. A., Tire turning record

Murray. E. .\.. Turning driving wheel tires
Mvriawatt. Standardization of the

Nagle, John H., Receptacle for waste drink-
ing cups

Narrow gage locomotives, Central South
African Railway

Nashville, Chattanooga & St. Louis, Boiler
shop kinks

Natal, Flood damage in

Nathan Mfg. Co., Cut-out valve for water
gages

Nathan Mfg. Co., Gage cock

Nathan Mfg. Co., Lubricator for air cylin-

174t
564*
273*
393*
556*
536
62t
640t
190

142*
397t

der:

National Oil Gas Generator Co., Generators

National Machinery Co., Forging machine..

National Machinery Co., Semi-automatic nut
tapper

National Railway Devices Co.. Coupler re-
lease rigging

Netherland railway improvements

New England Railroad Club (see Meetings).

New York Central & Hudson River, Steel
box car end

New Y'ork Central & Hudson River, Travel-
ing safety exhibit

New York Central Lines, Record of loco-
motive equipment

1368*
1529*
566*

i-efer to th-; Daily Railu-ay .Age Gazette. * Illustrated article
t communication.

1913— RAILWAY AGE GAZETTE, MECHANICAL EDITION— Index.

New York Central Lines, Steel passenger

car SS§, 89*

New York, New Haven & Hartford, Indirect
car lighting ^^'

New York, New Haven & Hartford, Traffic

through Harlem river yard 516t

New York Railroad Club (see Meetings).

New York State Department of Labor, Speci-
fications for e.xhaust systems 305

Newman, C. M., Boiler tube rack 606*

Newman, C. M., Paper on driving boxes... 422

Newton Machine Tool Works, Locomotive

link milling machine 46»

Newton Machine Tool Works, Shaper for
driving boxes •■■■•.•■ 10°

Niagara Frontier Car Inspection AsEOCia- ^

tion. Damage to cars by improper loading M'i

Nickel-Chrome Chilled Car Wheel Co.. Car
wheels ■■■■■■ 1529

Niles-Bement-Pond, Boring machine, Double
journal bearing 396

Niles-Bement-Pond, Driving wheel lathe.... 336

Norfolk Southern, Box car construction and

Norfolk & Western,' Bronze liners for cross-

heads i-',

Norfolk & Western, Car repair notes -142

Norfolk & Western, Forms for locomotive ^ ^

operation and cost '-•*

Norfolk & Western, Firing up locomotives.. 643

Norfolk & Western, Hammer for removing ^

side rod bushings - ■ ■»84

Norfolk & Western, 90 ton gondola car.. 2^, 35
Northern Railway Club (see Meetings;
Northern Railway of France, 4-6-4 tyoe lo-

comotive !^"

Norway, New railroad in i

Nowell, H. T., Eccentric blade bender 306

Nowell, H. T., Machine shop kinks 595

Nowel, H. T., Turning four-bar crosshead

wrist pins \^-

Nut, Dieter safety v;--."-; ',i.

Nut tapper. Semi-automatic, National 45

Oil burner 31U-

Oil burner for car repairing, N. & W .. 443

Oil burner, Mahr 624*, 1522

Oil cups. Welding on rod straps 25J

Oil fuel in Austria "t

Oil and grease cups for rods 366

Oil house. Standard, Paper at Storekeepers'

convention , 31U

Tinius, & Co., Testing machin

P. R. R.

159*

and fuel

only.

Operating department

Paper at T. E. A. conveniiuii . .

0|)eration, Improvements in

Operators, Selection for oxy-acetyl

ing, bv J. C. Reid

Ore shipment on the Great Lakes .74\

Organization of
Organization, IV

Id-

_„____ houses 597*.

hanical department, Erie.
635§,

Osmer, J. E., Improved rod brass

Oven for baking paint on steel passenger

cars, P. R. R.

.1471§,

Overhead inspection of freight

Owner's defects. Extension of list

Oxv-acetylene welding and cutting. Paper a

Blacksmiths' convention

cetylene welding, Selection of operator

245*
1477*
1471§

for

Oxygen generators . .

Oxygen and illuminatii

cutting with

ig gas, Welding and

eking, Graplio-metal

eking. Metallic, for piston
eking rings. Gang tool for
of Ci

cutting. Cent.

Paint baked on steel passenger cars, P. R. R. 245
Paint brushes for steel equipment. Paper at

Painters' convention 542

Paint, Effect of pigments on linseed oil 188*

Paint. Rust inhibitive. Paper at Painters'

convention ii

Paint on rusted surfaces 627 1

Paint shop at Sedalia. M. K. & T 483*

Paint shop supplies, Paper at Painters' -""

Paint, Test of

Painters' Association Convention.

(Reforts and DUcussio:<s.)

Economy in locomotive painting

Election of officers .-...-

Enameled interior trimmings

lishing steel passenger cars.

545
188*

Maintenance of passenger cars 545

Notes on convention 520§

Paint brushes for steel equipmert 542

Paint protection for steel equipment... 544

President's address 539

Railway paint shop supplies 545

Rust inhibitive paint 541

Safety first 543

?e numbers under 1,000 refer to Railway

Painting steel passenger cars, by C. D.

Young 245*

Pan for handling material, B. & 21"

Paraguay, Proposed line for 569t

Parcels post record 212t

Parish, Le Grand, Advantages of brick arch 473
Park, W. L., Address at Boiler Makers'

convention 314

Park, W. L., Address at T. E. A. conven-
tion 477

Park, W. L.. Railroads and the college

man 640 +

Parks, M. R., Proportions of refrigerator

cars 613

Parkesburg Iron Co., Superheater tubes... 1266*

I'arsuns, H. E., Tank car design 445*

Parsons, H. E., Truck equalizer design 408*

Patent applications 80t

I'atton, F. E., Use of --:iii.l -.: 1 nmtives. 594

Pawling & Harnischfei;ui, !: in.diine.. 99*

Pcabody, F. S., Addre^^ .,1 I u. 1 ,, invention 289

Peabodv, R. T., AppreiiliLe lusuucliun 311*

Pedestal binder hoist. Cent, ot Ga 538*

Pedrick Tool & Machine Co., Portable turn-
ing machine 569*

Penalties under Federal laws 242t

Penn freight car coupler 1422*

Pennsylvania, Car, Train lighting instruc-
tion 655*

Pennsylvania, Efficiency tests on 682t

Pennsylvania Industrial Welfare Efliciency

convention 571

Pennsylvania Railroad, -\tlantic type loco-
motive and a heavy train 529

Pennsylvania Railroad, .\ntomobile car, steel

frame 1492*

Pennsylvania Railroad, Fires 2041

Pennsvlvania Railroad, Gee locomotive stoker 155*
Pennsylvania Railroad, Oven for baking

paint on passenger cars 245*

Pennsylvania Railroad, Painting steel pas-
senger cars 245*

Pennsvlvania Railroad, Rivet heater. Port-
able' 256*

Pennsvlvania Railroad, Testing equipment.. 159*

Pensioners, Number on P. R. R 236t

Perritt, J. F., Smith shop tools 191*

Personals (General).

(Abv.'C grade vf Ma
Barclay, Frank B .

Bell, Rob(
Bentley

M. K 342

rt W.
H. T.

I. W. G.
F. S

Brown, H. B
Carpenter, J.
Chenoweth, I
Chidley, Tos
Conn, J. .!..
Cook, J. S. ^obituary)

G...

342
400
342
630*
342
51
458
107
400*

And

681

574*

G. M...' 515, 572*

■) 1407

Dalzell, H.
Dickerson,
Dunlop, P.
Enright, J.
Ensign, J.

Fiedle

Freeman,

Frey, W. J

Funk, G. H

Gardner, H. W...

Gardner, J. E

Garstang, William
Goodwin, G. S, . . .
.1.

lid, G. O.

Hawkins, W. P.

Major Charle

H. W.

Hii
Hii
Hooker, Fred

Hot-ton. B. G

Hull, George A

Hyndman, F. T

Tackson, H. D

'Tohann, Tacob (obituary)..

Tones, V. B

Kellogg. W, I

Ketcham, F, O. (obituary),

Kruttschritt, Tohn

Ladlev, W. E'

Langley, .1. T

Lear

Lillie, G
MacMillan, D
McCarlhv. M.
McC.irmick, G
McKee, G. S.
McOuillen, T.
^TcRnbcrts, G
Mertshcimer,
Milncr. E. B
Mitchell, W.
Montgomery,
Murray. W.
Nash, Toseph
Newhal'l, D. S
O'Brien, J. E

458
681
633*
278

400
458
342
458
630*
630
278

D. E..
G. W.

572
401
107
222
401
515
459

Personals — General (continued)

Osborne, H. J 458

Osmer, J. E 107

Oviatt, H. C 342

Park, E. A 278

Payne, B. T 107

Perry, G. E 52

Prendergast, .\. P 107

Prendergast, R. (J 458*

Quayle, Robert 631*

Richardson, L. A 222

Ridgway, H. W., Denver, Col 163

Robb, George W 572

Schmoll, G. A 515

Schlafge, Wm 1409*

Scribner, W. H 458

Seidel, G. W 222

Seley, C. A 278

Small, J. W 278

Smithan, N. L 163, 222

Stewart, C. J 572

Sunimerskill, T. A 163

Svmons, W. E 52

Taylor, C. M 222, 574

Tefteller, 278

Thompson, Geo 401

Tinker, J. H 107, 401*

Tollerton, W. J 51

Turner, W. B (obituarv) 574

Underwood, T. F '. 278

Van Buskirk, II. C 107, 515

Warnock, H. R 631

Waters, !. J 52, 515

Wildin, "G. W 342

Personals

(Master Mechanics and Road Foremen of
Engines.)

.Vdams, A. B 515

Akans, E. L 631

Ailing, B. W 572

.-\nderson, W. E 1 63

Appleton, W. U 631, 681

Armstrong, A. G 458

Barker, J. A 107

Barnes, W. E 631

Basford, John C 631

Beardsley, W. F 273

Bedell, W. A 342

Benzies, John 107

Bettenberg, N. C 223

Blake, Henry 163

Borbridge, W 342

Bowden, J. F 342

Boyd, Frank 164

Breisch, O. C 278

Burke, J. M 342

Burnett, R. W 1520*

Butler, W. S 515

Byers, R. F 681

Castron, H. G 631

Chase, F. T 107, 164

Connolly, F 52

Cope, E. E 682

Covalt, Frank 164

Crew, A. L 342

Cross, D. W 52

Cullom, J. A.. 342

Culver, H. W 223, 459

Cunningham, J. L 515*

Curley, W. A 342

Daily, C. B 459

Daley, T, H 573

Davis, T. M 164

Dempster, Gilbert 631

Dewey, Foster 515

Dougherty, J. H 107

Dyer, W. H 342

Evans, W. H 164

Fitzimons, J, E 164

Flavin, J. T 631

Ford, J. M 459

Foster, H. L 164

Foster, O. M 164

Fowler. T. E 515

Franev, M. D 164

Frauendiener, W. J 631

French, T. L 164

Fuller, G. E 107

Gibbs, J. W 631, 681*

Greiner. J. R 278

Grewe, H. F 342

Griffith, Henry 682

Groening, W. C 459

Hackett, T. W 682

Hale, A. E.. 632

Hanchett, S. F 459

Harris, E. J 223

Hartel, D 107

Haves, H. B 682

llavman, C. C 52

ITnm.sv, T. W 632

n...lnapr. F 632

Unlfm.in. O. A 107

ll,.|,kms, David 52

ll,.i,.cr, Frank 278

HuoU.tt, G. 401

Hussev. F. A 278

Hvde.R. C 164

Ingling, J. E 279

the Daily Raihvay Age Gazette. * Illustrated article:
Linication.

1913— RAILWAY AGF. GAZRTT]', MECHANICAL 1< 1)1'|-|( ).\-[ndcx.

Personals— Master Mechanics and Road Personals— Car Department— (con-
Foremen of Engines— (continued) tinued.)

kii.Ms,.,,, Mark l\i

luilv lied ""

•i^i."<'^. <^.- i- sfi

KothL-, C. A f'J

Kul.u, B. !•• 1*^

l.ang. J. -'^

Lcyilcn, W . i '^

f l>Vf l' <."'. ^"^^

\\c Vnaiiv 1 i *^^

.\lcCabe, J "2. 5/ J

McCinhv, C. A 6^2

Mcllonaul. 1.. J 279

Jkilr;iw, .Michatl .?;

MillvaiiL-. C. 1 513

McKcnz.c. H. 1) "2

.Mel tcul T U '^'',

M;,ckc.izic,' II.' 1> f?J

Mackerly, .\1. K f''

Malli>un, .\ '9^

MaxiWia, \V. !■; ^-

Mocbeck, L. 1 °°t

MoreJ, 11. S ''i-,

MolTatt, !•". J • • ■ ,".

Moriar.y, G. A 573, 631

Mullen, T. E ;■.;■■--{ ??^

Ndson, 1-. W 343, o/3, 63J

Novinger. G '0/

O t onnor, N. J ^-j

O'NeiU, VV. J "-

Patterson, D '"',

Patterson, S. T ■ • ■ J'-

Prendeigast, U. U 16-1. 223

Ramsey, Ralph ■■■ ^'^

Randall, J. U =2, 164

Keagan, M. F 279

Records. J. W..: ■ ■ ■ Iji

Reid, C. H ^-l^. "3

Rhodes, J. C -"

Rhuark, F. \V 343

Ridley, W. J ^15

Roach, J. B "2

Robb, G. W If

Robbins, F. S ^59

Ross, David = '°

Ross, W. F "2

Sealy, William C 52

Schaefer, Hugo 't^'

Schraag, C. F J-

Schultz, E ,"

Scott. M \°l

Sharpe, H. W ^32

Smith. J. L 52

Stephens. H. H 459

Stewart, J. B =2

Stewart, R. L 223

Stewart. T. R |43

Stone, G. M.. ••• "-.

Sweetman. E. M 632, 681

Sweney, D. R •■ "2

Tasker,,W. S 343

Tate. K .07

Tierney, J. R "^

Trussell. S. G '-

Underwood, T. S j-{

Vickers. T. M 343

Wallace, R. E =-

Walters, .T. H Y,

Whalen, J. M 343

Wheatlev. B. L "

Whitelev, G. W 223

Whitman. Harry °3-

Wilkie, Charles 5^

Williams. F. W «9

Wood, R. E 164

Yeaton, C. S 52

Personals— Car Department

Acker, Joseph . .
Allison, A. A. . .
Alquist, N. A . .

Alquist, P

Bannon, R. J . . .
Bcshler, E. L...
Buss, Charles . .

Copony, A

Corp. F. C

Cosgrave, P. H.
Cousley, W. T..

Cupp, .T. L

Deane, J

Downinp, I. S. . .
Ellis. W. M....
Fleming. I. W..
Galarneau. P. B .
Hallett. W. T

343*
223
573

F. H.

Albert .
John L.

Herb5t<
Hodgs(
Hull. u. 1
Jackson, J

Kendall, T. W. . .
Lenzner, Samuel
Lewis, Ynn R . . .
Mad<lox. C. W...

It.

343
682

MclJonald,

McMullen, John "

Miller, William ^53

Milton, J. II 459

Osborne, H. N 343

Otto, J ohn t- .

Patterson, W. E 5/ J

Piggott, S. J 343

Reed, James =^3

Ross, U. C 2"

Rowe, J. C \°\

Schulze, R. W 573

Senger, J. W "2

Simpson, C. S ■•• "

Smart, G. E 632, 682

Smith, W. K "2

Stanley, R 343

Taylor, C. II '^4

Thomas, J. H •■•■ 459

Thomson, Geo 459, 5/3

Trautman, .\dam 5,

Watrous F C 632

Weiler, 'g. S 573

White, H. J 343

Wilcox, E. M 632

Wood, George n 574

Personals — Shop and Engine House

Acker, J. W 401

Alexander, J. ■ • • "

Amey, M. E 343, 401

Anderson, J. J °°2

Arbuckle, J. 11 682

Baird, A. M 682

Baker, C ■• 2-.3

Bennett, A. E 53, --3

Beyer, O. S., Jr 439

Boertman, Chas ■'/'^

Bodine, L. E oof

Bonesteel, J. C 401

Booth, Thos 459

Brooks, C. E 5'4

Brumbach, R. F j-^

Bruner, J. 1"

Carney, J. A 401

Chase, M. 1 632

Chenoweth, W. B 107

Clark, A. W =3

Clark, F --3

Clark, J. H 4d9

Coe, T. W ='4

Cole, J. C 63-

Colley, C. C 343

Coniff. P 343

Conley, B 'J

Cooke. W. L 107

Costella, P. 1 1^4

Crawford. M. L 223

Grouse, J. L 344

Cruwell. W. C 223

Darling. H 344

Davis A. F 1°4

DeLacey, M. J 344. 401

Depue, Geo. T 516

Dibble, Oscar C 107

Donohue. P. J 344

Dorr, H. G 2/9

Douval, J. C 108

Drury. C J. 223

Duf ner, J. L -

Dumphy. John 07

Earl. W. R 10?

Echle, F. J 632

Falkenstein. Coburn 164

Fenstumaker, L -:;3

Fitzsimmons, J. F -'^

FHckwir, J. W 459

Flinn, R. H 4^9

Frauendiener, W. J ''4

Frey. C. N 53

Frve. J. C 68-

Gaffney, T. F l"

Gilleland, G. W 108

Giller. C. H 5 6

Goodwin, W. E 516

Gordon. Thomas --■!■

Graham Tos 632

Grant, Hugh' jOS

Gunther. M. J 164

Hahn. L. H 4o9

H^"-' JL... ;;; ^

■ ■ 53

F. C.

Hardestv
Hartwell
Hatsel, B. 1
Hav. D. W

F. H.

Personals — Shop and Engine House
— (continued)

Kirkpatrick, J 344'

Knight, T. t; 682

Kruegcr, A. J 63J

l.aking, D. G 53

a.ec, Bernard 682

t,ec, S. H 53

Lee, W. H 53

Leverage, J. R 5 6

Lighlfooi, S. b 3I0

Linthicunl, P 459

Little, -V a 108

Logan, S 459

Lowe, E. G 165

Mahan, A. H 574

McArtfnir, A 108

McDowell, John 53

McElvy, G. 1! 165

McGraw, iM. J 53

McMahun, E. 1 108, 344

McPherson, R 1 08

McTavish, A 402

Meadway, W. F 53

Miller, John L 516

Minnick, H. B -^23

Moline, Frank 165

Monroe, A. L 108

Montgomery, R. H 223

Moore, J. P 344

Morton, J. R .•■ 401

Morton. W. 165

MulHnix, S. W 223

Murphy, C ,53

Musgrove, J. H 279

Myers. II. E 344*

Nanney. T. H 53

Newmarch. I. C 223

Nyer. L. C 163

O'Leary. M. A 53

Parker. II. H 632

Paul. W. I 344

Peach, T. P 165

Penketh, S. J 53

Perry. C 108

Prewitt. H. A 516

Rauch. H. S 108

Ray, J. M 279

Reich, T. H 682

Reid, W. G 22J

Renix. W 108

Rhinehart, C. C 459

Ridling. R. P 682

Ringler, D. L 53

Roberts, A. T 402, 574

Rosser, H. S 682

Sargent, M. E 402

Scanlon. T. C 632

Schorndorfer, F. S 402

Scott. W. W S3

Shaffer, F. E 459

Shank, C. L 574

Sheppard, E. S 108

Shortt, A. T 223

Stewart, S. C <02

Studer, F. A 165

Stull, F. J 2/9

Suhl, J 165

Sullivan, D. J 279

Trow, W. B 459

Turton, H. L 344

Urban. Wm 108

Van Valin. H. D 223

Walther, A. G .•■. 108

Warcup, C. W 223, 279

Whitehrend. E. E 402

WHiileford, T. E 279

Wilcox. E. M 516

Williams. E. V 53

Working. Harry 53

Yeager. W. W 574

Personals— Purchasing and Storekeeping

402
516
402
574
682
682
459
459
223
574
459
108

C. A.

Hilfrink. G.
Hitch, C. B..
Hitchens. H.
Hoff, Geo.. Jr
Howard. W. 1
Hunt. H. W.

T. P.
E. P.

Kennedy, E.

344
516
574
516
459
632
682

Anthonv.

C C

Beggs.

H...

Bennett.

1. L.

Bushn

pII

F. .\

Cain.

D...

Cliffor

E. A

Conno

rs.

F. E

Cook,

G...

Coope

r, W. L.

Dailev

, F

;. B..

Downi

\np.

D. .

GondchiU

1, .X. -■'

Hall.

K...

Triikir

(; H.

Killiai

1 1

. M..

Lowe.

I....

McCoi

.\. K.

AlcWhile

. G. E

Maba,

TPV

, 1. E

Mahl.

!••

W...

Mann

. C...

Marsl

lall.

T. F.

516
459
516
459

H. W..
. J. R...

under 1.000 refer t

o Railway Age Gazette, Meclh
' I editorial; ' ' '

_„,._ ( Edition: those over 1.000

short non-illustrated article or note;

refer to the Daily Railw
X communication.

-,y Age Ga:cltc. * Illustrated article

1913— RAILWAY AGE GAZETTE, MECHANICAL EDITION— Lidex.

Personals — Purchasing and Storekeep-
keeping — (continued)

Peaice, H. C...
Plielps, \V. G . .
Porcaer, Samue
Ponlock, VV. Ji
Kice, i\. M....
Kotureau, iJ. li
Shoop, W. K . .
Simpson, K. \V .
Snyder, J. C. .
Spract, 'I homas
Stokes, W. D..
Turner, F. C . . .
Waldron, N. A.
Wood, L. B.

Woods, K. O

Peterson, r'red. Superheater tools and then

& Reading, car, steel
steel

Philadelplu

bearing

Philadelphia & Reading,

frame box

Philadelphia & Reading, locomotive 2-8-2
type

Philadelphia ii Reading, locomotive, inspec-
tion, 4-4-2 type

Philadelphia & Reading, manufacture of
brake beam hangers

Pickard, i'". C, president's address

Piece work, paper at Blacksmiths' Conven-

Pigmenls, Effect of on constants of linseed
oil

Pilcher, John A., Six-wheel truck A. S. M.
E

Pipe clamp, Ayers

Pipe threading, stationary die head for,
Eandis

Pipe union, Mark cold drawn steel

Pit jack, hydraulic, VVatson-Stillman. . .271*,

Pittsburgh & Lake Erie, gas-electric car

Pittsburgh He Lake Erie, portable rivet forge

Piston rings. Air brake apparatus

Piston rod packing, AXelallic

Piston valve bushings. Pressing in, by \ . T.
Kropidlowski

Planer attachment, Radius, Frisco

Planer tool head air lift

Planer (sec Machine tools).

Plating metal by deposition

Platinum, New alloy

Pleiss, Paul, Scrapping boilers with oxy-
acetylene

Pneumatic bulldozer

Pollak Steel Co., axles

Pomeroy, L. R, Basis for measuring lathe
capacity

Pomeroy, L. R., Curves of locomotive oper-
ation

Pomeroy, L. R., Diagram of machine tool

459
574
682
516
6JJ
574

lOS
45y

411»
479*

36S*

415

490

188"

259
234*

626*

oper;

Pomeroy, L. R,, Power required for punch-

Pomeroy, L. R., Tractive effort chart

Pomeroy, L, R., Transmission of electric

pow

Portable turning machine, Pedrick

Postal car lighting fixtures

Postal car lighting specifications

Postal car (see Car),

Power distribution in Mallets, by Paul
Weeks

Power house, Centralia locomotive terminal.

Power plant operation. Efficient, by Ernest
Cordial

Power required for punching

Power Specialty Co,, Locomotive super-
heater

Powers, R, C, Cumberland terminal of the
B. & O -.

Pratt, E, W,, Address at T, E. A. Conven-

Pratt, E, W,, biography

Press, Hydraulic forging, Chambersburg. , , .

Press, small pneumatic, Frisco

Pressed Steel Car Co, Car, Hopper 70-ton

Birmingham Southern

Prest-0-Lite Co,, welding outfit

Prest-0-Welder, oxy-acetylene

Prices for labor and material, M, C. B

Pries metal car roof

Propellers, High speed ship

Public regulation. Objectionable

Pullman cars. New end construction for,..

Punching machine. Power required

Purchase, E. R,, Reclamation of scrap tool

steel

Purdue locomotive testing plant

Pyle National Electric Headlight Co., head-

602*
309*
1366

248'

372*
436*

182*
569*

372*
675*

1409*
339*
376*

light

Mfg. Co.. Bracket for extinguisher.

Quayle, Robert, Addr

Quayle, Robert, .Address at Genera
men's convention

Queenan, Wm., Making stock car
scrapped box cars

Page

1,000 refer to Raiht

415
379

Rack for short lengths of bar, W, & L, E,
Radial_ stays. Turning and threading. Cent,

of Ga

Rails, Copper in

Railroad construction in the Philippines.,,,

Railroad stock and real estate

Railroads and the college man,

520S, 523J, 5771, 580S:, 6381, 639t,
Railway Business -Association (see Meetings).
Railway Club of Pittsburgh (see Meetings).

Railway difficulties in Argentina

Railway extensions in western Australia...

Railway Fuel Association Convention

76*

344t
165t
345t

640J

I l^cfor

and Di:

Boilers. Scaling of locomotive

Cars, Self-propelled

Coal mine. Construction and operation
of a bituminous

Coal, Sub-bituminous and lignite

Coaling station. Modern locomotive...

Contract, Standard form of

Election of officers

Fairing practice

Iway Fuel Association (see also Meetii
Iway General Foremen's Association (see
leneral Foremen's Association).
Iway Specifications, paper by O. S. Beyer,
r., Western Railway Club

Railway Storekeepers' Association

I Re forts and Dtscnssion.)

ihcation and testing
■s Llepartment on opei

Rolli. _
Standard

nil-

cks.

St:

Standard oil house

Standard supply car

Railway Storekeepers' Association (see also

^Meetings).
Railway Supply Manufacturers' Association,

OflScers and committees

Railway Supply Manufacturers' Association

(see also Meetings).
Railway Tool Foremen's Convention (see

Tool Foremen's Convention).

Railroad travel. Early

Raihvav L^lility Co., Regulating devices. . .

Railway Utilitv Co., Ventilators

Railways, \alue of

Ratio of compound cylinders

Reading (sec Philadelphia & Reading).

Reamer, Ex|)ansion, Boston & Maine

Receptacle for waste drinking

313
307
310
302*

2S8t
1526*
1466*

Careful

Record of h

Reed-Prentice

Refrigeration,

of, Proport
Refrigerator
Reid. J, C, Selectii

acetylene welding
Remfry, C, N,, Undesired quick action

brake

e equipment

Co,, lathe

Third International congress

ns of refrigerator cars

irs (see Car),

of operators for oxy-

1425§
527*
1366*

Repairs, cost of freight car,,.
Reverse gear. Power, Casey-Cav
Reverse gear. Screw and lever,

P, & R.

412*

Rice, N, ^L. Effect of stores department
operating cost

Riegel grate shaker brackets, D,, L, & W,..

Rink, G, V\'., Steel underframe box cars...

Rivet forge. Portable bv F. H. Babcock....

Rivet heater. Portable, P, R, R

Riveter, Large Hanna type

Riveter, "Little David"

Riveting machine. Electric, Eveland

Roberts, A, M,. Boiler studs and plugs

Rock Island Lines, Locomotive as a fire

engine

bosses. Tool for turning, M.,

301
1391*
657*

K. & T,

Rod brass. Improved, by J, E, Osmer

Rod oil and grease cups

Rods. Cost of repairing

Rods, Designing locomotive connecting, 170§,

Rods, Main. Foulder design

Rods, Repairs to main, by C, D, Ashmore,,
Rogers. T, D., Replacing driving spring on

Mallet

Rolling chairs. Free

Rolling mills at scrap docks

Rommel, C. T,, Location of steam gages in

setting safety valves

Rosen-Baum, E. R.. Apparatus for welding

with oxygen and illuminating gas

Roth, E. J.. Inactive and obsolete stock, . . .
Roundhouse. B. St O.. at Cumberland

.000 refer to tl

Roundhouse. Centralia, 111. Cent 353*

Roundhouse facilities, Superior European.. 185*

Roundhouse foreman needed at night 519S

Rules of interchange 463S

Rules of interchange. Revision of, M. C.

B 1451

Rumsey freight car door 216*

Rumsey mail car door 509*

Russia. Purchase of railways 403t

Kutan, .\. N,. Tool for repairing triple valve 625*

S. K. F. Ball Bearing Company, Bearings

for axle light generators 453*

Saddle pin offset. Formula for 647*

Safety appliance models, Norfolk & Western 442*

Safety appliances. Application to cars 147*

Safely appliances in Porto Rico liof

Safely Car Heating & Lighting Company,

Axle generator suspension 456*

Safety Car Healing & Lighting Co., Ball

bearings on generators 1466*

Safety Car Heating & Lighting Co., Com-
bined fan and ligliting fixture 1420*

Safety Car Heating & Lighting Co., Elec-
tric ignition of gas light 1498*

Safety Car Heating & Lighting Co., Fix-
tures for vestibules 1420*

Safety Car Heating & Lighting Co., Light-
ing fi.xtures for Postal cars 218*

Safely on the Chicago & North Western,

by W. T. Gale 137*

Safety devices for locomotive boilers 333*

Safety exhibit. Traveling 405§

Safety first 602t

Safety first. Paper at Painters' Convention.. 543

Safety gates, W. & L. E 369*

Safety Steel Ladder Co., Box car ladder.

220", 1469*

Safety talks in pay envelopes 513t

Safety valves. Location of steam gages in

setting 533*

Safety valves. Securing during tests 1522

Safety valve tester, Frisco 378*

St. Louis & San Francisco, Air hammer for

boiler shops 191*

St. Louis & San Francisco. Shop kinks.... 373*
St. Louis & San Francisco, Steel frame

box cars 555*

Sand blast. Portable 86*

Sand, handling on locomotives 172?

Sand, use of, on locomotives, by F. E.

Patton 594

Sander, Air for interurban cars 482*

Santa Fe, Apprentice instruction on 311*

Santa Fe, Axle lighting system 392*

Santa Fe, Coupler, engine and tender 274*

Santa Fe, Lathes, milling attachment for... 84*

Santa Fe, Locomotive, 2-8-2 type 525*

Santa Fe, Locomotive, 4-6-2 type 525*

Santa Fe, Six-wheel tender truck 526*

Santa Fe, Standard oil house 310

Sauvage air brake safety attachment 1423*

Sauvage air brake valve 1468*

Saw, Boyer pneumatic 509*

Saw, Cut-off, N. & W 443*

Saw (see also Machine Tools).

Scaffold for boiler shop 494*

Scale. Device for removing from arch

tubes 219*

Scaling of locomotive boilers 295

Scenery. Special baggage car for 615*

Schroeder Lamp Works, Automatic shut-oflf

valve 450*

Schuchardt & Schutte, Corrugated tubes 273

Schulze, R. W., Grain car inspection ZZ

Schulze, R. W,, Improved methods of

freight car construction 437*

Schulze, R, W,. Instruction in interchange

rules 154

Schwartz. R. M,, Record of locomotives,... 527*

Scotland, Ship building in 380t

Scrap docks. Rolling mills at 305

Scrap material. Handling, by B, J, Froeh-

lich list

Scrap, Reclaiming iron, cost of 305

Screw reverse gear. P, & R 412*

Seaboard Air Line Blacksmith Shop kinks,, 191*

Seaboard Air Line, Trailer truck 74*

Searle, J. M.. Practical methods of abating

smoke 106

Seat box for locomotive cab 242*

Seat. Convertible for compartment cars.... 447*

Seat, engineer's in cab 241*

Seats. Steel car 1467

Self-propelled cars, bv Dodd & .Arnold 324*

Selev. C. A., .Address at Boiler Makers'

cofivention 314

Selev, C, -A,. Roof structure, steel passenger

car. A. S, M, E 258

Sellers, William, & Co,. Safety squirt for

sprinkling coal 564*

.Shackle for driving wheels. Frisco 374*

.Shaper for driving boxes 100*

Shaper. Heavy duty back geared. Stock-
bridge 338*

Shaper (see also Machine Tools),

Sheafe air hose coupling 332*

Sheafe. T, S,. Air brake hose 116±. 618*

c Daily Railway Age Gazette. * illustrated article.

1913— RAILWAY AGE CV/AVriE. MECilAXlCAL JCDI'IK )\— Index.

Sheafc, J. S.. Effect of specifications on
storekeeper's stock

Shears, Pneumatic. Frisco

Shed for dry lumber

Shccdy, P.. Operation of locomotive drift-
ing device

Sheehan. J. J., Reclamation of scrap tool
steel

Shield for water glass

Shield for water glass, Deico safety

Shield for water glass, Lake Shore

Shields for locomotive decks, B. & O

Shoes and wedges, Laying off, by E. T.
Spidy

Shoes and wedges, Planing, Cent, of Ga....

Shop arrangements and facilities for cars, by
L S. Downing

Shop buildings. Standard gage track through

Shop. The finishing

Shop hospital room

Shop improvements at Burnside

Shop Kinks

Air clamp for drill press, M., K. & T.
Air hanmier for boiler shops, Frisco. .. .
Air lift for planer tool head. Cent, of

Air motors, angle attachment for, B. &

Air pump testing stands, Frisco

Air and steam hose. Machine for mount-
ing, M.. K. & T

Angle plates for planing taper flanges..
.Arch tube prossers. Jig for splitting,

Erie

Attachment for countersinking on drill

press, B. & O

Axle lathe output increased, by C. L.

Dickert, Cent, of Ga

Belt record, W. & L. E

Blacksmith shop appliances, by C. L.

Dickert

Boiler shells. Drilling holes in, M., K.

& T

Boiler tube rack, A. C. L

Boring bar for cylinders, M., K. & T...
Bover speed recorder testing stand,

Erie

Brake cylinder push rods. Welding jaws

Brake staffs, L'psetting, Cent, of Ga...
Bulldozer, Pneumatic

Chuck for drill press, Frisco

Chuck. Pneumatic for staybolt drilling

Chuck for threading studs, B. & M

Clamps for crosshead, Frisco

Clamps for holding driving boxes, Frisco

Clamps for lifting tires, Frisco

Crane on smoke stack

Coupler voke. Upsetting and punching

Cut-off saw, X. & W

Cvlinder repaired with concrete. C. &

Device for bending S hooks

Device for repairing brake beams

Dies for forming brake rod jaws

Dies for swaging tube ends

Driver for car axle lathe. Cent, of Ga.
Driving box. Brass liners on shoe and

wedge fit, B. & O

Driving box brasses. Table for slotting,

M.. K. & T

Driving box cellars, Removing

Driving box. Oil pipe for hub

Eccentric blade benders, B. & M

Eccentric drilling jig. Frisco

Expansion arbor, B. & M

Expansion reamer, B. & M

Gai?e cock holes. Locating on boiler,

B. & O

Grinding throttle valves. M.. K. & T...
Hammer for removing side rod bush-
ings

Heavy expansion arbor, B. & M

Hoist, Pneumatic for loading cars. . . .
Hose connections, Device for pressing

in, Erie

Jib crane, ball bearing, W. & L. E....
Jig for drilling crosshead shoes, B. & M.

Lathe chuck crane, Frisco

Lathe dog. Heavy, Frisco

Laying off shoes and wedges. Can. Pac.

Machine, Air bending

Machine for drilling telltale holes

Machine for pressing in piston valve

bushings

Machine for turning ball joints, C. & O.

Metal tool cabinet, Frisco

Milling attachment for lathes, Santa Fe

Motion work kinks. Great Northern

Oil burner for heating tires

Packing rings, gang tool for cutting.

Cent, of Ga

Pan for handline material, B. & O

Pedestal binder hoist. Cent, of Ga

Pipe bending device

Piston rings of air brake apparatus.

Grinding. L. & N

Planing shoes and wedges. Cent, of Ga.
Pneumatic press, small, Frisco

Page numbers under 1.000 lefer to Railway

431

227§

333*

661*

370*
596*
377*
374*
307*
254*
252*

244*
603*
378*

Shop Kinks — (continued)

Pneumatic shears and cabinet for studs

and bolts, Frisco

Rack, Iron for short lengths, W. & L.

Radial stays, Turning and threading,
Cent, of Ga

Radius attachment for slotting ma-
chines. Frisco

Radius planer attachment, Frisco

Rivet forge. Portable, P. & L. E

Rivet heater, Portable

Rod bender, flat

Rod bender, round

Rod twister

Safety gates, W. & L. E

Safety valve tester, Frisco

Sand blast, Portable

Shackle for driving wheel, Frisco

Shoes and wedges, Planing, C. & O

Slide valve feed valves. Protecting in
shipment, C. & X. W

Spring bands. Machines for pressing
off, M., K. & 1

Spring planks, Puncl.ing, Cent, of Ga...

Spool for packing, L . & N. VV

Stand for driving wheels, Erie

Staybolts, Testing

Stock feeders for turret lathe, B. & M.

Tire gage, Frisco

Tire heater for locomotive

Tire setting gage, Cent, of Ga

Tool for turning rocker arm bosses,
M., K. & T

Tumbling shafts, tool for turning, M.,
K. & T

Turret tool holder for axle lathe. Cent,
of Ga

\"ise for filing crossheads, B. & M

Wrench for removing lubricator choke

plugs, C. & X. W

Shop men, Safety from accidents, C. & X.

Shop operating costs. Decreasing

Shop output, by J. H, Tinker

Shop schedules, Paper at General Foremen's

convention

Shore, A. F., Locomotive driving wheel....
Siemanlel, E. L., Milling attachment for

lathes. Santa Fe

Side bearings. Anti-friction

Side bearings. Roller, Economy

Side bearings. Roller. Joliet

Side frame, Truck, Designing a

Side rod grease plug

Side rods, Grease plug for

Side rods. Oil and grease cups for

Signals, Block in United States

Simplon tunnel. The second

Slack adjuster. Automatic

Slater locomotive front end

Slotting machine, Radius attachment for.

Frisco

Smith, E. C, Planing shoes and wedges,

C. & O

Smith, G. W., Thread cutting dies

Smith, Lerov, Portable rivet heater

Smith, Mrs.' R. C, Convertible seat

Smith, Thomas. Piston rod packing

Smith, Walter, Organization of engine houses.
578§,

Smoke abatement

Smoke abatement devices. Test of, C. &

N. W

Smoke burning device. C. & X. W.

Smoke consumers, Xumber in Louisville....

Smoke density in Chicago, Test of

Smoke, Elimination of black, by Martin

Whelan

Smoke from engine houses

Smoke Inspectors' Association of Chicago,

Report

Smoke and mechanical stokers

Smoke, Practical methods of abating, by J.

M. Searle

Smoke prevention

Smoke stack. The highest

Society of Testing Materials, Co-operation

596*
371*

158*
1530*
1521*
383*
568*
396*
366*
345t
562t

434
256*
447*
565*

106
1377*
3S0t

vith

South African Railways

South Australian railways

Southern Pacific, Standard supply car

Southern Railway of France, Engine house

Space in exhibits

Spain and France, Railroad to connect. . . .

Spain. Railroad connections in

Specialization, Over-

Specifications for ChromeA'anadium tires . .

Specifications for locomotive frames

Specifications for postal car lighting

Specifications and testing of material, Ef-
fect on storekeepers' stock

Speed gear. Hydraulic. Waterbury

Speeders, Gasolene in fire prevention

Spikes. Holding power of

Spidv. E. T.. Laving off shoes and wedges..

Spool for packing. C. & N. W

Sprague electric hoist

Spring bands. Machine for pressing off, M.
K. & T

Sprinp making and repairing, paper at
Blacksmiths' convention

Shop Kinks — (continued)

Spring planks. Punching, Cent, of Ga 131*

Springs, Tests of vanadium 70

Squirt hose, Armored 334*

Squirt hose, Safety, Watertuwn 449*

Squirt, Safely for sprinkling coal 564*

Stack, concrete at Buniside shops 193*

Stan^d Car Truck Co., Mat car, P. & R. 1502'

Standard locomotive stoker 621*, 1399*

Standard locomotives, discussion by H. H.

\aughan 11

Standard Steel Castings Co., Small castings 1470*

Standardization of the myriawatt 190

Stark, C. IL, Car coupler 101*

Station platform. Changes in England.... 304t

Staybolt, Flexible 1299*

Staybolts, Drilling telltale holes in, Machine

for

Staybolts, Testing

Steam car for navigation

Steam consumption from indicator cards....

Steam gages, Location of in setting safety
valves

Steam heat traps, Location of

Steam hose coupling, Lock for

Steam meter, Improved, Gen. Elec. Co

Steel castings, Small

Steel ends on Frisco box cars

Steel equipment, Paint protection for, paper
at Painters' convention

Steel, Heat treatment of case hardened....

Steel interior finish (or passenger equip-
ment

Steel passenger car design, A. S. M. E....

Steel passenger car (see Car).

Steel passenger train equipment. Develop-
ment of

Steel, Special alloys and heat-treated for lo-
comotives 1369§, 1347,

Steel tires

Stevenson, James, Taking up lateral in driv-
ing box

Stock cars, Making from scrapped box cars,
C. B. & Q

Stockbridge Machine Company, Shaper

Stoker, The Gee locomotive 111§.

Stoker
Stoker
Stoker
Stoker
Stokes
Sto

vey

Mechanical

The Standard locomotive 621*

Street locomotive

W. D., Inactive and obsolete stock,
■itz. A., Link side bearing truck...

Storehouse. Platforms for casti

Storekeepers' Association

Storekeepers' Association. Criticism

Storekeepers' Association (see Railway

Storekeepers' Association).
Storekeepers' stock, Inactive and obsolete...
Stores department, Effect on operating cost,

bv X. M. Rice

Stucki, A., Car wheel flanges and treads...

Stumpf locomotive cylinder

Subjects for Master Mechanics' Association
Subway car, Proposed new for Xew York..

Subway for Genoa, Italv

Subway, Trafl^ic on the Xew York

Sulphur and oxygen in iron and steel

Sulzer-Diesel locomotive

Suspension of steel pas-

142*
288t
3498

533'
32S

1398*
507*
1470*

544*
347§

74*

379
338*
155*
393*
606t
1399*
1504
298
673*
313
284§
406 §

A. S. M. E.

Superheated steam. Advantages of, discus-
sion by C. D. Young

Superheater and feed water heater, Lanz. .

Superheater flues. Tools for applying

Superheater flues. Welding machine for. . .

Superheater locomotives. Operating, paper at
T. E. A, convention

Superheater tools and their care, paper at
Tool Foremen's convention

Superheater tubes, Care of, by T. P. Mad-
den

Superheater tubes. Charcoal iron

Superheater tubes, Welding of

Superheater, Young locomotive

Superheaters, discussion by S. Hoffman, A.

S. M. E.

Superheaters, Effect of, on life of firebox

and flues

Superheaters and high
Supplies that cost
Supply business. A

nothii
al i

301

523t

304*

348§

618

248t

608t

220t

589*

258

3S0t
266*
315
675»

315
283 §
169§
1403§

2091 Supply Trade Notes.

Allen. C. W 575

Allison. F. H 166

American Brake Shoe & Foundry Co.... 166

American Locomotive Co 55, 166, 517

American Vanadium Co 166

Armstrong, H. T 54

Ashton Valve Co 224

Automatic \'entilator Co 54

Baldwin Locomotive Works 54, 402

Ball, H. F 55, 224

Bartholomew, W. S. . ! 167*

Basford, G. M 224*

Beaver, C. W 55

Beaver Dam Malleable Iron Co 575

Berrv, C. S 54

Best, Leigh 166

Age Gazette. Mechanical Edition: those o
editorial; f short non-illustrated article

1.000

refer to the Daily Raihi'ay Age Gazette.
% communication.

' Illustrated article:

1913— RAILWAY AGE GAZETTE, MECHANICAL EDITION— Index.

Supply Trade Notes — (continued)

Bordo, L. J., Co 517,

Bower. J. G

Bowser, S. F. 5: Co., Inc 402. 460.

Bradford, C. C

Brown, Jos. M. Co

Buckeye Steel Castings Co

Buda Co

Buff.ilo Brake Beam Co 54,

Burden Sales Co

C. & C. Electric Co

Chadwick. A. B 54,

Chicago Air Brake Co

Chicago Car Heating Co

Chicago-Cleveland Car Koofing Co

Chisholm, J. E

Coffin, C. A

Craigie, J. H

Craven, G. W

Crone, A. E

Curtin, J. M

Davenport Locomotive Works

Davis-Bournonville Co

Dearborn Chemical Co

Detroit Lubricator Co

Doud, William

Easton Car & Construction Co., The..

Easton, E. N

Economy Devices Co

Edison Storage Battery Co

Edison. Thomas A., Inc 460. 633,

Edwards, O. M. Co

Eggert, C. A

Ennis, J. B

Equipment Improvement Co

Eaessler Mfg. Co

Ferro Machine & Foundry Co

Forsyth Bros. Co

Foster, W. H

Fraser, R, C

Fritz. John (obituary)

Froggatt-Morrison & Co

Gardner. Fred

General Electric Co 402

General Pipe, Bending & Erecting Co...

Girten. W. F. (obituary)

Grigg, F. N

Gower, H. Martin

Grip Nut Co 54,

Grip Nut Co

HaiU W. E

Hawley. W. P

Hess-Bright Mfg. Co

Higinbotham. J. U

Hoffhine, John

Howard, Blake C

Hudson, E. E 633,

Humphrey, A. L

Hutchins Car Roofing Co

Industrial Works

Jacobs-Shupert U. S. Firebox Co.. 109,

Jenkinson. W. E 402

Johns- .Manville. II. W. Co

Junes, Chester H ■

Jungerman. Henry

Kerr Turbine Co

Kirkpatrick. T. B

Lavelle, H. E

Lepreau, F. J

Lewis, B. J. (obituary)

Littlefield, Fry & McGough

Lima Locomotive Corporation

Lindstrom, C. A

Locomotive Brick .\rcli (I'o

Locomotive Stoker (Ilo

Lowman, Harry

Lucas, Aljram

M-C-B Co

McCormick. C. H '.

Mcintosh & Seymour Corp

Manning. Maxwell & Moore, Inc

575
402
575
634"

224
460»
683*

633
280
224
633
54
460
634
166

402
167*
109
224
345
575
683
575
224
224

402
224
224
402

517*
402
517*

Mazzur. F,

Meeker Grip Nut Co

Mesker. L. H

Mid-Western Car Supply Co

Miller. Wm

Monarch Pneumatic Tool Co

Moore, A. C

Morrison. C. J

Mudge. Burton W. & Co

Mundy. Arthur F

National Malleable Castings Co. (obit-
uary)

Nicholson, J. L

Noble, L. C. (obituary)

Oil Power Engineering Corporation...

Olrastead. C. J 166*

Oxweld Acetylene Co 54

Passmore. H. E 633*

Payne. Nathan B 1 66

Peabodv. G. Haven 402

Pearsall, G. H 109

Pedrick Tool & Machine Co 224

Perry, H. M 166

Pittsburgh Spring & Steel Co. (obitu-
ary) 517*

Pittsburgh Spring & Steel Co 575

Pope, A. A. (obituary) 517*

Pressed Steel Car Co 109, 280

Proctor & Gamble Co 166

Pullman Co 55

Putnam Machine Co 575

Supply Trade Notes — (continued)

Pyle-National Electric Headlight Co..

Ouigley Furnace Co., The

Railway Utility Co

Ralston Steel Car Co

Reading-Bayonne Steel Castings Co...

Replogle, C. N

Rice, E. W., Jr

Rider, J. B

Robbins, Chas

W. G.

Ihal, A. E.

Ro
Ro
Rosenthal, G.

Ross, Mark .-\

Ryan. M. F

Ryerson, los. T. & Son 1

Safety Car Heating & Lighting Co..
Safety Car Heating & Lighting Co.

Sargent. G. M

Slocum, E. F

Standard Asphalt & Rubber Co

Standard Heat & \'entilation Co.

109, 166, 517,

Star Brass Mfg. Co

Stark. J. L

Steele, W. P

Inc.

Stetson.

Stoy. (j. E

Strauss, H. A. Co

Street, C. F

Swan. J. J

Tate-Jones & Co.,

Taylor. E. C

Thompson. .'\

Thompson. H. G

Thornburgh, Wm. N

Titanium Alloy Mfg. Co

Turner, G. S

Underwood, H. B. & Co

Llnion Railway Equipment Co

United States Light & Heating Co. 345*

Universal Flexible Packing Co

Van Dorn & Dutton Co., The

Van Nest Co

Vandaveer Clay Products Co

Waugh Draft Gear Co

Weaver, C. R

Westcott, C. R

Westinghouse Air Brake Co

Westinghouse Elec. & Mfg. Co

Whipple, • '

280
166
280
345
345
575
224*

683
345
402
167*

slow

Wlr

Willie

Wo. id, P

Woods.
Woods, F
Wvckoff.
Yale & T(
enson Valv

F. M.

A. R., Mach. Co

.■ne Mfg.
Company

Tables for designing car center sills

Tables of locomotive dimensions

Tank car design

Tank and strainer valve. Franklin

Tank. Waste soaking. Bowser

Tank well and valve. D. L. & W

Tasmanian railways

Temperature regulating devices, LTtility....

Tender truck. Equalized swing motion

Tender truck. Six-wheel, Santa Fe...519§,

Tender. Vestibuled, Can. Pac

Terry Steam Turbine Co.. Train lighting

set

Test of brake shoes

Test with superheated steam

Test, Turning truck wheel lire

Test of Vanadium cast steel frames

Testing locomotive springs. Machine for. P.
R. R.

444*
1§
445*
1367*
1500*
513*
154t
1526*
397*
526*
120*

676*
1425§
1370§
466t
397*

159*

1350
441*
99*

1.000 refer to Railway

Testing machine, Tension 1,000.000 lbs. ca-
pacity. P. R. R

Testing plant. The Purdue locomotive.

17U, 1344§,

Tests of alcohol heater car

Tests of boring machine

Tests, Horizontal milling machine

Tests of Jacobs-Shupert boiler 63*

Tests of paints 188*

Tests of passenger car lighting 607

Tests of spring steel 70

Tests of superheated locomotives 1384*

Tests. Plant for testing cars IS

Tests, postal car lighting 212*

Texas State Railroad 316t

Thalheimer. Nicholas C, Device for sccur-

ing hand holds 103*

Thomson Pneumatic Tool Co.. Drill clamps 103*

Throttle lever ringing. Improved 331*

Throttle valve, erinding. M. K. & T 81*

Tirker. J. H.. Shop output 666

Timber, Seasoning bv electricity 624t

Time study of repairing driving boxes. . . . 202*

Tire eage. Frisco 378*

Tire heater. Hauck 628*

Tire heater. Gasolene 309*

Tires. Turning driving wheel 1 73t

Tires. Turning driving wheel, E. A, Mvirray 640t

ilio}i: those over 1.000 refer to

Tire turning record 62J

Tire turning. Record for, C. & 336*

Tires, Clamp for lifting, Frisco 373*

Tires, Tests of Chrome-Vanadium 15*

Todd, John, Shop kinks 661*

Tool cabinet. Metal. Frisco 378*

Tool for finishing ball joints of suiierheater

units 1401*

Tool Foremen's Convention.

(Reports and Discussions.)

Dies for forging machines 434

Form of thread and degree of taper

for studs and plugs 435

Making thread cutting dies 433

Pratt. E. W., address 431

Superheater tools and their care 432

Tool steel, scrap. Reclamation of 431

Tool for repairing triple valves 625*

Tool post. Turret for a.xle lathe 34*

Tools and formers, paper at Blacksmiths'

convention 486

Tools for application of boiler tubes 23*

Tools for the blacksmith shop 191*

Tools, Special wrecking, C. B. & Q 147*

Torque, Basis for measuring lathe capacity. 133*

Tracing files. Duplex spring clips for 271*

Tractive effort chart, by L. R. Pomeroy 436*

Tractive effort, Maximum, Speeds to be ob-
tained 68*

Trailer truck. New design of Hodges 74*

Train wrecks. Equipment for clearing 145*

Trains, Late, New York Central 1547

Transandine Railway 165t

Transformers, Electric explained 184

Traveling Engineers' convention, comments 464§

Traveling Engineers' Convention.

{Reports and Discussions.)

^\ddress by F. F. Gaines 474

Address by D. R. MacBain 476

Address by W. L. Park 477

Address by E. W. Pratt 477

.Address of President 467

.\dvantages of the brick arch 473

C"are of locomotive brake equipment.... 477

KU.li..n of officers 478

l"liniiiiation of black smoke from loco-

iii.iivis 472

< ipciiiting department and fuel economy 469

(Jperaung superheater locomotives 467

Traveling Engineers' Association (see Meetings).

Trespassers, Penalties for 390t

Trespassers in Texas S3t

Triple valve lubrication 1403§

Triumph Electric Co., Reversing motor

planer drive 269*

Truck. Arch bar 1505§

Truck bolster. Designing a 381*

Truck. Electric. EluellParker 1497*

Truck e(|ualizer design 408t

Truck equalizer design by L. V. Curran.... 96*

Truck equalizer design, by Sigurd Holm... 350t

Truck for 70ton car 1503*

Truck locking device 104*

Truck side frame. Designing a 383*

Truck. Tender. Six wheel 519S

Truck. Tender. Equalized swing motion... 397*

Truck wheel tire turning test 466t

Truck transoms for passenger coaches, Man-
ufacturing 487*

Trucks, Car, Six wheel, N. & W 38*

Trucks, Electric, Self-propelling 1497*

Tube ends. Dies for swaging 142*

"Tube, Improved type of corrugated 273

Tubes, Limit of length, without midway

support 314

Tubes, Welding superheater 315

Tuma, F., Compound locomotive air pump. 104*
Tumbling shafts. Tool for turning, M. K.

& T 83*

Turbine, Steam, advantages of 242t

Turbines, Latest marine 650t

Turntable tractor 448*

Turret lathe. Stock feeders for. B. & M... 596*

Twister for rods. G. N 136*

Underframe for steel gondola, designing a 384*
Uiideifranie, Steel passenger car, John McE.

Ames, A. S. M. E 261

Union Pacific, Moving pictures in educa-
tional work 67

Union Pacific refrigerator car 263*

Union Pacific lS: Southern Pacific standard

locomotives 5*

Union Pacific, Standard locomotives 1§

Union Railway Equipment Co., Metal car

roof 101*

Union Steel Castings Co., Test of locomo-
tive frames 397*

U. S. Metal & Mfg. Co., Collapsible stake

pocket 678*

lie Daily Raihvay Age Ga::ctte. * Illustrated article;
lication.

1913— RAI 1. WAV

AGE GAZl-yPTE, M I'Xl IAN' KAL I'lDlTlON^-lndex.

V. S. Metal & Manufacturing Co., The Kling ^^^^

bolt .■•;•".* e.an*

United States air brake ^"»

Unloading machines, Damage to cars 15U/

Uruguay, New port railway in -^SOT

Valve, Automatic shut-off f 50^

Valve, blower \°°

Valve, Brass gate, Jenkins 15U1

Valve gears, Improving . '0^8

Valve gear, Locomotive, driven from cross- ^

Valve setting "aiid cylinder ratios in Mai- ^^^^

Valve, Tank and strainer 1 367»

Valves, Size of reducing . ........ 0«T

Van Dorn, W. T. Co., Pressed steel ends.. 1499
Van Dyken, H., Detector for fractured ^^^^

Vanadium' cLt's'teei 'frames. Drop test of.. 397*

Vanadium production • '^-'

Vanadium spring steel, Tests of ' u

Vanadium steel car wheels.. '»'

Vanadium steel driving axles and frames,

Service of

Vanadium steel locomotive parts, Service of 648
Vaughan, H. H., Discussion of common

standard locomotives .... • ■ • • • •

Vaughan, H. H., General problem, Steel

passenger cars, A. S. M. E - = '

Vehicles, Dead weight of ...... s-Ji

Ventilator, Locomotive cab window t>/0

Ventilators, Utility '■^°°,

Vestibule, Collapsible for steel cars »/

Vestibule locomotive cab. ' ''^j.

Victoria, Passenger alarms in. .i^-|

Victorian railways, Rolling stock on .5-1

Virginian Railway, Replacing a driver spring

on a Mallet '°,

Vise, Quick acting lever o/ ^^

Vixen Tool Co., File sharpener J^o

Wabash Railroad, 60 foot steel postal car . 609*
Wallace, L. W., designing a steel gondola ^^^^

Wa'lLcei'L.'W.',' Study' of' car w'heel flanges

and treads • ,,„♦

Waste retainer for journal boxes M"

Water cooler for postal cars ^^^

Water coolers, Sterilizing 1500

Page numbers under 1.000 refer to RaUway^AgfJ^

Locomotive, 2-8-0

Water gage, Babcoek safety 333

Water gage, Improved Klinger type ^99

Water gage, Safety cut-out valve for 1^66

Water glass shield ^^' ;

^f^^J^i^^V ■::■■■ ■.■■■. J3S: S^lli^^feS^i; ^^Lk smoke 473
^^rr 'oT'ira^nTPure'a'ri'nki'ng.'.'.'.'.'.'.'sit. ' .6|J ^l^iler' Machinery Co., Quadruple

Wheels, Unloading car
Wheeling & Lake Eric,

lengths

Wheeling & Lake Eri

type

Water tube fireboxes ]\ll

Water tube firebox. Service of Brotan l^S

Water unaccounted for • ,1111

Waterbury Tool Co., Hydraulic speed gear. 15J7
Watertown Specialty Company, Cylinder

Waterto'wii' Specialty Company, Safety
Squirt Hose

Watson-Stillman, Hydro-pneumatic accuniu-
lators ^° '

Watson-Stillman Co., Pit jack. ....... ..271*,

Watson.Stillman Co., Shear and riveter for
coupler yoke_^

101*

449"

1525*

Week's, Paul, Distribution of power m Mai-

lets •■••■■.••■••^ ^"

Weir & Craig Manufacturing Company,

Turntable tractor ,■•■,■•■. IT?

Welding. Oxy-acetylene and electric Jib

Welds, Making with the electric arc 3;i

Welfley, L. P., Side rod grease plug....... 568

Welin Marine Equipment Company

pensating quadrant crane.

Wells, Fargo & Company. Express r

ator cars ■ ■ - . ... ■ ; • ■

West Disinfecting Co., Sterilizing

455*
149*

ok, M. H.,

1500

,, de bar blocks 115t

Western Canada Railway Club (see Meetings).
Western Railway Club, Paper on shop out-

Wester'n 'Rai'lw'a'y"ciub"(see ifeetings).
Westinghouse Electric & Manufacturing Co.,

Motor for shop service .
Westinghouse Electric & Ma

Single-phase motor

Westinghouse Electric & Manufact

Universal blow torch

T.. Cast-steel

ster

A. S. M. E.

ah S., Manutactu

facturing Co.,

" " 'iH'ng 'Co.;

ble body bol-
of brake

666

1521
453*

260

Westley

beam hangers ,• • ■^• •

Wheel flanges and treads. Car

and treads, Study of, by

VV. Wair
Wheel lath
Wheel and

Wheel
Wheel:
Wheel

1369§

Wheel flanges and treads, Study ol, Dy L-.

\\r i^r-,ii.,^p ^^'

model 336_

elation of

Cast iron for 70 tons capacity

Chrome-Vanadium steel

Locating defective on cars

tte. Mechanical Edition: those over 1,000
t short non-illustrated article or note;

Lake Erie, Shop kinks 369*

- :k smo -

corabit-

tion machine j52"

Wikfti, H. C, Boiler studs and plugs...... 435

Wilmarth & Morman Co., Surface grinding ^^^^^

Window weather "stripping, Universal 150r

Winter, Preparing for • •.

Winterrowd. W. H., 4-6-2 type locomotive..

Win less. Long distance

Wireless, Stopping trains by. . . . .... ■

Wiring diagram for electric headlight.

'' ^ 367*, 429*. 546*

Wolfe, Ralph, Care and maintenance of air

brakes

Wolfgang,' ' W. H., Iron rack for short

'.'.'.'.'.'.'. 369*

college

636$

603*

length!

Wolfgang, W. H., Shop kinks......

Wood .Arthur J., Railroads and the

& Co., Anti-friction
■ & Rubber Company,

Wood, Edwin S

bearings

Woven Steel Ho

mored squirt hose ■■■:••

Wreck, Equipment for clearing

Wreck statistics ; . .

Wreck. Steel nassenger cars in

ch, fnmpr
ch. No ■

Wrench fo

r. & N.

Wrist Pins

Wymer, C

spectors

nding, Barcalo ...

nving lubricator choke plugs.

638J
158*

574t
561*
1503*
1467

371*

Turning four-bar
J., Developing <

'rosshead.192*, 582t

380

Young. C. D., Discussion of advantages of ^^^

superheated steam ■,''*,. a'^s.*

Young C D., Locomotive superheater 675

Young' C. D., Painting steel passenger cars.

VounI, O. W., Formula for saddle pin off- ^^^^

set '245*', 259

J 52* Zinc producti.

refer to the Daily Rail-nay Arc Ga::ette
1 communication.

Illustrated article

January, 1913.

AMERICAN ENGINEER.

^AMERICAN —

Engineer

"The Railway Mechanical Monthly'
(Including the Railway Age Gazette "Shop Edition.")

PUBLISUES ON THE FiRST THURSDAY OF EVEBV MoNTH, BY THE

SIMMONSBOARDMAX PUBLISHING COMPANY,
83 Fulton Street. New York, N. Y.

CHICAGO: Transportation Bldg. CLEVELAND: Citizen's Bldg.

LONDON: Queen Anne's Chambers, Westminster.

Edward K Simmons, President. Henry Lee, Secretary.

L. B. Sherman, Vice-President. A. E. Hooven, Business Manager.

The address of the company is the address of the officers.

Roy V. Wright, Editor. R. E. Thayer, Associate Editor.

E. A. AvERiLL, Managing Editor. .\. C. Loudon, .-issociate Editor.

George L. Fowler, .-issociate Editor.

Subscriptions, including the eight daily editions of the Railway Age
Gaxette published in June in connection with the annual conventions of
the Master Car Builders' and .■\merican Railway Master Mechanics' associa-
tions, payable in advance and postage free:

United States, Canada and Mexico $2.00 a year

Foreign Countries (excepting daily editions) 3.00 a year

Single Copy 20 's^ts

Entered at the Post Office at New York, N. Y., as mail matter of the
second class.

Tables of
Locomotive
Dimensions

\'OLUME 87.

Jaxu.^ry, 1913.

Number 1.

CONTENTS

EDITORI.\LS:

Tables of Locomotive Dimensions i

Standard Locomotives of the .\ssociated Lines 1

Errors in Locomotive Desigr 1

Car Testing Plant 1

Large Capacity Freight Car? 2

Car Department Competition ,. 2

The Mechanical Engineer 2

Cars and Locomotives in 1912 3

Selection of a Locomotive 3

New Books 4

GENERAL:

Locomotives for the .Associated Lines 5

Slater Front End 7

Driving Box Lateral Plate -. 8

Factors in the Selection of Locomotives 9

Chrome-Vanadium Driving Wheel Tires 15

Device for Preventing Scale 17

Tabular Comparison of Recent Locomotives IS

Large Narrow Gage Locomotives 20

SHOP PRACTICE:

Locomotive Shop Kinks 21

Locomotive Boiler Tube Tools 23

Repairs to Main Rods 29

Chart for Forging Machine Work 30

Planing Shoes and Wedges 32

Report of Federal Boiler Inspector 32

C.\R DEP.\RTMENT:

Portable Rivet Forge 33

Grain Car Inspection 33

Increasing .\xle Lathe Output 34

Ninety-Ton High Side Gondola Car 35

.\ Strong Box Car End 40

Freight Car Truck Experiments 42

NEW DEVICES:

Semi-.-\utomatic Nut Tapper 45

New Design of Journal Jack 45

Locomotive Link Milling Machine 46

Reversing Motor Drive for Planer? 46

Hydro-Pneumatic .-\ccumulatcr 4S

NEWS DEPARTMENT:

Notes 49

Meetings and Conventiors 50

Personals 51

New Shops 54

Supply Trade Notes 54

Catalogs 56

In this issue will be found a tabular com-
parison of the dimensions of the various
types of passenger locomotives covering
the Mountain, Pacific, Prairie, .'\tlantic and
ten-wheel types, as well as tik mogul and switching types. The
tables for the Mallet, Santa Fe, Mikado and consolidation
types will appear in the February issue. As it is impossible
to publish descriptions of all the latest and best examples of
all the different types of locomotives in these columns, in many
cases selections have been made from the 1912 edition of the
Locomotive Dictionary for the typical examples presented, par-
ticularly those of the smaller and lighter types. It will be noted
that several new ratios are given. These include the percent-
age of weight on drivers, the amount of evaporative heating
surface per square foot of superheater heating surface and the
ratio of the firebox heating surface to the grate area. It is be-
lieved that each of these is of value in outlining a design to
meet specified requirements.

In 1503 the Union Pacific System — South-
^"^ ern Pacific Company, then known as the

Locomotives of the Harriman Lines, adopted a series of stand-
Associated Lines ^j.j locomotive designs covering all the dif-
ferent sizes and types that the service demanded. These stand-
ards were followed with but minor alterations for seven or eight
years and, with the exception of the adoption of the Walschaert
valve gear and the installation of superheaters on most of the
original classes, are in force today. There is no doubt in the
minds of those familiar with all of the conditions but that the
close adherence to the standard locomotive designs has been
most profitable, and that it is to a considerable degree responsible
for the very satisfactory operating expense ratio that has been
consistently exhibited on these Hnes. As was expected in the
beginning, it was found necessarj' after five or six years, to add
new and larger classes to the list of standards, and, as will be
seen by reference to the article on page 5, the motive power
of these lines has not suffered in size, range or efficiency by any
fancied restrictions of the standards.

Errors in

Locomotive

Design

In the design of railroad equipment, and
particularly in the case of locomotives, it
is often difficult to best proportion and lo-
cate a part for the duty it has to perform.

and at the same time have it readily accessible and removable
for repairs. The latter is, however, a point which should re-
ceive more attention at the hands of the designer than it would
seem to in many cases. Bolts are very frequently located so
that it is next to impossible to remove the nuts, or the bolt
after the nuts are removed. Driver brake cylinders are found
on modern locomotives so located that it is impossible to remove
the piston and spring without taking down the entire cylinder
at a cost of several hours extra labor, and in some of the older
moguls and consolidations it is impossible to remove the wrist
pin from the crosshead without jacking up the engine. Admit-
tedly there are many cases where the question of convenience
has to be set aside for some other more pressing consideration
of design, but there can be no doubt that more careful con-
sideration of this point in the drawing office would frequently
result in considerable saving in the shops and engine houses,
and in the reduction of the time that power is out of service.

P A report of experiments on the perform-

ance of freight car trucks under varying
lesting conditions common in actual service will be

P'Sft found on another page. Important data

have been obtained which should materially guide the builders
and maintainers of car equipment in their future work. This was
all done by a mechanical expert under the auspices of a railway
supply concern. We cannot discredit any part of the informatior*

AMERICAN ENGINEER.

Vol. 87, No. 1.

as advertising matter. .Ml we can say is that if the data obtained
had not been in accordance with the supply company's ideas it
might not have been published. We have a sort of neutral
ground for testing locomotives at both the University of Illinois
and at Purdue University, and also for conducting certain tests
for the Master Car Builders' Association. Why should not the
railroads get together and establish a testing plant for locomo-
tives, cars and other equipment? They do support an association
that constantly investigates the design, control, interchange
standards, etc., of cars, but its work is limited because of the
lack of proper facilities for making what might be called labora-
tory tests where all the conditions can be controlled, as dis-
tinguished from service tests. That such a testing plant would pay
for itself there is no question, for there are vital problems con-
stantly arising, which if properly and correctly solved would
mean a considerable saving to the railroads, to say nothing of the
increased safety in design. Such questions as tender derailments,
the maximum life of wheels, proper design of trucks and under-
frames, the most economical and durable design of freight car
superstructure and various other problems could be investigated.

T , n •. For nearly ten years 100,000 lbs. has been

Large Capacity ■' ■'

. the generally adopted capacity for gondola

"^^'^ and hopper cars and with the exception of

^*''* a few special service cars of various types,

a car of larger capacity than 120,000 lbs. has been a novelty.
While, as a general rule, it can be stated that for this type of car
the larger the capacity the greater the proportion of revenue load
on a fully loaded car, and, that on those roads having a continuous
traffic of mineral products, the demand for larger cars has existed
for some time, it has seemed undesirable to perfect a freight car
wheel and axle suitable for the heavier pressures that would
result if the four-wheel truck was to be retained. The meeting
of the demand, therefore, has largely depended on the develop-
ment of a satisfactory six-wheel freight car truck. The normal
type of six-wheel passenger car truck is too heavy, too com-
pHcated and too expensive for this service. The building of a suit-
able car body for this capacity presents no serious problems.
Among the roads having a heavy coal traffic is the Norfolk &
Western. The mechanical department officers of that road under-
took the work of designing a ninety-ton gondola car and have
built such a car which is fully illustrated in this issue. The six-
wheel truck is entirely original and woidd appear to have gone a
long way toward the solution of the problem. It weights less
than 15,000 lbs., uses the standard 516 in. x 10 in. axle, has forged
steel wheels and cast steel side frames. The novel construction
of side frames has avoided the use of equalizers or pedestals and
the journal boxes are bolted directly to the frame in the same
manner as on a four-wheel freight car truck. The incorporation
of a hinged joint over the center journal box makes the frames
act as equalizers and there would appear to be but little doubt
that the distribution of weights and the flexibility of the truck will
be satisfactory. The car body is of the continuous center sill type
and is to be used with an unloading machine. F;ir this reason
and also to prevent bulging under load, the sides have been un-
usually w'ell stiffened by wing plates.

r^ Last month we made the first announce-

Liar . .

ment of a car department competition to
Department ^,^^^ February 15, 1913. A canvass of our

Competition subscribers shows that there is a consider-

able demand for a larger amount of material of special interest to
car department readers. Apparently the fact that the men in this
department have not contributed to our columns as freely as those
in the locomotive department, or have not been as free in making
suggestions or criticisms, is not due to any lack of interest or to
indifference. To encourage those who are interested in the
design, construction, or maintenance of cars to contribute more
freelv to our columns we announced last month that a first prize

of $50 would be awarded for the best article received before
February 15, 1913, dealing with some subject of prime interest to
those who are interested in the work of the car department. The
conditions have been made as broad as possible in order that our
car department readers generally may have an opportunity of
competing. For instance, the car designer may make sugges-
tions either as to the design of detail parts or of the cars as a
whole. The men who are engaged in the construction of the cars
may direct attention to methods or devices which are an aid in
their work, or may suggest to the designer how he may assist
them in securing better results. The men who are engaged in
repairing and maintaining the equipment can tell how this may be
performed to the best advantage by either describing the methods
in use, the appliances which it is best to use, or going into other
details in which they are specially interested. In many cases they
can make valuable suggestions to both the designer and con-
structor as to the reduction in expense of maintenance or better
protection to the material which is transported in the cars, which
may be made possible by improving their methods or modifying
the design. These are only a very few suggestions. Tliere are
hundreds of other subjects which are of equal interest and which
if properly handled will prove of great interest and value to the
car department at large. In periods of heavy traffic and con-
gestion, such as we are now experiencing, it is of vital importance
that every piece of equipment be available for service as great a
proportion of the time as possible, and it is at times like these
that the weaknesses in the equipment are most evident. What are
these weaknesses and how may they be overcome? What steps
should be taken to keep the cars off of the repair track, and, if it
is necessary for them to go there, what methods and devices may
be used for getting them back into service at the earliest possible
moment? In addition to the first prize of $50 for the best article,
any other articles accepted for publication will be paid for at our
regular space rates.

The

Mechanical

Engineer

In a paper on "Specifications," presented
before the Western Railway Club. Decem-
ber 17, 1912, by O. S. Beyer, Jr., the state-
ment was made that the preparation of

good, thorough specifications is the duty of the mechanical en-
gineer and his staff, collaborating with the engineer of tests and
the practical men in the field. This is undoubtedly desirable, but
there are many conditions which tend to work against its obtain-
ing in practice, even on the larger roads. As stated in the paper,
limitation of staff is one of the most serious drawbacks, and the
savings that can be effected by a properly equipped and organized
drawing office are generally of such a nature that they cannot be
shown in concrete form and thus used as an argument against an
increased first cost resulting from adequate specifications.

There have been, and unfortunately still are, many higher
officers who do not seem able to see beyond the question of first
cost, and the idea of increasing the first cost a little in order to
save on maintenance charges is to them a question entirely out-
side the limits of consideration. Recently, however, there has
been a decided move away from this position, and more and more
railroad officers have awakened to the fact that equipment properly
designed and built from proper material will result in decreased
maintenance charges and claiins for damaged freight. This can
hardly result otherwise than in greater recognition of the me-
chanical engineering staff and in its being placed on a hi.gher
plane.

Instances have not been altogether unknown in which the me-
chanical department has been overridden in the purchase of power
by a general manager or a vice-president who had in mind only
the increase of train loads. This has resulted in some roads being
saddled with large engines which were entirely beyond the shop
and engine house facilities, resulting in enormous increases in
maintenance charges. All things considered, however, there is
no doubt but that the mechanical engineer and his staff have

\XrAKY. 1913.

AMl'-klCAN ENGINEER.

ni.-ulf ,t;ri.at |)rogrcss in tlic past few years tmvard tlio iidsilicin
which tli(.'\ sluiuld hiilcl in a railroad organization, although this
place is not yet by any means attained.

There are two considerations which work against the nic-
clianieal engineer, not only as regards the use of proper specifica-
tions but against engineering matters as a whole. One of these is
that very frequently locomotives and cars are needed in such a
hurry, in iirder to take care of a rush in business, that all engineer-
ing considerations have to be thrown aside and the road takes
what it can get. The otiier is the question of friendship and
favortism between some railroad officers and supply men. That
weeks and months of patient work in the mechanical engineer's
office may frequently come to nothing because of an order for
equipment being given to some friend of an official is a disgrace-
ful condition, but it is nevertheless one which still exists and
shoidd lie dealt witli xigorously.

P , According to statistics published in the

Railway Age Gazette there were 4,515 loco-
mo IV s motives ordered during 1912 or nearly 60
in 1912 pgr (,gf,t more than in 1911. In the ac-
companying table the locomotives ordered for the two years are
shown as grouped in classes together with the number fitted with
superheaters in each year. The superheaters include devices giv-
ing either a liigh or low degree of superheat. It will be seen that
60 per cent, of the steam locomotives ordered in 1912 were fitted
with superheaters as compared with only about 38 per cent, of
those ordered in 1911. Of the different types ordered during the
year the Mikado or 2-8-2 type is in the lead, and comprises 29 per
cent, of the total number of locomotives and 29^/2 per cent, of the
total number of steam locomotives. In 1911 this type was also
in the lead, but was much more closely approached by the con-

1912. 1911. 1912. 1911.

Num- Per 'Num- Per '

ber Cent. ber Cent. Having Having

Type. Or- of Or- of Super- Per Super- Per

dered. Total, dered. Total, heaters. Cent, heaters. Cent.

Mikado 1,309 29.0 590 20.7 922 70 306 52.0

Consolidation 858 19.0 577 20.2 552 64 223 39.0

Switching 821 18.2 443 15.5 322 39 26 6.0

Pacific 594 13.2 486 13.2 432 73 255 52.5

Ten-wheel 364 8.0 238 8.4 ~ 297 82 112 47.0

Mallets 168 3.7 .112 3.9 106 63 66 59.0

Mogul 61 1.35 127 4.45 11 18 3 2.5

Electric 75 1.65 133 4.65

Shav 23 .51 15 .52

American 8 .18 27 .95

Atlantic 5 .11 9 .33 5 100 9 100

Others 229 5.1 93 3.3 5 2.2 37 40

Total 4,515 100 2,850 100 2,652 ... 1,037 ...

solidation which this year is again second but with a reduced per-
centage. In 1911 there were about thirteen less consolidations
ordered that Mikados, while in 1912 there were 451 less. An
examination of the percentages of the other types shows that
there has been comparatively little change in the demand for each
with the exception of the American or 4-4-0 type and the Mogul
or 2-6-0 type. In both years all of the locomotives of the Atlantic
type reported were confined to two railways, viz., the Philadelphia
& Reading and the Central Railroad of New Jersey. Of the
American type, the eight ordered this year were in each case
single locomotives for private lines or unimportant branches. In
1911, how-ever, the twenty-seven of this type ordered included
twenty-one for four trunk line railways. It is evident that the
American, Atlantic and Mogul types have been practically
superseded by other types for new power. This table does not
include the experimental Atlantic type engines built by the Penn-
sylvania which indicate that the possibilities of this wheel arrange-
ment have been by no means exhausted and that it can be made to
satisfactorily perform a range of service which it has been gen-
erally believed required the use of a Pacific type. While as a coal
burner the Mogul is probably superseded for trunk line service,
wdien arranged for oil burning this type has possibilities which
should not be overlooked. The same statement also applies to the
American type.

Seventy per cent, of the Mikados, seventy-three per cent, of tlie
Pacifies and eighty-two per cent, of the ten-wheelers ordered this
year were fitted with superheaters. Comparing this with the per-
centages of the year previous, the present status of this econ-
omizer is clearly indicated. When it is stated that 60 per cent, of
the locomotives ordered this year have superheaters it must be
remembered that there arc included in this 229 locomotives which
are grouped under the classification of "other types," and include
geared, contractor's and various odd or unusual wheel arrange-
ments, usually of a small size. When these are excluded, this
percentage is raised to nearly 63. Probably the most striking
figure in this part of the table is in connection with the switching
locomotives of which 322, or 39 per cent, of the total number
ordered, are to be fitted with superheaters. It is evident that the
value of the superheater for this service, which has been largely
proved during the past year, is being generally realized.

During the year there were 234,757 freight cars and 3,642 pas-
senger cars ordered from the builders or from the shops of the
various railways. Of these 107,887 or 46 per cent, were bo.x cars,
74,505 or nearly 32 per cent, were coal cars and 19,720 or about
8yi per cent, were refrigerator cars. The remainder consists of
12,616 flat cars, 4,951 stock cars, 1,918 tank cars and 13,161 mis-
cellaneous cars. While the statistics show that the wooden
freight car is still being built in small numbers, the all-steel or
steel underframe car has become almost standard practice. One
hundred all-steel bo.x cars were ordered by the Bessemer & Lake
Erie during the year and other railways have also ordered experi-
mental equipment of the same type. Experience with all-steel box
cars covering several years seems to indicate that the fears of a
collection of moisture on the inner face of the sheets with sudden
changes of temperature are groundless and that good ventilation
will overcome any difficulties of this kind.

While the statistics of passenger cars are not as complete in
regard to details of construction as are those on freight cars and
locomotives, they show that at least 52 per cent, of the passenger
equipment ordered during 1912 was of the all-steel type and nearly
14 per cent, had steel underframes. Practically all of the equip-
ment that has been ordered for use on main lines is included in
these classifications. The other cars are largely for the shorter
branch lines and the minor railway companies. It is probable that
nearly all of the equipment ordered for use in heavy passenger
train service is of the all-steel type.

Selection

of a

Locomotive

The locomotive was considered froin a
broad engineering standpoint, probably for
the first time at any similar meeting held in
this country, at the Railroad Session of the
American Society of Mechanical Engineers, held on Deceinber 5.
The paper presented for discussion was by O. S. Beyer, Jr., and
was entitled, "Factors in the Selection of Locornotives in Relation
to the Economies of Railway Operation." An abstract of the
paper and of the discussion is given in this issue. Mr. Beyer was
able to but briefly refer to the many conditions that must be con-
sidered in designing a new type of locomotive if it is to be
perfectly suited for a particular service. Many of these conditions
are conflicting and often a compromise must be efifected. No def-
inite recommendations were made by the author who confined his
remarks to simply pointing out what conditions should be
considered.

There is one controlling factor which should determine tlie
design of a new locomotive and that is net cost. It is well known
that the large modern locomotive will handle very large trains
with a decided reduction in the cost per ton-mile and per ton-mile
per hour. But it is also well known that the cost of maintaining
these larger locomotives is considerably greater and it is by no
means proved that they will operate at the same relative efficiency
when considerably underloaded. Thus there arises a question if
it is not the wiser and more economical plan to decide on a series
of standard locomotives which will be used without material

AMERICAN ENGINEER.

Vol. 87, No. 1.

change for a reasonable number of years rather than to redesign
each new lot ordered. The total cost of maintenance is effected
very materially by the number of different types and classes in
use. Furthermore, as was mentioned by Mr. Vaughan in dis-
cussing this feature, the motive power of a road having standards
is much more flexible and can be shifted from one part of the
system to another without raising the cost of repairs and without
crippling the service due to holding an engine in the shop while
awaiting the arrival of some necessary part. It has been the ex-
perience of those roads that have gone into standardization of
motive power most extensively that there need be no reduction of
development or experimental work, but that it has been necessary
and normal to add a new type or class to their classification every
three or four years which, however, will use many of the parts
common to other locomotives. It seems that the principal differ-
ence between those roads provided with complete standards and
others not so provided is that the former spend several years in
experimental and development work and finally determine on a
thoroughly well litted design which is decidedly larger and more
powerful than the previous standard engines for the same service,
while the latter, meanwhile, may have purchased a number of
different designs each of which may have been best suited for a
particular condition existing at that particular time, and at the end
of five or six years they have comparatively small numbers of
many different classes scattered over the system. From the stand-
point of net cost of furnishing transportation it would seem that
the standard locomotives which are best suited to the average
conditions of service will prove better than those which are es-
pecially designed for some local condition which may change even
before the engines have passed their first shopping. In speaking
of standard locomotives in this connection it is not to be inferred
that a standard design is inviolable simply because it is standard,
but it does imply that only such changes are to be made in which
the new design will replace a part in such a way as not to affect
the other standard parts.

One of the notable events of the year in locomotive design is
the demonstration of the possibilities of the Atlantic type loco-
motive by the Pennsylvania Railroad. The experimental engine
built for this purpose carries the largest weight per driving axle
of any in this country. But, as was pointed out by Mr. Gibbs in
the discussion, it is not the static wheel load alone that should be
considered, but the dynamic plus the static. If the weight of the
reciprocating parts can be sufficiently reduced there is no objec-
tion to raising the wheel load. W. F. Keisel, Jr., in his discus-
sion stated that it will be possible to use a weight of 70,000 lbs.
per pair of drivers if the weights of the reciprocating parts are
sufficiently reduced. A number of years ago the Master Me-
chanics' Association adopted a rule for counterbalancing, pro-
posed by G. R. Henderson, in which it was stated that the
equivalent of the weight of the locomotive divided by four
hundred, in weight of reciprocating parts, could be left unbalanced.
If the counterbalance weights on each pair of wheels are carefully
weighed this rule is satisfactory. It was stated by Mr. Keisel that
one pound of reciprocating weight to each hundred pounds of
maximum piston pressure is within the bounds of possibility.
This, in connection with Henderson's rule, for Atlantic type loco-
motives would permit the use of counterbalances for reciprocating
parts equal to one-third their weight. If this point is reached a
weight of 70,000 lbs. per axle will put no more strain on the rail
than is induced by the heavy locomotives now in service where the
counterbalance weights nre generally two-thirds of the weight of
the reciprocating parts.

While the experimental locomotive does not quite reach this
weight per driving axle, it carries an unusually large boiler having
tubes 13 ft. 9 in. in length and is fitted with a high degree super-
heater. On the testing plant it gave a maximum indicated horse-
power of 2,355, and when operating at a horsepower of over 2,000,
a minimum steam consumption of 16 lbs. per horsepower hour
was attained. The maximum equivalent evaporation of the boiler
was 16.9 lbs. per sq. ft. of heating surface per hour. These tests

indicate the possibility of one horsepower per 100 lbs. of weight,.
or for I'/i sq. ft. of heating surface at 80 miles per hour. Th&
results from this locomotive indicate the better engineering
which the past year has shown is beginning to be applied to the
locomotive as a whole. Locomotive No. 50,000 designed by the
American Locomotive Company, was a revelation of what could
be done with a Pacific type by careful attention to proportions
and of better engineering in the design of various parts. The
Atlantic type on the Pennsylvania goes a step further in the same
direction. With these as an example it is probable that the com-
ing year will bring forth further surprising results in the capacity
of locomotives that are within tlie normal clearance limits.

It is but beginning to be understood how little is really known
of the processes of combustion in a locomotive and the ways of
improving it. The firebox end of a locomotive presents a rich
field for investigation. With all these possibilities of improve-
ment in mind, the difficulties of determining the design of a>
series of standard locomotives are great and in preparing the
designs it should be kept clearly in mind that it may be desirable
to replace various parts or even a complete boiler within a few
years. Such alterations, however, by no means interfere with tne
maintenance of the standards as the term should be appHed to-
locomotives.

NEW BOOKS

Master Car and Locomotive Painters' Association. Proceedings of the 1912-
Convention. Bound in cloth. 108 pages. 6 in. x 9 in. Published by
the Master Car and Locomotive Painters' Association of the l_^nited'
States and Canada, A. P. Dane, Secretary, Reading, Mass.

The forty-third annual convention of this association was held
in Denver, Colo., September 10-13. 1912. The tnost important sub-
jects considered were the Finish of the Vestibule Ends; the
Report of the Test Committee, which contained valuable in-
formation on turpentine substitutes ; the Essentials of a Protective
Paint-Making Oil ; the Use of Interior Car Renovators ; the
Most Economical Method of Removing Paint from Locomotive
.Tackets ; the Care of Steel Passenger Car Roofs ; the Treatment
and Finish of Passenger Car Floors ; and tlie Modern Method of
Exterior Passenger Car Painting.

Investigation of Explosion Proof Motors. By H. H. Clark. Illustrated.
Bound in cloth. 44 pages. 6 in. x 9 in. Published by the Bureau of
Mines, Department of the Interior. Washington, D. C.

This pamphlet contains a detailed account of the apparatus used
in the tests and the method of testing motors to determine their
tendency to cause mine explosions. The term "explosion proof,"'
as applied by the Bureau of Mines to an electric motor, refers
to a motor enclosed by a casing so constructed that an explosior>
of a mixture of mine gas and air within the casing caused by
a spark in the motor will not ignite a mixture of the same gas
surrounding the motor. Various mixtures of gas were used in.
the test under various pressures and explosion indicator cards,
are shown for a number of the tests.

Hygiene for the Workers. By William C. Tolman, Ph.D., Director Ameri-
can Museum of Safety, New York City, and .\. W. Guthrie, Depart-
ment of Research, American Museum of Safety. Illustrated. Boundf
in cloth. 231 pages. S'A in. x 7.Vi in. Published by tlie American
Book Company, New York. Price. 50 cents.

This book is thoroughly practical. In addition to the general'
topics treated, such as clothing, food and exercise, the subjects.
of alcohol, tobacco and anti-tuberculosis measures, home hygiene,
and the particular necessities for cold and hot weather are con-
sidered. The work is divided into 19 chapters, which not only
deal with the clothing, cleanliness and general good health frorrt
a hygienic point of view, but also from the inherent value it is
to a person in the business world. .Among the characteristic
chapters arc ; Applying for a Position, Good Habits for the
Worker. Food and Drink, Hygiene of the Work Room, After
Hours, Choice of an Occupation, First .\id to the Injured, Season
able Hygiene, etc.

Locomotives for the Associated Lines

Common Standard Designs Changed to Include
the Walschaert Valve Gear and Superheaters.

Between 1''IU and 19(10 the Vn'um Pucilic System-Si)iitliern
Pacilic Cimipany, commonly known as the Associated Lines,
adopted a series of standard locomotives which included engines

classes of Mallets were designed and put in operation. One of
these was a very heavy 2-8-8-2 type and the other a 2-6-6-2 type
for freight service. Both of these engines were intended pri-

GENKK.M. ni.MKNSinXS .\\l> KATIDS i U- SOME OF THE COMMON STANDARD

Tyne 2K-8-2 2-6-6-2 2-8-2

Service .. .."... '...'.'.'. FrciKht Pass. Pass.

Fuel Oil Oil Lignite

Tractive effort, lbs VAMQ 74,000 51,100

Weight in working order, lbs 436,200 389,000* 285,000

Weight on drivers, lbs 400,900 323,000' 214,000

Weight on leading truck, lbs 17,900 33,000* 25,000

Weight on trailing truck, lbs 17,400 33,000* 46,000

Weight of engine and tender in workir.g order, lbs 6.'0.000 572,800 4.';6.5O0

Wheel base, driving, ft. & in 39—4 II— 16—6

Wheel base, total, ft. & in 56—7 51 — 4 35 — .'

Wheel base, engine and tender, ft. & in 90—4 85—1 65— l':i

Ratios.

Weight on drivers ■— tractive effort 4.33 4.37 4.18

Total weight ^ tractive effort 4.61 5.J5 5.58

Tractive effort X diameter drivers H- heating surface 959.00 841.00 "63.00

Total heating surface -^ grate area 82.30 59.90 60.10

Firebo.x heating surface -^ total heating surface, per cent... 4.26 5.58 5.68

Weight on drivers -^ total heating surface 72.80 76.60 50.60

Total weight -=- total heating surface 77.50 92.10 67.50

Volume both cylinders, cu. ft 27.00 25.00 17.20

Total heating surface -=- volume cylinders 208.00 168.00 246.00

Crate area -^ volume cylinders 2.54 2.81 4.09

Cylinders.

Diameter, in 26 & 40 25 & 38 26

Stroke, in 30 28 28

Wheels.

Driving, diameter over tires, in 57 63 63

Driving journals, main, diameter and length, in 11x12 11x12 10^x12

Driving journals, others, diameter and length, in 10x12 10x12 9x12

Engine truck wheels, diameter, in 30W 30"^ SOyi

Engine truck, journals, in 6x10 6x10 6x10

Trailing truck wheels, diameter, in 30 ',- 36

Trailing truck journals, in 6x10 8x14

Boiler.

Style Str. Str. Str.

Working pressure, lbs 200 200 200

Outside diameter of first ring, in ,84 gO ;4 82

Firebox, length, in 126 120^ 120?^

Firebox, width, in 78'4 84 84

Firebox, water space, in 5 5 5

Tubes, number and outside diameter, in 250— 2'4 275—2 275—2

Flues, number and outside diameter, in 36 — 5"/ 36— 5.Jn 36— S^s

Tubes, length, ft. & in 21-0 20—6 20—6

Heating surface, tubes, sq. ft. ..: 4,164 3,973 3.973

Heating surface, firebox, sq. ft 240 235 240

Heating surface, feed water heater, sq. ft 1,222 1,336

Heating surface, total, sq. ft 5.626 4,208 4.213

Superheater heating surface, sq. ft 900 865 880

Grate area, sq. ft 68.4 70.4 70.4

Tender.

Tank Semi-cyl. Semi-cyl. Water Bot.

Wheels, diameter, in 33 31 33

Water capacity, gals 9,816 9.816 9.000

Coal capacity, tons 3,120 g. 3,120g. 15

* Estimated.

LOCOMOTIVES FOR THE ASSOCIATED LINES.

2-8-2

4-6-2

4-6-0

2-6-0

0-60

Freight

Pass.

P. & F.

Freight
Oil

Switch

Coal

Oil

Coal

45,300

29,900

36,600

33,300

27.300

265,700

221,100

208,750

179,750

145.700

206,500

141,500

162,500

151,050

145,700

24,800

37,600

46,250

28,700

34,400

42.1100

433,000

382.000

346,000

343,000

230,000

16-0

13—4

13—10

15—2

11—0

34—8

33—4

25—10

24—0

11—0

64— 7f4

68— 6M

58— "4

5S-~8H

42-Syt

4.57

4.72

4.45

4.55

5.34

5.85

7.36

5.71

5.40

5.34

617.00

870.00

960.00

1,112.00

896.00

57.00

53.60

75.00

38.50

51.50

5.00

6.80

9.20

8.00

9.00

49.50

53.50

67.60

80.40

93.50

63.50

83.40

87.00

95.40

93.50

15.40

12.32

11.20

8.52

272.00

216.50

195.00

168.00

183.00

4.76

4.01

2.60

4.42

3.54

9x 12

9x12

9x 12

30/.

33/.

30/

6x 10

8x 14

Str.

W. T.

Str.

180

200

175

120^^

108

124

108

37/
5

40'A
4&3/

275—2

173—2

204—2

193—2

237—2

16-5W

24— 5 H

28— 5H

26— 5}.g

20—6

20—0

15—0

12—8

11—6

3,973

2,477

2.181

1,734

1,417

208

181

221

151

140

4.181

2,658

2.402

1.885

1,557

895

580

483

417

70.4

49/

32.1

49.5

30.2

ater Rot.

\'a: d.-rbilt

Nar.derbilt

\"anderbilt

Sloping

9.000

9,000

7.000

9,000

4,000

2.940 g.

2,940 g.

2.940 g.

of the Atlantic type, Pacific type, ten-wheelers, consolidations,
moguls and six wheel switchers. No radical changes or addi-
tions were made to these locomotives up to 1909, when two

inarily for the Southern Pacific Company and were oil burners.

In the following year several more classes were adopted; these

included a Mikado freight locomotive, a Mikado passenger loco-

AMERICAN ENGINEER.

Vol. 87, Xo. 1.

motive and a heavier Pacific type. During this year there was
also designed an oil burning locomotive of the eight wheel type
which has 100.000 lbs. on drivers. 20 in. x 26 in. cylinders and li
in. driving wheels. A somewhat more powerful 2-6-6-2 type
passenger locomotive was also built that year and the Mallet
2-8-8-2 type design was revised. The passenger engines were
arranged to run with the cab ahead.

Meanwhile the original standards were maintained and addi-

exception of the Walschaert valve gear, superheater and radial
stay boiler ; two types of Mikado locomotives, one for freight
and the other for passenger service and two types of Mallets in
addition to the new eight wheel type mentioned above.

While this comprises the standard locomotives for the Asso-
ciated Lines, it is not to be understood that experimental and
development work has been throttled by their existence. There
are in service several locomotives which are not standard and are

Standard Mikado Locomotive With Superlieater for the Associated Lines.

tional locomotives were purchased with but minor alterations, as
the service demanded. During 1911 and 1912 changes were made
in all designs which had not been previously fitted with the
Walschaert valve gear, and this gear is now standard on all loco-
motives with the exception of the consolidation and Atlantic
types. The boilers have been arranged to permit the application
of high degree superheaters in practically all classes that are now
being built.

The common standard types of locomotives at present are

intended for special work in certain districts. The most notice-
able of these is the lignite burning Pacific types of the Oregon
Railroad and Navigation Company and the balanced compound
Atlantic types for the Union Pacific.

During 1912 one hundred and fifty-six locomotives were built
for the Associated Lines by the Baldwin Works, and forty by the
.-American Locomotive Company, all of them being of the modi-
fied and present standard for each type. These consisted of 36
switching locomotives; 55 freight Mikados; 10 passenger

IVlogul Locomotive Witli Superheater for the Associated Lines.

therefore the original Atlantic and consolidation types with
Stephenson valve gear and without superheaters ; the original
six wheel switching type to which the Walschaert valve gear has
been applied ; light and heavy Pacific types with Walschaert
valve gear and superheaters ; two classes of ten wheelers, one
for oil burning with a narrow firebox and the other with a wide
firebox for coal burning, the latter being built with either 63 in.
or 69 in. wheels, but without other change (both of these have
superheaters) ; a mogul which is the original design with the

Mikados; 55 Pacifies; 15 moguls; 10 ten-wheelers and 15 Mallets
of the 2-8-8-2 type. The general dimensions of these locomotives,
as well as the latest design of the 2-6-6-2 type, are given in the
accompanying table which by the comparison with the dimensions
as given on the original locomotives to be found in the American
Engineer, as noted, will show what alterations of weights and
proportions have followed the changes in the boiler and valve
gear.

Possibly one of the most interesting of these locomotives is the

Janiary, 1913.

ami:rican engl\i:i-:k.

mogul type which is fitted with a superheater, outside steam
pipes and Walschaert valve gear. These engines have a tractive
effort of 33,300 lbs., 21 in. x 28 in. cylinders and 63 in. drivers.
There has been no reduction in the steam pressure in connection
with the application of the superheater. The 70 in. boiler has
flues 12 ft. 8 in. in length and if the superheating surface is fig-
ured on each sq. ft. being equal to 1;4 sq. ft. of evaporative heat-
ing surface, there is over 224 sq. ft. of equivalent heating surface
to each cubic foot of cylinder volume. It is quite evident that
this desisii of locomotive, equipped for oil burning, will be very
efficient up to the limit of its drawbar pull.

The Mikado freight locomotives are coal burners and are evi-
dently fully capable of undertaking heavy work at moderately
high speeds. The boilers provide 358 sq. ft. of equivalent heating
surface per cubic foot of cylinder volume, which is an unusually
high ratio for a freight locomotive. They are fitted with brick
arches and do not differ from the design already in service with
the exception of the changes in the boiler.

In the Mallet locomotives the separable boiler with feed water
heater has been retained but the smokebox reheater has been dis-
carded and a high degree superheater has been applied. The
header of the superlieater is placed in the chamber between the
boiler proper and the feed water heater, and the steam pipes pass
out through the sides of this chamber and extend back along the
boiler between the cylinders. They are fitted with expansion
joints. These locomotives are arranged to run with cab ahead.

the

•ith

Ilustrations of the different details
adopted in 1903 see American Eiigine

;-322-353-400-44I. A photo-
he found on page 104
page 139 of the same
lich is standard in all
gear, axles, etc.,

and Railroad Journal. 1905, pages 154-200-25
graph and brief description of the Pacific type i
of the 1906 volume, and of the Atlantic t>pe
volume. A balanced componnd Atlantic type
particulars with the exception of the cylinders, val

described on pape 308 of the 1906 volume. Oil burning locomotives of the
ten-wheel type for the Southern Pacific are described on page 408 of the
1907 volume. In the 1909 volume, on pages 181 and 367. is a full de-
scription of the 2-8-8-2 type Mallets designed in that year. .\ lignite burner
of the Mikado t>*pe built for the Oregon Railroad and Navigation Company
is illustrated and described on page 404 of the 1910 volume, and on page
256 of the 1911 volume will be found a description of the Pacific type for
the same company, arranged for burning lignite. The 2-6-6-2 type pas-
senger locomotive is described on page 406 of the 1911 volume.)

SLATER FRONT END

It has been found quite difficult with the present design of loco-
motive front ends to keep the netting and bafHe plates sufficently
tight to prevent live sparks from working their way through them
to the stack and thence to the ground, endangering the sur-
rounding country with fires. To prevent this, the Chicago &
North Western some time ago tried out a new arrangement of
front end which was originated by William Burdett, foreman
boilermaker of the Xorthern Wisconsin division, and perfected
and patented by F. Slater, master mechanic of the Peninsular
division. This has proved entirely satisfactoo'. With this de-
sign the joints can be made tighter and are less affected by the
heat and vibration, there being less complicated and difficult con-
nections.

The engines running in the wooded territory have been grad-
ually equipped with this device since January, 1911, with a re-
markable decrease in the number of fire claims due to sparks
from the locomotive. The amount paid for these claims was
$129,250 for the fiscal year ending June 30, 1911, and $63,787 for
the year ending June 30, 1912, or a decrease of about 50 per cent.
While this decrease cannot be said to have been wholly due to
the application of this device, the greater part of it is.

Before adopting it as the standard front end a test was made
on a ten-wheel locomotive by H. T. Bentley, principal assistant
superintendent of motive power and machinery, who was accom-
panied by Prof. J. G. D. Mack of the University of Wisconsin
and E. M. Griffith, state forester of Wisconsin. It was found
that over a distance of 58 miles from Green Bay, Wis., to Oshkosh
the observers counted only 22 live sparks, all of which died out
before striking the ground. During the test the engine was made

to work as hard as possible so as to present the m^jt unfavor-
able conditions.

In addition to the spark reducing feature, it has been found
that engines equipped with this front end are freer steamers and
that the coal consumption is materially reduced. While there
have been no distinct tests regarding this point, the cnginemen
claim that in most cases they can cover their runs with from
5 to 10 per cent, less coal than before. This is due perhaps to
the open and less restricted construction in the smokebox which
allows a freer draft through all the boiler tubes and involves less
liability of the flues becoming clogged.

It was found that a larger netting area could also be obtained
with this front end which also will tend toward better draft.
The accompanying table shows the difference, in sq. in. of netting
area per flue, between the old and the new arrangement on some
of the North Western engines:

Type of Engine.
Class .V— 4-4-0

Old.

New.

8.566
7.054

9.64
8.32

Slater Front End Which Has Proved Efficient as a Spark Arrester.

Class D— 4-4-2 8.375 9.77

Class E— 4-6-2 6.5 9.06

Class 1-2—2-6-0 11.746 12.72

Class Ml— 0-6-0 11.34 12.28

Class R-l— 4-6-0 8.376 11.63

Class Z— 2-8-0 6.685 9.43

The construction of this front end is simple and compact, and is
as cheap to make and install, if not cheaper, than the ordinary
type of front end arrangement. It is possible to inspect all its
parts without having to remove various nettings, plates, etc., and
any repairs are easily made. There are no difficult joints to be
made around the steam pipes. Everything is straightforward
work, all parts being made to a template.

The drawing shows the Slater front end applied to a consoli-
dation locomotive (Class Z). and although the metliod of apply-
ing the device w'ill vary with different types of engines, the ar-
rangement is typical. There is a diaphragm A of 3/16 in. plate,
extending across the smokebox under the steam pipe tee and
down to the base of the netting box, which deflects the smoke
and cinders down under the box and against the deflecting plate

AMERICAN ENGINEER.

Vol. 87, No. 1.

iB. With this arrangement of the diaphragm no holes are cut
through it for the steam pipes. The sides and inchned front of
the box are made of No. 14 perforated plate with the perforations
running horizontally, the customary netting door being provided
as shown in the photograph. A 3/16-in. table plate extends across
the lower part of the smokebox on a level with the top of the
exhaust nozzle. This is cut away in the center so that the nozzle
may be removed ; a small plate is bolted to the tip as indicated
at C, giving an absolutely cinder-proof construction.

The blower connection is made in the exhaust tip at D just
below the bottom plate so that it will not be necessary to run the
pipe through the sides of the netting bo.x. The petticoat pipe is
fixed to the top and bottom table plates. The stack and the net-
ting box are connected by a malleable iron collar made in halves
and riveted to the angle on the top of the box. A clamp collar
is placed outside of this collar and is tightened so as to cover the
joints in the inside collar. This clamp collar also protects this
connection from abrasion due to the action of the cinders; it is
shown in position in the photograph. About 70 per cent, of the
engines of the North Western and practically all of those running
in the wooded sections have been equipped with this front end.

DRIVING BOX LATERAL PLATE

By H. A. HERNDON,
Chief Draltsman, Fort Worth & Denver City, Childress, Tex.

A driving box hub or lateral plate which can be renewed with-
'out dropping the wheels is being used with good results on the
iFort Worth & Denver City. The plates are cast of brass and are
made to standard sizes, having a rough fit in the edge of the
■counterbore and around the crown brass. They set in a recess

in the box and are held in place by two tap bolts at the sides.
Properly shaped lugs on the plate extend over the edge of the
bo.x for this purpose. Only the face and back of the plate and
the inside of the lugs are machined.

All that is necessary to remove or apply a plate is to remove

L---«®!:^

4 7apBolf-

ovable Driving Box Lateral Plate.

the tap bolts, drop the shoe and wedge, move the box inward
on the axle and lift out the old plate and put in a new one. The
idea originated with H. L. Kelly, shop foreman of the Fort
Worth & Denver City at Childress, Tex.

-46^. Oi/erL^—

Slater Front End as Applied to a Chicago & North Western Consolidation Locomotive

Factors in the Selection of Locomotives

Discussed From a Broad Engineering StandpoioL
by the American Society of Mechanical Engineers.

Two papers were presented at the Railway Session of the
American Society of Mechanical Engineers, held in New York
on December 5, 1912. The first on Train Lighting by Messrs.
Currie and Wood was published, in abstract, in the December
issue of the American Engineer, page 614. The second, by
O. S. Beyer. Jr.. was entitled, Factors in the Selection of Loco-
motives in Relation to Economies of Railway Operation. An ab-
stract of the paper and a report of the discussion follows :

^tR. be\-er's p.\per.

The problem of locomotive design is comparatively simple
when it is clearly known what is desired. The possibility of
effecting operating results by the introduction of improved loco-
motives alone, or by their use in connection with such changes
as grade revision, is not as fully appreciated as it ought to be.
To make an intelligent selection of motive power for a railroad,
it is necessary to study the effect which various types and sizes
of locomotives will have on operating expenses and fixed charges.
Statistics published by the Interstate Commerce Commission
covering the entire railroad field of the United States show that
55 per cent, of the operating expenses are affected more or less
directly by the motive power.

The wide range of motive power now available will have to
be considered in future double track and relocation work, grade
reduction, elimination of rise and fall, and curvature and dis-
tance, in order to effect the greatest economy possible for the
capital expended. It should no longer be necessary when re-
locating a division to increase its capacity and reduce operating
expenses, to go to extremely heavy capital expenditures to re-
duce grades to the minimum of 0.2 or 0.3 per cent., as it is
usually much cheaper to provide locomotives of greater power.

The main steps in the careful selection of motive power may
be divided into the consideration and study of: the service;
the nature of the business ; the topography of the road, train
speed and train resistances ; the type? and sizes of locomotives
available; the improvements to the permanent plant; the effect
of various types and sizes of locomotives on operating expenses ;
and the final selection of most economical type and size of lo-
comotive.

Passenger Engines. — Grades, speeds, and train resistances must
be very thoroughly considered when new passenger engines are
to be purchased. The most essential quality to be provided in a
passenger engine is the ability to maintain large sustained tractive
efforts at high speeds, as well as high starting efforts at low
speeds. This ability of a passenger engine is secured by providing
ample boiler capacity and good steam engine efficiency.

Freight Engines. — Freight and pusher engines are engaged
in a ser\'ice which requires at the critical time very high tractive
efforts at slow speeds. This depends to a large extent upon
the weight placed on the drivers and the total weight of such en-
gines must thus be so distributed that a relatively large weight
falls on the drivers. Modern conditions demand an increase
in fast freight senice and relatively large sustained tractive
efforts at high speeds over heavy grades are becoming more
necessary than ever. Locomotives for fast freight service only
may afford to sacrifice some initial tractive effort for the sake
of having recourse to a proportionately larger heating surface
when great quantities of steam are necessary at high speeds.
Pusher engines and road engines, on the other hand, intended
exclusively for slow service may be permitted to have a large
tractive effort capacity at slow speeds with a sacrifice in high
sustained tractive efforts at high speeds.

Consideration of the topography of the railroad and the haul-
ing capacity of freight locomotives presents the problem of

permissible train lengths. .Ai, the territory over which the loco-
motives are to operate is, t<? a.large extent, a SHccession of many
sags and pitches and contains several momentum grades, the
continual running in and out of the slack between the cars is a
serious matter and tends to limit the length of the train and
the amount of tonnage per train which can be hauled. The
nature of the business, whether it is ore, coal or pig iron moving
in high capacity modern steel cars, or general merchandise
moving in box cars, refrigerators, small capacity gondolas or
other similar cars has a further bearing on this feature. The
lower the average total car weights of trains the longer the
trains when large amounts of tonnage per train are hauled.
Most of the extremely long trains are running over territories
whose grades are low, or which have no broken profile. Further-
more the nature of the lading hauled in these exceedingly long
heavy trains, is such that, should any heavy shocks occur, the
lading cannot be damaged. Cars filled with automobiles, furni-
ture, or general merchandise or flat cars loaded with agricultural
machinery are different and must be handled with greater care
in shorter trains. Every district for which motive power is
intended presents certain little peculiarities when advisable train
lengths are considered. Experience in the operation of trains
hauled by the older types of locomotives must assist in deter-
mining the final answer to this question.

Sizes and types of locomotives.

The Atlantic and Pacific type engines, under modern operating
conditions, are, for high-speed and high-capacity passenger serv-
ice, the most desirable types. Under certain special circum-
stances, long continuous apposing grades may justify compound-
ing in connection with these engines. The introduction of the
high temperature superheater and the sectional brick arch have
helped materially to increase the capacity, fuel economy, and
efficiency of passenger engines. The limitations of Atlantic and
Pacific type passenger engines are principally controlled by the
permissible wheel loads. When 60.000 to 63.000 lb. per pair of
drivers is once reached, it is questionable, from many points
of view, whether it is wise to go still higher. Hence, when
greater tractive efforts are necessary than can be secured from
an engine with 180.000 to 190.000 lb. on drivers it becomes a
question of either reducing schedules, double heading, or in-
troducing locomotives with an additional pair of drivers.

Recent developments have made available an exceptional field
from which to select locomotives for freight service. It seems
limited not so much by the extent to which it is possible to
build freight engines as it is by the physical restrictions of the
permanent way. the nature of the freight business hauled, length
of trains, and topography of the road. These limitations are, of
course, mostly very serious, and. as far as track gage is con-
cerned, insurmountable, except perhaps in some special cases.

Many moguls (2-6-0), ten-wheel (4-6-0) and Prairie (2-6-2)
type locomotives are in freight service today. Their capacities,
especially the mogul and ten-wheel types, are hardly adequate for
modern service conditions. The Prairie type, due to the possi-
bility of equipping it with a liberal boiler and liberal grate
area, has a few advantages over the others.

The type of locomotive which has been the standard on many
of the American railroads in the past ten years is the consolida-
tion type. It has been called on to perform in services ranging
from emergency passenger to slow heavy pusher and switching
service. Engines of this type are being built for heavy and
exacting freight service and their possibilities have not been
exhausted. They utilize nearly the total weight of the engine
for adhesive purposes. A leading truck of two wheels only is

AAIERICAN ENGINEER.

Vol. 87. Xo. I.

provided permitting of a slightly extended boiler and taking from
the drivers only weight enough to secure good guiding" qualities.
The steaming capacity, hrebo.x size and grate area are necessarily
limited, since the entire boiler and firebox must be carried over
the drivers. The handicap imposed by the boiler limitations has
not. until recently, been very serious.

Engines of the consolidation type, having a ma.ximum tractive
power of 60.900 lb. are in service today. The diameter of their
drivers is small, 54 in., and their total heating surface compared
with the equivalent heating surface of a Mikado engine having
the same tractive effort is but 70 per cent. The piston speeds
of these large consolidation engines, compared with the Mikado
engine, are considerably higher.

The perfection of the high temperature superheater, the brick
arch, and the Gaines combustion chamber opens up further op-
portunities for the consolidation engine. The application of the
superheater results in increased capacity which corresponds,
roughly to a 25 per cent, larger boiler capacity than it was possible
to provide in connection with saturated steam engines. The brick
arches permit increased amounts of heat to be utilized from the
fuel burned on restricted grate areas. It should be possible to
build consolidation engines with good steaming capacities and
economical fuel requirements that can develop as high as 54,000
lb. maximum tractive eflfort.

An oflfshoot from the successful consolidation freight engine
is the 12-wheel or 4-8-0 type. This type has an undesirable
ratio between total weight and adhesive weight. The increase
in the length of boiler made possible by the four-wheel truck
nets but little in the direction of increased boiler capacity. The
increase in the heating surface of the boiler is at the wrong end.
To improve the steaming capacity of the consolidation engine
it is necessary to introduce modifications at the firebox end.

The introduction of such modifications has resulted in the
Mikado (2-8-2) type. By placing a trailing truck underneath
the firebo-x better boiler construction becomes possible ; also a
decided increase in effective heating surface, a deeper throat
sheet and wider water legs are secured. However, as large a
proportion of the total weight of the engine is not utilized for
adhesive purposes as with the consolidation type. By moving
the firebox behind the drivers, it also becomes possible to en-
large the boiler diameter, and to increase the relative diameter
of drivers, thereby permitting of lower piston speeds. The
general construction of the Mikado locomotive is such that it
permits of very ample steaming capacity and thus of high sus-
tained tractive efforts. The application of the superheater and
brick arch has further increased its capacity in this direction.
It is most admirably suited to haul slow maximum tonnage freight
trains one day and fast freight trains the next, a condition fre-
quently met in railroad operation.

The size of Mikado locomotives for most roads is principally
limited by the allowable weights on drivers. It seems to be
generally considered that an individual axle load of 60.000 lb.
for the better conditions of roadbed, as they are met with today,
is very nearly the largest permissible. If so the Mikado engine,
as far as size is concerned, has very nearly reached its limit, and
the demand for still larger engines will have to be met either
by introducing another pair of drivers, making five pairs in all.
or by resorting to the Mallet type.

To get still larger capacities than are provided by the con-
solidation and Mikado types, the decapod (2-10-0') and the Santa
Fe (2-10-2) types are available. The decapod type, like the con-
solidation and 12-wheel types, has limitations as regards boiler
capacity, in consequence of which it is practically adapted to
slow service only. Its high proportion of weight on drivers,
giving it a high ratio of adhesion is of advantage for this kind
of service. The Santa Fe type permits of better boiler propor-
tions than those of the decapod type, just as the Mikado is better
than the consolidation. The additional pair of drivers enables
a tractive effort about 20 to 25 per cent, greater than can be

secured from the Mikado engine. Allowing 60,000 lb. per pair,
the maximum tractive effort possible should be about 73,000 to
75,(X)0 lb., barring cylinder limitations. Several engines of this
type now in service deliver a ma-xinumi tractive effort of 71,0(X>
lb. It is reported that they can be handled by one fireman with-
out unduly taxing him.

Locomotives with five pairs of coupled wheels have an exceed-
ingly long rigid wheel base. This would introduce many com-
plications should they be placed on territories where track curva-
ture is frequent or severe. Furthermore, the exceptionally heavy
pressures on the main pins and the heavy reciprocating parts
justify expectation of maintenance difficulties. The long wheel
base and the large number of heavy wheel loads in rigid order
may be proportionately harder on the track than is the case with
large Mikado engines.

Another type of engine which deserves consideration for freight
service is the Mountain (4-8-2) type, which is similar to the
Mikado in all its characteristics. Where fast freight service
is abundant and high speed is frequent the additional advantages
in guiding qualities secured by the four-wheel leading truck and
the slightly increased boiler capacity are important.

The Pacific type engine for exclusive fast freight service,
where grades are not severe and where this kind of service is
heavy, is a very desirable type. A large number of these engines
have been built for this service and are giving an excellent ac-
count of themselves.

The Mallet type offers quite as wide a field to choose from as
the non-articulated tj-pes. They can be built to deliver a maxi-
mum tractive effort of 140.000 lb. This means an engine with
ten pairs of drivers, having an average load of about 60.000 lb.

THE PERM.ANENT PLANT.

The permanent plant of a railway as related to the motive
power is the track, bridges, passing sidings, terminal yards, en-
gine terminals, including the roundhouses, turntables, coaling
stations, watering cranes, ash plant and sanding facilities, and
the locomotive repair shops. It has been shown what a wide
range of motive power is available from which selections may
be made for any class of service. In order that the possibihties
of this large field may be fully realized it becomes necessary
to study carefully the various changes in the permanent plant to
be considered in connection with the introduction of different
types and sizes of engines. Such a stud}' will oftentimes show
that improvements made to the permanent plant at limited costs
will permit of utilizing motive power which will effect a con-
siderable saving in operating expenses, thereby fully justifying
the expenditure.

0PER.\TING EXPENSES.

The effect of the selection of locomotives for passenger and
switching service on operating expenses does not play as im-
portant a role as it does in the selection of engines for freight
service. The choice of passenger and switch engines is deter-
mined very largely by imposed conditions resulting from circum-
stances peculiar to the nature of these two kinds of service.

In the selection of power for freight service the effect of the
various types and sizes on the operating costs should go a long
way towards determining the most economical engine to choose.
.\ study should be made to determine which type and size will
effect the greatest net saving in operating expenses after deduct-
ing all overhead and additional maintenance charges resulting
from the improvements necessitated by the introduction of the
engine. Only by such a study as this in conjunction with con-
sidering the service conditions and the tendency of future de-
velopment can the ultimate selection be made with any degree
of correctness.

Fuel is the largest single item of locomotive operating expenses
and therefore the most important. .As locomotives grow larger
their fuel consumption per unit increases, but not nearly in pro-
portion to the increase in their size. It does not take very much
more coal to fire a large locomotive than a small one. The fuel

Tantary. 1913.

AMicRiCAN EN(;ixi:i-:k.

losses of a large locomotive due to radiation while waiting or
drifting arc but slightly larger than those of a smaller locomotive.
The increase of fuel consumption of large saturated simple steam
engines when working at their full capacity is more nearly in
proportion to the increase in their size. The introduction of
the superheater, feedwater heater and reheater, the increase in
heating surface of the boiler, the brick arch, the utilization of
compounding in large engines of the Mallet type, application of
improved valve gear and compound air pumps, and more care-
ful attention to the design of steam passages and steam engine
efficiency have accomplished remarkable results in keeping the
fuel consumption of large locomotives down so that their con-
sumption per train-mile is increased but slightly over that of the
recent types of smaller saturated gteam locomotives.

Numerous tests and service records have revealed that large
superheater Mikado locomotives which have been placed in serv-
ice recently haul trains of 45 and 50 per cent, greater tonnage
with the same amount of coal that was formerly consumed by
the consolidation locomotives they replaced. Even the coal con-
sumption of Mallet engines with grate areas up to 100 sq. ft. has
not grow-n in any way proportionate to the increase in their
hauling capacity. Modern engines when running at shortened
cut-offs over those portions of the road other than the ruling
grades exhibited a still greater economy than when working on
the heaviest grades. Some service tests of recently built Mikado
engines on the Delaware, Lackawanna and Western clearly
demonstrated these facts. Their economy in fuel consumption
as compared with that of the old consolidation type, both operat-
ing over heavy grades at full load, was 20 per cent. The economy
effected over easy grades while running at shortened cut-ofTs w-as
39.3 per cent., almost twice as much. The average was 29.1 per
cent.

[The following features were also briefly considered: Water;
lubrication of locomotives ; other supplies for locomotives : engine
house expenses ; train supplies and expenses ; wages of engine-
men : wages of trainmen ; locomotive repairs ; freight train car
repairs; maintenance of track, bridges and buildings; and over-
head charges.]

FIXAL DETERMINATION" OF THE MOST ECONOMICAL LOCOMOTIVE.

Taking each one of the items into consideration, estimating
the reduction in train mileage eflfected by each tj-pe, the gross
savings in operating expenses effected based on the amounts of
business on hand or in sight, and deducting therefrom all over-
head charges arising from the additional improvements neces-
sary to make the operation of the different types of locomotive
under comparison practical, will reveal which particular locomo-
tive is the most economical in size and type.

As far as a standard engine of any kind for an entire road is
concerned the general conditions obtaining w'ill have some bearing
A road may, for instance, he composed partly of divisions whose
grades are moderate and partly of divisions whose grades are
severe. If the variations are not great a compromise standard
might be adopted. If on the other hand there is a large differ-
ence, it may be wiser to seek to establish two or three standards
and confine them to their particular territory with a view to
getting the maximum efiiciency from every portion of the prop-
erty. Then again there are many shorter territories such as
pusher grades and divisions through mountainous country, the
motive power selection for which is a distinctly local problem.
In every case, whether it is the broad problem of establishing
standards for the entire system, or selecting an engine for a
local territory, the problem might well be reduced to an economic
study, comparing several available t\'pes and sizes, the extent
of the improvements necessary to make their operation practical,
and the net savings which it is estimated will be efifected by their
introduction.

SUMMARY.

In designing new locomotives all of the conditions must first
be analyzed and then the design made to suit them. The actual

design of the engine linally chosen may be approached with
confidence because of accumulated knowledge and experience.
Due to the great possibilities of favorably effecting operating
results by building locomotives which are exactly suited to their
work, a study of the conditions becomes vitally important. To
show w'hat these conditions are has been the object of this paper.
The fact that the most powerful locomotives of most approved
design are also the most economical should be more generally
appreciated. It is to be hoped that the future will see more ad-
vantage taken of the modern locomotive in accordance with
its possibilities in relation to grade revision and its ability to
reduce operating expenses to a minimum. The ultimate benefits
which will result will certainly be justified to the fullest extent.

DISCUSSION

CO.MMON STANDARD LOCOMOTIVES.

H. 11. Vaughan, assistant to the vice-president of the Canadian
Pacific, emphasized the importance of having standard loco-
motives and maintaining these standards until conditions change
so much that it is possible to design another line of standard
locomotives, making a distinct step in advance, rather than to
modify the standard types from time to time. The time for
standardization is before the equipment is built and not after-
ward. The Canadian Pacific now has about 865 standard loco-
motives out of a total of 1,800 or 1.900 on the system. It is
always possible to introduce changes in the design of details on
standard locomotives, bearing in mind that the new arrangement
must be made so that it can completely take the place of the old
part for renewals or repairs.

The advantage of standardizing the motive power may be
summed up as follows : The standard locomotives can be trans-
ferred from one part of the road to another, when business be-
comes heavy on one section, without having to provide a new
storehouse stock, or have the power crippled because of not hav-
ing the proper parts in stock. It is also possible to keep the shop
cost of the engines down because of fewer variations in the size
and design of the parts. Where standard locomotives are used
it has been found that the division officers are much more likely
to offer suggestions as to improvements. Of course, the stand-
ardization has disadvantages, one of which is that it is not al-
ways possible to immediately take advantage of improvements
in the permanent plant. The advantages of having common
standards which can be used on any part of the system and with
which the men over the entire system are familiar, greatly offset
this, however.

POSSIBILITIES OF .\TL.\NTIC TYPE.

In speaking on the possibilities of the Atlantic type \V. F.
Kiesel, Jr., assistant mechanical engineer of the Pennsylvania
Railroad, said :

"To determine the possibilities, the limitations must first be
known. The limitations of paramount importance with a loco-
motive are those governed by the carrying capacity of the track
and roadbed. Assuming a good roadbed, having 22 in. spacing
of ties and 100-lb. rail, it will be possible to use a weight of 70.000
lbs. per pair of drivers. The maintenance of way department
will be inclined to say that this figure is too high, but there are
possibilities of reducing the weights of reciprocating parts by the
judicious use of alloy metals and by careful design, resulting in
reduction of counterbalance, which in turn reduces the strain on
the rail. One pound reciprocating weight per 100 lbs. of maxi-
mum piston pressure is within the bounds of possibility. For an
Atlantic type locomotive this would permit using counterbalance
for reciprocating parts of one-third their weight. At ve'y high
speed there would be no more strain on the rail than that in-
duced by heavy locomotives now in service. The load on
front and trailer trucks may be taken at 110.000 lbs. The total
weight of this imaginary Atlantic type locomotive would then be
250,000 lbs.

"There are few possibilities of improvements in the engine it-

AMERICAN ENGINEER.

Vol. 87, No. 1.

self. The utilizatiun of heat-treated steel and cast-steel cylinders
will reduce weight, which reduction can be used for increase in
boiler. The development of the possibilities of the boiler will
bring about improvements of greatest import. The superheater
and brick arch have already raised the line between non-stoker
and stoker locomotives SO per cent., leaving all Atlantic type loco-
motives well within the non-stoker class. The indications are
that great steaming capacity can best be obtained with flues of
moderate length, and that the generally accepted theory that long
flues increase boiler efficiency is not altogether correct.

"Before further developing this imaginary locomotive permit
me to present some average figures obtained from an Atlantic
type locomotive, on the Pennsylvania Railroad locomotive test
plant, at Altoona, Pa., as a basis for possible boiler performance.
The general characteristics of the locomotive tested are as
follows :

Weight 237,000 lbs.

Boiler pressure 205 lbs.

Cylinders 22 in. x 26 in.

Drivers 80 in.

Fire heating surface 3,090 sq. ft.

Grate surface 55 sq. ft.

Flue diameter Outside, 2 in. ; inside, 1 M in.

Flue length 13 ft. 9 in.

"The boiler was equipped with a long brick arch, a combustion
chamber, and a superheater. Forty tests were made, eight of
two hours each, nine of one and one-half hours each, seventeen of
one hour each, five of one-half hour each, and one of fifteen
minutes. The ma.ximum speed was 360 revolutions per minute.
In each test the speed, cut-off, pressure, and power developed
were maintained as uniform as possible. In the various tests the
average indicated horse power developed ranged from 756 to
2,355. Nineteen tests, with average indicated horse power rang-
ing from 756 to 1,700, averaged 2.35 lbs. of dry fuel per indicated
horse power. Thirteen tests with average indicated horse power
ranging from 1,700 to 2,000, averaged 2.71 lbs. of dry fuel per
indicated horse power. Eight tests, with average indicated horse
power ranging from 2,000 to 2,355, averaged 3.08 lbs. of dry fuel
per indicated horse power. For this last lot of eight tests the
average steam per indicated horse power was 17.03 lbs., and the
minimum was 16 lbs. The maximum evaporation was 38,846
lbs. per hour, or 12.6 lbs. per square foot of fire heating surface
per hour, equivalent to 52,084 lbs. per hour, or 16.9 lbs. per square
foot of fire heating surface per hour from and at 212 deg. Fahr.
These tests indicate the possibility of one indicated horse power
per 100 lbs. weight of locomotive, or for one and one-third square
feet of fire heating surface, at 80 miles per hour.

"Returning now to the imaginary locomotive weighing 250,000
lbs. ; the weight on drivers, 140,000 lbs., limits the drawbar pull
in starting to about 31,000 lbs. The boiler can be luade suffi-
ciently larger than that of the locomotive tested to furnish steam
for 2,500 indicated horse power maximum, available for short
periods in emergency. For trains of the present day more than
1,800 indicated horse power would seldom be required. At 167^
lbs. of steam and 2.5 lbs. of dry coal per indicated horse power,
this would require 30,000 lbs. of water and 4.000 lbs. of coal per
hour.

"What can be expected from such a locomotive? This ques-
tion can best be answered by determining how iriuch power is re-
quired in fair weather to pull ten cars, weighing 600 tons, assum-
ing that the engine and tender together weigh 200 tons. The
starting power is just sufficient to start this train of 800 tons on
a 1 per cent, grade. The indicated horse power necessary to
maintain a given speed under various grade conditions is given
in table below :

40 miles per hour on 0.7S per cent, grade 2,030 indicated horsepower.

40 miles per hour on 0.5 per cent, grade. ...... 1,600 indicated horsepower.

50 miles per hour on 0.5 per cent, grade 2,175 indicated horsepower.

50 miles per hour on 0.2 per cent, grade 1.535 indicated horsepower.

60 miles per hour on 0.2 per cent, grade 2.085 indicated horsepower.

60 miles per hour on level tangent 1.575 indicated horsepower.

70 miles per hour on level tangent 2,160 indicated horsepower.

"From what has been detenuined above, based on facts, it
would seem that 'the possibilities of the Atlantic type locomotive'

are equal to the requirements of present day passenger service,
for the locomotive weighing 250,000 lbs., if given 3,300 square feet
of effective fire heating surface, would be capable of developing
a maximum of

2,160 indicated horsepower at 40 miles per hour.

2,280 indicated horsepower at 50 miles per hour.

2,377 indicated horsepower at 60 miles per hour.

2,452 indicated horsepower at 70 miles per hour.

2,510 indicated horsepower at 80 miles per hour."

DYN.\MIC WHEEL LOADS.

A. \V. Gibbs, chief mechanical engineer of the Pennsylvania
Railroad, brought out the fact that too much stress is laid upon
the static wheel load and too little on the dynamic load due to
the unbalanced weights. The real problem is to reduce the total
effect of the static plus the dynamic, and this calls for greater
attention to the design of the reciprocating parts. C. D. Young,
engineer of tests of the Pennsylvania, who followed Mr. Gibbs,
said that the Pennsylvania Railroad had under consideration a
design in which it was expected that a material saving would be
tuade in the weight of the reciprocating parts by the use of alloy
steel.

BOILER DESIGN.

F. F. Gaines, superintendent of motive power of the Central
of Georgia, said in part :

"There are many items to be considered in the proper selec-
tion of motive power. I will only call attention, however, to the
question of fuel economy and boiler capacity — in other words,
boiler design. There have been few radical modifications in
boiler design other than the general introduction of superheated
steam, except in a few isolated instances. The results obtained
by Dr. Goss in the Coatesville tests indicate that there should be
greater firebox and heating surface, and that the ratio of firebox
heating surface to tube heating surface should be materially in-
creased. With from 40 per cent, to 48 per cent, of the evapora-
tion from the firebox sheets, it would seem logical to increase
firebox heating surface and decrease tube heating surface. The
results of the Coatesville tests, while a surprise to many, were
anticipated by a few. The Philadelphia & Reading has a large
number of its engines in which the ratio between firebox and tube
heating surface is relatively high (one to six), and with tubes
from about nine feet in length on American type passenger power
to only 13 feet 6 inches on the heaviest types of consolidation
locomotives. These results were obtained by the use of the
Wooten type boiler with large grate area for anthracite coal, and
a vertical brick wall at rear of the combustion chamber. The
brick wall retards tlie flow of gases and also gives a better oppor-
tunity for combustion, as well as changing the path of the gases
and forcing them against the crown sheet. The combustion
chamber furnishes additional firebox heating surface and more
volume in which to complete combustion. These engines, while
designed for anthracite coal, occasionally got into soft coal terri-
tory and had to use it. The grate area was too large for maxi-
mum economy, but the results were excellent, notwithstanding.

"Impressed with the above experience, a trial was made of
arranging a boiler having a suitable grate area for soft coal, with
a combustion chamber. The back end and one waist course
were retuoved from the original boiler and replaced by a new
back end. Carefully conducted tests showed a coal economy of
40 per cent, over a sister engine and 15 per cent, over the best
design of engine of similar power, but with more liberal heating
surface. In addition to the fuel economy obtained, the shielding
of the tubes by the firebox wall has resulted in the engine making
over four times the mileage of other engines in the same district
before safe ending the flues. During this period the engine has
seldom, if ever, been reported to have flues blown, while with cer-
tain fuel conditions engines in the same territory have required
blowing every round trip.

"The most radical improvement that can be made in the loco-
motive, and one that will be rapidly developed, is the use of
greater firebox volume and heating surface. This is readily ob-

Janiary, 1913.

AM I'.RKAN ENGINEER.

taincd by using a suitabk- grate area and conilnistii)n clianiber.
In fact, from past experience it would not be surpri.sing if ulti-
mately a Hue lengtli of 10 ft. would become a desirable maxi-
mum, and the combustion chamber be substituted for the remain-
ing distance."

In commenting on Mr. Ciaines' suggestion, C. D. Young said
that a study of the relation of the length and diameter of the
tubes was probably of equal importance with the relative increase
in firebox volume and heating surface.

FEEU WATER HE.\TERS.

G. K. Henderson, consulting engineer of the Baldwin Locomo-
tive Works, in commenting on feed water heaters, said : "Re-
cently an extension of the lioiler has been converted into a mul-
titubular feed water heater and water from the injector is passed
through this section before reaching the boiler proper. As some
modern types of locomotives give ample space for a very long
boiler, there is no difficulty in providing such a section using the
heat after it passes through the boiler tubes proper. Experience
with this type of feed water heater has been somewhat peculiar;
in some cases very good results were obtained both in economy
and in condition of the heater; but in other cases more or less
corrosion has been found in the various portions of the heater,
whereas there was no evidence of such corrosion in the boiler
proper ; these conditions have been more aggravated when good
water was used than when water carrying scale and encrusting
matter w-as supplied to the boiler. In an attempt to overcome
this corrosion, in some cases the heater has been practically
coupled to the steam space with circulating pipes both to the
top and bottom so that it is really an extension of the boiler and
will run only partially full of water instead of entirely full, as
when originally designed as a heater. The strangest part of this
problem is that we lind when such connections are made the ap-
paratus does not seem to lose its economical value as a heater.
There is apparently no increase in fuel required when these
circulating pipes are connected with the boiler.

"Some builders place a diaphragm sheet a few feet back of the
flue sheet and extended as high as the flues, injecting the feed
water into this front section and letting it flow backward over the
diaphragm as necessary. While we do not know of any com-
parative tests made to determine exactly the fuel economy of
this device, it seems as if this arrangement of connecting the
heater directly with the boiler, so that it practically forms a
part of it, is likely to be more satisfactory in the long run than
when it is used as an individual heater for heating the water in
its passage to the boiler without allowing any opportunity for
the gases contained in the water to escape, as can be done with
the circulating pipes."

SUPERHEATERS.

S. Hoffman, vice-president of the Locomotive Superheater
Company, said in part : "Superheaters are being applied to prac-
tically all engines now building and the question when selecting
new power is not whether a superheater shall be specified or
not. but what can reasonably be e.xpected from the application
of the superheater to the particular engine in its particular service
and what consideration should be given to the design of the
superheater and to the general locomotive design in order to
obtain a locomotive of maximum efficiency. The principal ad-
vantage to be derived from the application of an efficient super-
heater is a decrease in steam and fuel consumption and indirectly
an increase in the steaming capacity of the boiler, which is equal
to a proportional increase in the hauling capacity of the loco-
motive. In speaking of superheaters as applied to locomotives. I
refer only to such devices as are capable of developing and main-
taining a high degree of superheat averaging from 200 to 250
deg. above the saturation point.

"The principle which has been generally adopted in the design
of locomotive superheaters is that of a superheater consisting
of coils or units disposed in large boiler flues, with the forward

ends of the superheater units suitably cunnected with a steam
collector casting in the smokebox. The superheater unit pipes
go within 2 ft. of the firebox tube sheets and are exposed at
their extreme ends to temperatures of from 1,400 to 1,600 deg.
Steam of such high degrees of superheat can be exposed to the
cooling action of the steam chest and cylinder walls without con-
densation and at the same time has about 30 per cent, greater
specific volume than saturated steam of the same pressure. A
large part of this increased specific volume is again lost before the
expansion of the steam in the cylinders takes place on account of
the cooling action of the steam chest and cylinder walls. While
the superheat of the steam leaving the superheater may be 200
to 250 deg., the average superheat of the steam in the cylinder
at the moment the cut-off takes place is hardly more than 100
deg. ; but the entire elimination of all losses through condensa-
tion, together with the remaining increased volume of the steam,
effects under average conditions a saving of 30 per cent, and
more in the steam consumption per indicated horse power, which
gain corresponds to a saving in fuel consumption of from 20 to 25
per cent., compared with a saturated steam locomotive working
under the same conditions.

"The real value of a locomotive from the motive power point
of view must be ultimately measured by the tractive effort which
it is able to exert on the drawbar at a certain speed. In order
to bring out what bearing the above mentioned saving in steam
and fuel consumption has on the hauling capacity of the loco-
motive, the following example is given : Assuming two locomo-
tives of the same general dimensions, one being equipped with
a high degree superheater. Under average working conditions,
the superheater locomotive will show an economy in coal con-
sumption of about 20 per cent., if the same indicated horse power
is developed by both engines. If the superheater engine is now
forced so as to burn the same amount of coal as the saturated
steam engine, and assuming that this increased amount of coal
can be burnt as efficiently in the superheater boiler as in the
saturated steam boiler and that the increased volume of steam
can be expanded in the cylinders as efficiently as in the saturated
steam engine, then the indicated horse power developed would
be 100 -=- 80 I. H. P. or 25 per cent, more than in the saturated
engine. At the ordinary speeds of saturated steam passenger
locomotives about 70 per cent, of the cylinder power is available
at the drawbar, 30 per cent, being absorbed in moving the weight
of the locomotive and in machine friction. As the power con-
sumption for this purpose will not change materially in the two
cases, an increase of 25 per cent, in indicated horse power repre-
sents an increase in haulage capacity of 25 X 100 -=- 70 = ap-
proximately 36 per cent.

"The above two assumptions bring us to two principal require-
ments for the maximum efficiency of superheater locomotives.
The thermal efficiency of the boiler must not be reduced by the
application of the superheater. With the type of superheater
now- generally adopted, no changes are made in the firebox, but
the tube heating surface is altered by transferring part of it to
the superheater. The superheating surface is not quite as effi-
cient in heat transmission as the evaporating surface on account
of the poor conductivity of superheated steam. In order to
make up for this the steam must be forced to pass through the
superheater pipes at high velocity even at the risk of wire draw-
ing, and the superheating surface must be so disposed in the
gas current as to offer each cubic inch of gases passing through
the superheater more heating surface than the gases find in their
passage through the ordinary boiler tubes which are in contact
with water. Further, the total gas area through all boiler tubes
must not be materially reduced by the application of the super-
heater and the boiler tubes and flues must be so proportioned
and arranged that the stream of combustion gases emerging from
the firebox is so subdivided that the necessary amount of gases
is diverted through the superheater, in order to furnish the re-
quired degree of superheat. These requirements regarding the

AMERICAN ENGINEER.

\'oi.. 87, Xo. 1.

subdivision of heating surfaces and gas areas liave to my knowl-
edge lirst been recognized by Dr. Wilhelm Schmidt, of Cassel,
Germany, who is also prominently responsible for the introduction
of highly superheated steam in stationary and marine practice.

"It is not always possible for the designer to meet exactly
these requirements, but from a great many cases it can be said
that under average conditions the total gas area through all boiler
tubes is not reduced more than about 5 per cent, and the com-
bined total heating surface based on the tire side of the tubes is
increased by the same percentage through the application of the
superheater. This makes a somewhat sharper draft necessary
for the development of the maximum power. The exhaust
nozzle of the superheater locomotive has at any rate to be
smaller than in the saturated steam locomotive on account of the
smaller volume of exhaust steam available. These considerations
indicate that the superheater boiler uses the gases of combustion
just as efficiently as the saturated steam boiler and therefore as
far as the boiler efficiency is concerned it would be possible to
make practical use of the above mentioned tlieoretical increase in
iiauling capacity.

"The second requirement assumes that the increased volume of
steam be expanded as efficiently, or in other words, that the same
cut-offs be used as in the saturated steam engine. This would
mean a corresponding increase in cylinder dimensions which in
many cases is not possible on account of limitations in adhesive
weight, strength of running gear and other limitations. There
will always be an increase in hauling capacity obtainable, but
whether the theoretical maximum can be obtained depends on the
size of cylinders, and depends also on the quality of the saturated
steam engines with which the superheater engine is compared, or
to which the superheater has been applied, whether the engine is
correctly proportioned or over cylindered, or deficient in boiler
capacity, etc. It depends also on the service in which the loco-
motives are used; whether the service is such as to be favorable
to developments of higher degrees of superheat and more or less
unfavorable to the saturated steam locomotive. In switching
service superheater engines make a very favorable showing, al-
tlinugh only a inoderate degree of superheat is being developed,
but the improvement in efficiency is so remarkable because the
saturated switch engine is the most inefficient of all locomotives.
Under all these varying service conditions the increased hauling
capacity of superheater locomotives obtained in practical service
varies between 20 and 30 per cent., and frequently even more.

"Obviously, any appliance which improves the combustion and
raises the firebo.x temperature will tend to raise the degree of
superheat and thus help to increase the efficiency of the super-
heater. The only efficient device in this respect is a long brick
arch, and for this reason the application of brick arches in super-
heater locomotives is highly recommended. All these considera-
tions indicate that the increased hauling capacity of the super-
heater locomotive is principally caused by tlie increased steaming
capacity of the boiler.

"The opinion has been frequently advanced that the mean
effective pressure in the cylinders is increased by the use of highly
superheated steam and that this is the source of the increased
hauling capacity of the superheater locomotive. This is not the
case. If the superheater engine has the same general dimensions,
the same cylinders and boiler pressure, and is worked at the same
cut-oft' and at the same speed as the saturated steam locomotive,
it will not produce an indicator diagram showing a higher mean
effective pressure than the saturated steam engine. In many
cases the mean effective pressure of the superheater locomotive
will even be somewhat lower than in the saturated steam locomo-
tive, on account of the expansion line of superheated steam
dropping faster than the expansion line of saturated steam. If,
therefore, the superheater engine and the saturated steam engine
are working imder identical conditions and have identical dimen-
sions, the superheater engine cannot develop more drawbar pull
than the saturated steam engine. If a large tractive effort at a cer-

tain speed is required, either the cylinders of the superheater
engine must be increased or the engine has to be worked at later
cut-offs, which again is made possible by the increased steaming
capacity of the boiler. It is also evident that without changing
the size of the cylinders or the boiler pressure, the superheater
engine cannot start a heavier train load than the saturated steam
engine.

"On saturated steam engines in many cases the size of cylin-
ders is limited on account of fear of condensation. The super-
heater engine is not subject to such limitations and, therefore,
allows in many cases a better use of the available adhesive
weight. In order to increase the starting power, under average
conditions, it will be advisable to increase the diameter of the
cylinders of superheater engines 10 per cent, above the size of
the cylinders of the saturated engine. This will not only corre-
spondingly increase the starting power, but at the same time will
make possible the use of the increased steaming capacity of tlie
boiler, without unduly increasing the cut-off of the engine, and
in many cases will allow the superheater engine to work with
lower boiler pressures.

"Mr. Beyer has shown that locomotives of large capacity are
more economical in operation than smaller units. He particularly
cited the case of large superheater Mikado type locomotives
which haul trains of 45 and 50 per cent, greater tonnage with tlie
same amount of coal that was consumed by the consolidation
locomotives they replaced. In order to develop the specified
tractive effort these Mikado locomotives had to be equipped with
cylinders of 27 in. diameter. What would have become of these
poor engines with these big cylinders without the superheater !
The cylinder condensation would have been so large as to make
the operation of the engines a practical impossibility. There are
no other means existing to entirely prevent cylinder condensa-
tion but superheaters, and superheating has made the most
powerful locomotives with big cylinders possible.

"On Mallet engines built during the last two years super-
heaters have been quite generally applied, as the large surface
to which the steam is exposed in the four cylinders and long
steam pipes makes the application of this device even more
necessary than in ordinary simple engines in order to prevent
the increased amount of condensation. In most cases the super-
heater has been applied in front of the high pressure cylinder
and the steam has been superheated sufficiently high to leave
at least 30 or 50 deg. of superheat in the receiver steam. This
remaining superheat makes' it possible to use slide valves on the
low- pressure side ; high pressure cylinders using steam of a
high degree superheat cannot successfully be worked with slide
valves.

"Repeated tests have been carried on particularly with a \ icw
of applying superheaters to old engines with slide valves, and
in all cases which have come to my knowledge it has been found
that slide valves cannot be worked successfully with highly
superheated steam. Various means have been developed in order
to improve the lubrication of the slide valves, but so far all have
failed, because highly superheated steam has a tendency to
warp the flat valve, which is the principal cause for the rapid
w'ear of its bearing surfaces.

"Regarding the lubrication of piston valve superheater engines,
great fear has been expressed as to the difficulties to be ex-
pected in this respect, but a great number of superheater loco-
motives now in satisfactory service, and causing no more wear on
piston and piston valve rings and bushings than saturated steam
locomotives, indicate that this question can be successfully solved.
Two points, however, should be borne in mind in this connec-
tion, i. e., that superheater locomotives, working with highly
superheated steam, should be lubricated with a cylinder oil hav-
ing a higher flash point than the ordinary cylinder oil used in
saturated steam locomotives, but without losing its lubricating
qualities, and further means should be provided to protect the oil
against carbonization while the engine is drifting. This protec-

Taxlakv. 1«13.

A M K R I C A N E N ( ". I N I'. I'. R .

tion c;in he olitaincil hy llu' adinissinn of small (|uanlities o{
steam to the steam chest and cyliiulers, while the engine is drift-
ing after the throttle is closed. This auxiliary steam can be
supplied either hy crackini; the throttle or hy providing an
auxiliary sU-.un pipe lo the cylinders. The latter can he worked

zoo _

Cylinders iZir £6 Boiler Pmssurt; ZOS

»m' '-,V

■X-., R.P.M. ZOO M.P.H. 47

^^^ Superheat £6s /34Z E& /yone
Vi /^.£.P. 7S.7S 76.4S

\ SfeamPer

\./.H.P. Hour/7Z Z4.7

Superhea/ed £6s

Jndlcatcr Cards for Saturated and Superheated Steam Locomotives
Working Under the Same Condition as to Cut-off, etc.

by an auxiliary valve in the cab actuated either by hand or auto-
matically.

"In addition to these means of improving the lubrication, it
is essential to design all parts working under highly superheated
steam so as to cause the least amount of friction and wear.
This is being done by using the best quality of close grained iron
for bushings and rings and by balancing the rings against inside
steam pressures and by the application of piston valve rod guides,

Sfearrt Per Hour, Pounds, Saturated 3Z449 /.
,-Jteam Per Hour, Pounds Z03°SuperheaiedJI394 1.
,-\ - 4SS Dif.

H.P.
t.P.

IZ60. 7
/6S7.S
4Z7.2

^\ '■■-

_ ^c.o.so%

\.j^C.0.30%

"-..^

KS^"

M.£.P.7a.3

yM.E.PHS.O

38 Miles Per Hour

Steam l^r Hour. Pounds, Saturated 3733S I.M.P.IS46.0
Steam Per Hour. Pour^ds, Z37°Superfteated330ZS_ I H.P. Z0I6.0
+ 633 Oif. +470.0

diagrams was for an -\llanlic type locomotive with 22 in. x 26
in. cylinders, 205 lbs. of steam, and operating at 47 miles an
hour with 200 (leg. of superheat. Tliis was compared with the
diagram of a saturated steam engine with practically the same
cut-off and under the same conditions. As may be seen from
the diagrams, the card faj, the superheater engine showed a
steam consumption of 17.2 lbs. per indicated horse power per
hour, as compared to 24.7 lbs. for the saturated steam engine.
The other illustrations show saturated and superheated steam
indicator cards for equal weights of steam per hour when oper-
ating under the same condition. In both cases the greater in-
dicated horse power for the superheater engine is most
noticeable.

CHROME VANADIUM DRIVING WHEEL
TIRES

4-fl Miles Per Hour
indicator Cards for Saturated and Superheated Steam Locomotives
for Equal Weights of Steam Per Hour.

and piston rod guides at the front end, in order to reduce the
weight pressing the rings against the bushings."

ADVANT.\GES OF. SUPERHEAT AS SHOWN BY
INDICATOR CARDS.

C. D. Young, engineer of tests of the Pennsylvania Railroad,
presented indicator diagrams for both saturated and super-
heated steam locomotives, which clearly show the advantages
of the latter. It is believed that this is the first time that a
comparison of this sort has been made. One set of indicator

Tires made of heat treated chrome-vanadium steel were applied
to a Pacific type locomotive weighing 229,500 lbs. total, and
150,500 lljs. on drivers, which was put in service on a division
having numerous curves ranging from 3 to 14 deg. The average
number of brake applications per trip was nine for station stops
and four for crossings and slowdowns. Although flange lubrica-
tors were used on the other locomotives on this division none
were applied to this locomotive. These tires, after an engine
mileage of 121,000 miles, were found to still have good contours,
but because of necessary repairs to other parts the locomotive
was shopped. \ sister engine in identical service had a new
set of carbon steel tires applied one month after the vanadium
tires were put on and these tires gave a mileage of only 60,040

Chrome-Vanadium Driving Tire After a Drop Test.

miles before having to be turned. It was necessary to reduce
the diameter by ^ in. in order to ])uild up the worn flange.

In switching servict. chrcme-vanadium tires have given four-
teen months' service, double turn, with a maximum wear of only
;4 in. It is reported that these tires, which are now on their
third term of service between turnings, will probably be good
for a fourth term.

Other railways in considerable numbers are now ordering
tires of this material, and a specification has been prepared after
exhaustive experiment and research by the tire makers and the
American Vanadiutu Company. In developing this specification
the effort was to determine the particular chemical composition
of chrome-vanadium steel and the proper heat treatment which
would give the highest wearing qualities. The success of the

AMERICAN ENGINEER.

Vol. 87, No. 1.

specifications, which are given in full at the end of this article, is
illustrated by some tests recently made on tires manufactured
under them. Three tires, one each manufactured by the Midvale
Steel Company, the Standard Steel Company and the Latrobe
Works of the Railway Steel-Spring Company, were subjected
to physical and chemical tests with the results given in Table 1.
For comparison the properties of carbon steel tires are given in
the last column.

Table No. 1. — Comparative Physical Properties and Chemical Composi-
tion OF Heat Treated Chrome- Vanadium and Standard
Cakbon Ste^l Tires.

Pliysical Properties.

Heat Treated Ch:

Elongat:

per cent.
Reduction
cent.

Carbon, per cent. . . .
Manganese, per cent.
Chromium, per cent.
Vanadium, per cent.
Silicon, per cent....
Phosphorus, per cent.
Sulphur, per cent. . .

0.60 to 0.80 0.70

0.80 to 1. 10 0.00

Over 0.16 0.00

0.20 to 0.35 0.250

Not over 0.05 Under 0.05

The strength and toughness of heat treated chrome-vanadium
steel is clearly shown by the drop tests of each of these tires.
A summary of tlie results secured is given in Table 2. The
accompanying illustration shows the tire manufactured by the
Standard Steel Works Company after being subjected to the drop
test. The tire was 48i^ in. internal diameter, 3-5^ in. thick. A
deflection of 4 3-16 in. was required by the specifications, and a
total of 5 5-16 in. was obtained after a total of Z7 blows frotn
different heights up to 25 ft.

In the drop test of the Midvale Steel Company, the tire was
555^ in. internal diameter and i%i in. thick. All blows were
from a height of 40 ft., seven blows in all were given. A total
deflection of 5 7-16 in. was obtained, AYi in. deflection being
required by the specifications. The tire manufactured by the
Latrobe Works of the Railway Steel-Spring Company was 56 in.
internal diameter and 4 in. thick. Under the specifications a
deflection of 3 11-16 in. was required. The total deflection ob-
tained was 5 in., after a total of 22 blows from successive heights
up to 30 ft., the limit of the drop.

Table No. 2. — Si^mmary of Res
Chrome-V

Maker

Thickness

Inside diameter before test

Inside diameter after test

Deflection required

Deflection obtained without breaks

OF Drop Tests of Heat

Treated

UM Tires.

Standard Midvale

Latrobe

3^ in. in in.
48"2 in. 55M in.
43A in. SOA in.

4 A in. AVi in.

4 in.
56 in.
51 in.

3H it

5A in. 5A in.
25 ft. '40 ft.
,240 lbs. 2,240 lbs.

5 in.

30 ft.

2,240 lbs

Maximum drop

Weight of drop

•Entire test made at this height.

SPECIFIC.\TIONS FOR HEAT TRE.^TKP CHR0ME-V.\N.\DIUM

STEEL TIRES.

1. Steel for tires shall be made by the acid open hearth process.
Sufficient discard shall be made to insure remnval of piping and
segregation.

2. Chemical Composition:

Carbon O.SO to 0.65 per cent.

Manganese 0.60 to O.SO per cent.

Chromium 0.80 to 1.10 per cent.

Silicon 0.20 to 0.35 per cent.

Vanadium Over 0. 1 6 per cent.

Phosphorus Not over 0.05 per cent.

Sulphur Not over 0.05 per cent.

The higher range in carbon to be used for switch and freight
engine tires, and tender and car wheel tires ; the lower range in
carbon to be used for passenger engine tires.

The above limits are rejection limits for samples taken at any
stage of manufacture.

3. Drillings from a small test ingot cast with the heat or turn-
ings from a tensile specimen or turnings from a tire (where tires
are machined at the works of the manufacturer) shall be used
to determine whether the chemical composition of the heat is
within the limits specified in Paragraph 2.

4. Physical Requirements:

Tires Over 56 In. Inside Diameter.

iigth

Tires 56

Inside Di.

95.000 to 115,000 lbs. per sq
125,000 to 140,000 lbs. per sq,

Minimum, 15 per cent.

Minimum, 35 per cent,

iETER AND UnDER.

limit 110,000 to 125,000 lbs. per sq. in,

ength 140,000 to 160,000 lbs. per sq, '

Elongation in 2 in Minimum, 12 per cent.

Reduction of area Minimum, 30 per cent.

The elastic limit to be obtained by means of an approved

extensometer. The ultimate strength is not to be considered as

Ultimate s
Elongation
Reduction

Ultii

z'' ^ I

1 ^

Location at Which the Test Specimen Shall Be Taken.

a requirement, but must in all cases be reported, and should
approximate the above ranges.

5. The standard turned test specimen, as shown in the illustra-
tion. I2 in. in diameter and 2 in. gage length, shall be used to
determine the physical properties as specified in Paragraph 4.

6. Should a falling weight test be required, one tire from each
heat shall be selected and tested as described in Paragraph 10.
When such a test is made, the tensile test specimen to determine
if the steel meets the physical requirements of Paragraph 4 shall
be cut cold from the tested steel. The location of this test speci-
men shall be midway between the tread and the bore and midway

I 9" I ^ J

zi-—

->K$^— I — H

4< 2- -4<

standard Test Piece.

between the face of the tire and a line passing through the center
of the tire from tread to bore, as shown below.

7. Should no falling weight test be required by the contract,
the physical properties of each heat of steel shall be determined
by a test specimen cut from a bar 6 in. x 4 in. x 9 in., forged
from an ingot, and heat treated with tlie tires. The location
of this test specimen to correspond to location of test piece when
taken from a tire.

8. When required, the purchaser or his representative shall be
furnished with copies of all chemical analyses and physical tests,
and be privileged to witness all physical tests.

9. Heat-Treatment: The heat-treatment shall consist in reheat-
ing the tires after rolling, and then quenching in oil ; the tires
to be then reheated slowly and uniformly to a temperature suffi-
ciently high to obtain the desired physical properties. The tire
must be held at this final temperature at least two hours. The
tire should then be withdrawn from the furnace and allowed

January, 1913.

AMERICAN i:xgixei:r.

to cool in slill air. The recommended temperature for quench-
ing is about 1,600 dcg. F. The linal heating for obtaining the
physical properties specified should be appro.ximately 1,100 to
1.200 deg. F.

10. Should the contract call for a falling weight test, a test tire
from each heat represented shall be selected by the purchaser
or his representative, and furnished at his expense, provided it
meets the requirements.

The test tire shall be placed vertically in a running position
under the drop, on a solid foundation with an anvil weighing at
least ten tons, and shall be subjected to successive blows from a
tup weighing 2.2-10 lbs., falling from heights of 10 ft., 15 ft. and
20 ft. and upwards until the required deflection is obtained as
specified below.

The test tire shall stand the drop test described in foregoing
paragraph without breaking or cracking and shall show a mini-
mum deflection equal to D" -r- (.-lOT' -f- 2 D), D being the internal
diameter m inches and T the thickness of the tire at center of
tread in inches. Should the test tire fail to meet the require-
ments in any particular, two more test tires shall be selected from
the same heat, if the manufacturer so desires, and at his expense.
Should these two tires fulfill the requirements, the heat shall be
accepted.

11. Tires when furnished in the rough shall conform to draw-
ings with the following tolerances :

(a) The height of flange shall not be more than 3-22 in. over
or under the height called for. (b) The width of flange shall

is being performed, lo all parts of the manufacturer's works
which concern the manufacture of the material ordered. The
manufacturer shall afford the inspector, free of cost, all reason-
able facilities to satisfy him (hat the tires are being furnished
in accordance with these specifications. All tests and inspections
shall be made at the place o* manufacture prior to shipment, and
shall be so conducted as not to interfere unnecessarily with the
operation of the works.

14. Tires which show injurious defects while being finished
by the purchaser will be rejected, and the manufacturer shall
replace them at his own expense.

DEVICE FOR PREVENTING SCALE

For the past year the State Railways of Hungary have been
using an apparatus to prevent scale forming in the locomotive
boilers. The action of the apparatus, which was illustrated in
a recent issue of the Rei-ue Generale des Chemins-de-fer. is
based on the well known fact that if the feed water is su:
denly raised to a temperature of about 195 deg. Fahr., any
carbonate of Hme held in solution will be precipitated. There
are a large number of arrangements of this kind in use in sta-
tionary plants where the sudden heating of the water is efifected
either by live or exhaust steam. On locomotives, various ar-
rangements have also been used, notably that of Golsdorf.

The Hungarian apparatus is placed on the shell of the boiler

Apparatus Mounted on a Locomotive Boiler for Removing the Scale Forming Ingredients from the Feed Water.

not be more than 1-16 in. over or under the dimensions called for.
(c) The throat radius shall not be more than Yi in. greater nor
more than 1-16 in. less than the radius called for. (d) The width
of tire shall not be more than V^ in. greater nor more than 1/16
in. less than the width called for. (e) The inside diameter shall
not be less than the diameter of the finished tire by more than
■>^ in. (f) Tires ii in. or less in inside diameter shall be fur-
nished in sets not varying more than 1-16 in. in outside diameters,
and not out of round more than 1-16 in. Tires over 33 in. in
inside diameter shall be furnished in sets not varying more than
3-32 in. in outside diameter and not out of round more than
3-32 in.

12. The manufacturer's brand and serial number shall be legibly
stamped on the tire close to the inside edge where the stamping
will not be cut off at the last turning. Set numbers shall be
stenciled on each tire,

13. The inspector representing the purchaser shall have free
entry at all times, while work on the contract of the purchaser

with which it is in communication through a large connection.
The feedwater enters at the top and circulates in the direction
of the arrow-s. It is heated by the steam that fills the apparatus;
the scale is precipitated and falls into the conduit below the
four chambers, whence it can be removed under pressure
through the valve shown at the left. The water, freed from its
carbonate of lime, flows out of the last chamber and drops
down to the bottom of the drum and then flows into the boiler.
The apparatus possesses the very decided advantage of being
independent of and separate from the boiler, so that it may
be readily inspected and cleaned ; to do this it is only necessary
to unbolt the cover and take it off by rolling it back on the
rails provided. The conduit and the circulating chambers are
connected to this head. In practice it has been found necessary
to clean the apparatus with every washing out of the boiler,
which however are only half as frequent as formerly. The in-
terior of the boiler is not entirely free from scale, but the scale
is readily loosened by the stream from the washout pump.

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AMERICAN ENGINEER.

Vol. 87, Xo. 1.

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AMERICAN ENGINEER.

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AMERICAN ENGINEER.

Vol. 87, Xo. 1.

LARGE NARROW GAGE LOCOMOTIVES

In connection with a description in the December issue of two
locomotives of the Garratt type built for the Tasmanian Govern-
ment Railways, it was stated that these are the largest narrow
gage locomotives in the world. We have been informed that
this is not correct and that the American Locomotive Company
has built both freight and passenger locomotives for the Central
South African Railway, a 3 ft. 6 in. gage line, which are larger

In the case of the passenger engines, the Pacific type without
the tender has a weight of 155,500 lbs. compared with 211,800 lbs.
for the Garratt type, but when the weight of the tender is also
included this engine weighs 22 per cent, more than the Tasmanian
and the tractive effort is about 10 per cent, greater.

Freight Locomotives.

So. African
Tasmanian Govt.

Type Garratt Mallet

Wheel arrangement 2-6-2-2-6-2 2-6-6-2

Total weight, engine, lbs 201,700 230,000

Narrow Gage Pacific Type Locornotive for the Central South African Railways.

and more powerful than those of the Garratt type. Furthermore, S?'?', weight, engine aid tender, lbs 201,700 334,600

^,. , . . ^noo . Weight on drivers, lbs 196,000

this company has now under construction a 2-8-8-2 type locomo- Tractive effort, lbs 32,100 47,700

tive for a metre gage line which is even larger and will weigh Cylinde"; dLTneYer' and stroke', 'in.' ! .'.'i i.'!.' ^ !!' ! iSx22 18&28J^x26

from 230,000 lbs. to 240,000 lbs. for the engine alone and about diameter 'of drivers, in .' 42 46

° Steam pressure, lbs 160 200

340,000 lbs. for the engine and tender combined, which weight Total heating surface, sq. ft 1,686 2,621

should be used in comparing it with the Garratt type. TLnder^^wate?' capa'cit'y."ga'ls'. !!!!!!!!! 1 !!!'.!!!! ! 3,o6o* 4,000

In the table below will be found the comparative weiglits and lender, coal capacity, tons 4- 9

.t ,- • f .1 /- ,. , , ■• , , , , P.\ssENGER Locomotives.

Other dimensions of the Garratt type locomotives and both the t ^ .. r> -c

type (jarratt 1 acme

freight and passenger locomotives of the Central South African Wheel arrangements 4-4-2-2-4-4 4-6-2

D.,-, .. , , T» -11 L .u . • .u r I Total weight, engine, lbs 211.800 155.500

Railways mentioned above. It will be seen that m the case of the Total weight, engine and terder, lbs 2ii,S00 259,800

Large Narrow Gage Mallet Locomotive for the South African Railways.

freight engines, the Mallet has a weight uf 230,000 llis. fur the Weight on drivers, ll,s 106,000

1 1 -^^i ^nr. 1, j: , • , , ,-, Tractive effort, lbs 26,100 28,800

engine alone and 334,600 lbs. for the engine and tender, which. Cylinders, number 8 2

compared with the Garratt type, is an increase of 14 per cent, in Set«' of 'dTfvers,'''in.''."'.°.''.'.'. '."•.•.•.'.'.■.■.'.'.•.•. ■.'.'.'. '^"lo ''"62

the former item and 65 per cent, in the latter. The tractive Steam pressure, lbs 160 170

~ ^ , . ., j.,^ , ■ .„ , , Total heating surface, sq. ft 1,686 1,981

effort shows a similar difference, being 48 per cent, larger than Grate area. sq. ft 39.3 35

that of the Tasmanian engine. The driving wheels are slightly lender ! roa?'ca'pa''ci?y,'''to^fs'! ! ! ! ! .' ! : ! ! ! ! '. : ; ! '. '. ! ! ! ! ^■"''4* "'"Jo

larger and the steam pressure is 200 lbs. as compared with 160

TL T'L I ,- f 1 *Does not have a separate tender. The tanks are carried on the locomo-

Ibs. Ihe heating surface and grate area are also decidedly larger. tive frames.

p Pmacthc

LOCOMOTIVE SHOP KINKS

Special Tool D«

LEWIS D.
ligner, Baltimo

FREEMAN,
e & Ohio, Baltii

METAL PAN FOR HANDLING MATERIAL.

.•\n improved method of handling material in large quantities
is illustrated in Fig. I, which shows a metal pan 6 ft. x 7 ft.,
made from steel plates J4 '"• thick ; it is 15 in. high at the sides
with one end open. The top edges are bound with I'/i in. half
round iron. The labor in handling material with this pan is
greatly reduced over that of using a wheel-barrow or cart.
Empty pans are loaded at the foundry or the smith shop with
the newly made material, and are placed on a cart or truck by
a crane and hauled to the machine shop. The pans may then
be used to take the finished material to the erecting shop or
storehouse.

The general appearance of the shops can be greatly improved

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Fig. 1 — Metal Pan for Carrying Loose IVIaterial.

by placing these pans about the shop where the scrap material
can be gathered in them. They can also be used to good advan-
tage when placed so that they will catch the scrap frorn the
shears and punches, and when full can be taken directly to the
scrap pile. When carried by a crane tlie pans should be sus-
pended by four chains having one end attached to a ring and
the other to hooks which will fit in the eyes on the pan. With
this arrangement the contents of the pan may be dumped by
slackening the chains, unhooking the two front chains and lift-
ing up with the two back ones, allowing the contents to fall out
at the open end. While this idea is by no means new this pan

is of simple, yet strong construction,
if it were made of wood.

;ind more satisfactory than

LOCATING BOILER GAGE COCK HOLES,

Recent state and federal laws concerning the operation of
locomotive boilers make it necessary to report the exact loca-
tion of gage cock holes, as well as the necessity of laying out
new gage cock holes in rebuilt boilers in a certain relative posi-
tion to the crown sheet. Many schemes have been developed
using straight edges and plumb lines which require the services
of three or more men, and they have many chances for error.

i LlneB\

Fig. 2 — Simple and Accurate Method of Locating Gage Cocks.

After some study the writer developed the plan shown in Fig. 2,
which is similar to the Baldwin Locomotive Works' practice.

Take two water gage glasses about 12 in. long, square up
the top ends and with a glass cutter make a scratch around the
glasses about 3 in. from the top. Connect the two glasses with
a piece of rubber tubing of suitable length, 12 ft. to 18 ft. is
usually sufficient for the largest locomotives, and fill it with
water up to the scratch marks, having the tops of both glasses
in line. Two men are required to operate this device. With
the boiler setting appro.ximately level, one man takes glass No. 1
into the firebox, holding it against the highest point of the crown
sheet. Glass No. 2 is taken out through the fire door hole or
under the sides of the mud ring to the back head or to the
side of the boiler, where it is desired to locate the gage cock
holes. Raise or lower glass No. 2 until the water is level with
the scratch marks in both glasses and scribe the line A on the
boiler level with the top of glass No. 2. This line A represents
the lower side of the crown sheet and by laying oflf the thickness
of the crown sheet C the line B, which represents the highest
point of the crown sheet inside of the boiler is obtained. Then
measure off the distance D, which will be the proper height of
the lowest gage cock. The other gage cocks may be easily lo-
cated from this point. The same method is used to measure the
height of any gage cock already in place. Objections have been
made against this scheme on account of the possibility of air
bubbles affecting the level of the water, but when this gage is
once filled with water it should never be emptied. Corks should
be placed in the tops of the glasses to prevent evaporation, and
each time the device is used, simply hold the tops of the glasses
together and see that the water is level with the scratch marks
and the gage will then be ready for service.

AMERICAN ENGINEER.

Vol. 87, \'o. 1.

RIGHT .\.\GLE E.\TENSION FOR AIR MOTORS.

In many places on modern heavy locomotives the reaming of
holes with large air motors is practically impossible, especially
under the boiler where the holes must be reamed for frame
splices, crossties, firebox supports, foot plates, etc. It is neces-

Motors.

sary either to purchase special air motors which sacrifice power
shown in Fig. 3 was designed to make use of the standard air
for space or to ream the holes by hand. The right angle e.xtension
motors, and at the same time use the square shank hand ream-
ers. By means of drill press extension shanks the air motors
may be several feet away from the work. The socket A

may be replaced by others having different sizes of square
holes to lit the different sizes of square shanks on the hand
reamers, and in this way eliminate the use of the tapered shank
reamers Gears B and C are helical gears cut to any con-
venient pitch depending solely on the machine at hand to do
the work. All parts of the device are
made from machinery steel except parts
D and E, which may be made from
either cast iron or brass.

ror.\TERSINKING .^TT.VCH MENT FiiR PRILL
PRESS.

In large railway shops wdiere there
are one or more fireboxes made each
working day, the countersinking of the
holes in the flanges of the back flue
sheets and the furnace door sheets be-
comes a job of no small importance.
Most air motors are too large to line up with the holes in the
flanges of these sheets, and to do the job with a hand ratchet
is very expensive. Fig. 4 shows a device used to do this work
on a drill press. Shaft A has a Morse taper shank to fit the
spindle of the drill press. This shaft drives the shaft D
through the bevel gears B and C.

The countersinking shaft D is keyed in the driving gear
sleeve C, having a sliding fit therein, and is fed by the nut F,
which is threaded into the feed gear sleeve G. The feed is
operated by hand through the feed gears H and G. With this
device it is possible to get within l,'/2 in. from the flat surface
of the plate, which is as close as the holes are usually placed.
This machine works rapidly and does a better job at about one-
quarter of the cost of hand work. .\ variation of this device
can also be used to drill the holes in the pedestal jaws of loco-
motive frames, which are used for the purpose of securing the
shoes and wedges, by removing the back stop E and adding
a fixed center at the back.

Fig. 4 — Drill Press Attachment for Countersinking Holes In Flanged Boiler Sheets.

Locomotive Boiler Tube Tools

For Application and Maintenance of All Tubes, In-
cluding Those for Superheaters and Brick Arches.

BY WALTER R. HEDEMAN.*

It is not the intention to enter intu a discussion of the rela-
tive merits of any of the tools cir nuthnds described, but simply
to tell what tools are giving economical and efficient service in
one of the largest railroad repair shops in the United States.
It is, however, the writer's belief that the tools and appliances
hereinafter described will stand most favorable comparison with
;iny other devices or methods along similar lines.

In the article on "The tare of Boiler Tillies." in the .\ugust

Fig. 1 — The Faessler Tube-Cutting IMachine with IVIotor.

number of the .-iiiici'iiLin liiigiiiccr, mention was made of an
improved design of flue cutting off machine, to be used in re-
moving flues from boilers. The Faessler tube cutting-off
machine for locomotive boilers shown in Fig. 1 is an excellent
one for this purpose, and is manufactured by the J. J'aessler
Manufacturing Company, Moberly, Mo. The use of this machine
resulted in a saving of one cent a flue over the previous method
of chipping off beads, mashing in ends and starting with a

Fig. 3 — Faessler Cutter, Used for Cutting Off Flues in Boiler,
Preparatory to Removal.

sledge. It is the practice to cut off the flue as close to the sheet
as possible without injuring the sheet in order to save as much
of the flue as possible. The machine is attached by its crossbar
to the front end of the smokebox of the locomotive as shown
in Fig. 2, and is held in place by the bolts or studs that hold

the smokebox front in place. A Xo. 22 Thor reversible air
machine, of the piston type motor, is used to drive it. .\ [)inion
transmits the power from the motor to a gear, which in turn
is connected to the cutter proper Ijy means of a telescopi.; trans-
mission rod and universal joints.

The machine can be quickly attached and detached, reaches all
flues without resetting, can be easily operated by one man, and
is simple, effective and economical in its work. The working
]iarts are of steel ; the gear and pinion are completely enclosed
and run in an oil bath, and destructive wear is practically elimi-
nated. Interchangeabilily of parts is a strong feature of the
device. The machine will cut 1-M in.. 2 in., and 2l4 in. tubes,
but a different size cutter is required for each size of tube.

The cutter itself is shown in bigs. 3 and 4. It consists of four
parts, and turns upon an eccentric shaft, so placed tliat a quarter
turn of the l)ody of the tool forces the knife out f.'ir enough

*The writer begs to acknowledge the
the preparation of this article.

able assistance of R. C. Morton

Fig. 2 — Application of Faessler Tube-Cutting Machine.

to pierce the flue. One comi>lete revolution cuts the flue. The
cutter is then removed by reversing for a quarter turn and
withdrawing. It may be operated with a wrench, if necessary.
For heating the flues preparatory to flaring and welding on
the safe end a Ferguson flue welding furnace, furnished by the
Railway Materials Company, Chicago, is used, and is illustrated
in Figs. 5 and 6. It takes up a comparatively small amount of
floor space, and maintains an ideal welding temperature, free
from oxidation ; the capacity is only limited by the skill of the
operator. It has a combustion chamber, in which combustion
is started, the resulting temperature serving to break down the
oil into a gas as it passes upward in the chamber. The flame
is directed into the furnace and air is admitted for complete
combustion by means of a secondary blast of air introduced at
the top of the combustion chamber. This arrangement sup-

AMERICAN ENGINEER.

\'oL. 87, No. 1.

plies the necessary o.xygen at the proper stages for the complete
combustion of the gas in the furnace proper.

The furnace is just as hot where the flame enters as it is at
any other point. All the breaking up of the oil is performed

Fig. 4 — Diagrammatic View, Showing Arrangement of
Faessler Cutter.

outside the heating chamber proper. A fan blast of 8 oz. pres-
sure, and an oil supply at a pressure of from S to 10 lbs. should
be furnished. .\n independent regulation of air and oil is ob-

Fig. 5 — Ferguson Flue Welding Furnace.

tained by means of a durable machined blast valve, and by a
needle point oil valve.

The standard tapered horn for flaring the flue and also the
horn for holding the safe-end are shown in Fig. 7. These horns
may be fastened to a stand of any suitable construction of cast
or wrought iron, and should be located alongside of the iurnace.

the Hue against it, and then the flue with the safe-end entered
is placed in the furnace for reheating preparatory to welding.

For welding and swaging flues the double cylinder welder
shown in Fig. 8 made by the Draper Manufacturing Com-
pany, Port Huron, Mich., is used.

A 2 in. flue can be welded and swaged with one heat
and with a smooth and even weld, inside and out, leav-
ing the flue an even thickness all around. It is obvious
that this machine should be placed as close to the furnace
as possible. Any length of safe-end can be welded on by hav-
ing a long mandrel and placing the machine directly behind the

1 ^ Floor Li,

Fig. 7 — Horns for flaring Flues.

furnace, allowing the end of the flue to project through the dies
while heating, and when hot shoving it forward until the weld
comes under the dies. This machine takes up a floor space of
less than two square feet, and strikes 2,000 or more blows per
minute with 80 to 100 lbs. air pressure.

After the safe-end is welded on, the flues are cut to the proper
length in a machine having revolving disc cutters similar to
an ordinary pipe cutter. They are then tested in the flue test-
ing machine which was described on page 484 of the September,
1912, number of the American Engineer, after which they are
ready for application to the boiler.

For setting the copper ferrules in the firebox tube sheet, the
tool shown in Fig. 9 may be used. The ferrules, which should
neatly fit the holes, are first entered in the flue sheet and are
driven home with the tool and a hand hammer. The dimension is
such that the tool will center itself after being entered in the
ferrule. Dimension B is made 1/32 in. less than the diameter of
the hole in the sheet. By driving the tool in until the wide face

6 — General Construction of Ferguson Flue Welding Furnace,

After a flue has been heated the operator can flare it suf-
ficiently to allow the scarfed end of the safe-end to enter by
ramming it on the top horn two or three times. The scarfed
safe end, having previously been placed- on the lower horn, can
now be picked up by the operator by pressing the flared end of

at the edge presses against face of sheet, the shoulder on the tool
insures the ferrule being set 1/32 in. below the face of the sheet.
The dimensions for nine sizes of tools are shown in the table,
the handle being common to all.
For expanding the copper ferrules the straight sectional ex-

January, 1913.

AMERICAN ENGINEER.

paiuier shown in Fig. 10 is used. It is made in eight segments
and is expanded by means of an octagonal shaped mandrel
shown in Fig. 15. The same tool is also used for expanding
the firebox end of the flue. The table covers four sizes of ex-
panders and two sizes of mandrels. A long stroke air hammer
is used with this 'tool.

The tool shown in I'ig. 11 is being experimented with and can
be used for setting and expanding the copper ferrule and ex-
panding the flues. The contour is such as to insure setting the
ferrule 1/32 in. below the face of the tube sheet. If good re-
sults are obtained with it, the tools shown in Figs. 9 and 10
can be dispensed with. The same mandrel is used as with the
expander shown in Fig. 10. The table covers four sizes of ex-
panders, for flues 2 in., 2)4 in., and 2'-i in., and their corre-
sponding ferrules. The mandrel seat in the expander is

Fig. 8 — Draper Pneumatic Flue Welder.

made with a double taper, to permit of the easy removal of the
mandrel. The taper on the working end of the expander is the
same as the taper on the mandrel, which insures the expander
being seated on the mandrel when in operation. A coil spring
segment keeper is preferable to one of rubber, as the oil used
with these tools causes the rubber to deteriorate.

For flaring flues in the firebox sheet, preparatory to prosser-
expanding, the tool shown in Fig. 12 is used, and is operated
with a long stroke riveting hammer. The design makes it suit-
able for the standard sizes of boiler flues.

The tool shown in Fig, 13 is used for prosser-expanding the
flues in the firebox sheet. A long stroke riveting hammer is
used against the mandrel until the flue is set solid in the hole;
then the mandrel is slacked off and the expander is turned
slightly; the operation is repeated until the flue is properly set
and evenly expanded all the way around. This tool is made in
eight segments, and the outer contour is such as to expand a
shoulder on the flue immediately inside of the flue sheet. Six
different sizes of expanders are shown in the table, and two
sizes of mandrels.

Beading tools 3 and 4, which operate with a short stroke air
hammer, and are used for beading the flues on the firebox end,
the last npcraticm to be performed at this end of the flue, are

of Tool

Olpff
of
Tube

Crage

Number

No.of
Tool

Diamol
Hoi) m
Tube
ihnf

F-l

li'

2908

F~Z

1%'

ZS09

F-3

Z9I0

F-4

2911

F-S

^fe

29IZ

F-6

Z3I3

F-7

Z9I4

F-3

^1"

2i'

Z9IS

F-9

^i"

Z9ie

z£

^'""^

--1

:tt

Qage - fe iheef SMel.

Ferrule SeHing Tool- Complefe.

■SligM/;/ MarrJened

\ Machined F/al on f;^^:^ nff

I Im, sides fhrrkifif y^flX^"'' "^

■\, s^- i—i'r-^g^

1^ $f ^

Handle - S-fee/.
Fig. 9 — Ferrule Setting Tool for Tubes 2, 2\\ and
2^2 In. in Diameter.

shown in Fig. 14. The only difference in these two tools, is that
dimension Y is 1/64 in. greater on tool 4 than on tool 3.

For

Tools Used For

Number

of
3egmen/s
/o Each
Expander

Diam.
Affer
Cul

Diam.
Afler
Cul

Diam.
Affer
Cut

Number
of

Marydrel
Used

Seating Copper
Ferrules in 3heef

Expand/ngJubes
in Ferru/es

Number
of Too/

Oufside Diameter
of Ferru/es

Nominal Diam.
of Tubes

•5-1

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'¥4

M-l

s-s

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S-3

zj; fj; 4"

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2|' 2/i', 4'

2/4

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Y-'^—A Orind off sharg

Taper lml£^j__ -
Taper Ir""^ I

l^r/lafSprlng\X^S\^ /H*/^'

^or Rubber RmgrXZi Vj I \^ 2-—

Nofe: Coll spring seamen f re- For Co// Sprlnc^
ZZ7;^o%Tfotf:itir/acrepfai/e.^ SlraighlE^par^er. Tool Sfeel.^mpered

mHole

3ecfion of 3egme
Shatv/n^ 7dp€r3.

i '^" i — ^

Oa^e T^Sheef Sleel

Fig. 10 — Straight Sectional Expander for Copper Ferrules
and Boiler Tubes.

AMERICAN ENGINEER.

Vol.. 87, Xo. 1.

The mandrel used with the expanders shown in Figs. 10, 11, angle with the center line of the mandrel. This arrangement
13 and 24 is shown in Fig. 15, only two different sizes being makes the mandrel work into the tool on the screw principle,
required to operate all these expanders. Experience has demon- the inclined rollers and friction between the mandrel and roll-

For
Siamping

Tools Used For

Number

of
9e^/nenls
ofFach
Fxpondei

Diam
Mkr
Cuf

Diam.
Affer
Cul

Diam.
Affer
Cuf

Number

Mandrel

Used

Fxpandin^ & 5eHing
CopperFerrules in5heef

Expanding Tubes
in Ferru/es

Number
of Tool

Oohide DIamehr
of Ferrules

Nominal Oiam
of Tubes

S-7

'1^'

ti-l

S-8

i; '%'. ^'

M-l

S-3

zk'. 2m. 4'

?i"

1%'

lij'
'64

M-Z

S-IO

4'. 4' ii'

^^"

z'i,'

2%'

M-Z

K-IH

For
Stamping

Tools Used For

Number of
Segments

fo Each
Expander

Affer
Cuf

Number

of
Mandnl
Used

Number
of Tool

Diam. of Hole
in Tube Sheet

Nominal Diam.

of Tube

P-l

/i"

'3?.

/!'

//'

M-l

p-z

I'i'z"

ih'

/J'

/ii'

M-l

P-3

tk'

I'A'

///

i¥

M-l

P-4

2|"4'

ai'

I'ii'

I'sr'

M-Z

2j"

2k'

'li'

2^'

M-Z

p-6

2/i'. 2i"

'%'

ifz

Z3Z

M-e

h-7"

*f«1

ForCailSprmg^J'j -fe'f^/' j Orind off sharp

F6r Fiof Spring VXVS:::^ ^ ---__^'___ _ .J — — ^^

for Robber Ring J^\ P 7 T -^ "H

I , ^ ^ . " — ' ] — ', . ^ , Sfralghi Erpander Tool Sfee/Jempered

nofe ■■ Coil spnng segmenr rera/ner prererrea
bufofner ibrms hay/ng ^rooye fo st/ff

Secfion of Segmenf
Shopy/Off Tapers.

^■^-±

Oage - jQ SfKef Sfeel.

\l finlZ') :

-.chon of 5egmenf
Showing "tapers

,.'W

— H*h

Fig. 11-

Exper

Gage, f^ Sheef Sfeel.
lental Type of Straight Sectional Expander

□;tp

For Haf spring o.
rubber ring

strated that it is better to make as many sides on the mandrel
as the size of the tool will permit. It was found with the old
style round mandrel that the segments rode together and would
not keep separated, two or more butting together in service ;

^S — \For Coif Spring

\ -z^^- — H

Pros5er Expander Tool Sfeef, Tempered

ing Expander for Tubes 2. 2| 4 and
2' 2 In. in Diameter.

ers doing the duty of threads. Three different sizes of tools
are shown in the table. The mandrel is turned by an air
machine.

The manner of setting superlieater tubes is shown in Fig. 17.

I V i'i —

i< ^Ji

Oage - /J Sheef Shel.
12 — Flue Flaring Tool, Used Preparatory to Prosser- Expanding.

therefore the octagonal mandrel was adopted. A long stroke
riveting hammer is used with these mandrels.

A self-feed roller expander, which is used for tightening flues
in the front flue sheet is shown in Fig. 16. It is self-feeding by
reason of having the center lines of the rollers set at a slight

Fig. I"! — Beading Tool for Boiler Tubes.

The specifications for these tubes, as w-ell as for the tubes for
brick arches, should include all the requirements called for in
the article on page 414 of the August, 1912, number of the Amer-

IaNI ARY. 1913.

AMllRle AX I-:X(;iXRRR.

lean l:ii,^iiu-cr. Tlii' same applies to copper ferrules. The tubes
are ordered 1'.. in. longer than the distance over the outside of
the tube sheets, and are then cut so as to show ;4 in projection
over each tube sheet for beading. The extra lyi in. of length

fbrS^m/w' Uitd mfh

Numtvcf Tool 1 Erpandtrs

" ' 1 f-l. P-i. P-3

S-3.S-4.5-S
" ^ P-4. P-S, P-6

'//

The operation for setting, expanding, beading and rolhng
for superheater tubes is the same as for boiler tubes, except that
these tubes arc beaded over on the front end. In removing
superheater tubes the same process is gone through as with
boiler tubes. Before prossertexpanding the tube, the end should

IZ Secfmen^i

j< Shvigf^f, Smooth Finished •\

-3i: 4

Mandrel-Toot Shel . Tempered.
Fig. 15 — Mandrel for Sectional Expanders.

will take care of any variation between the actual distance over
the outside of the tube sheets and the distance shown on the
drawings. The holes in the tube sheets must be carefully
cleaned, and the ends of the tubes must have the scale removed

^^^:^Z^.i,s,r^H:-'^^.

Noie: CoilyiringSesnTen^refairTer

prefet

OIISpi

redfh

bui of her forms haifini

gmore fo suif mlt be accepfaile.

te.

-3re =1 3-traight- Expanders

Too/ S fee/. Tempered.

fbr

Tixilsu

Diam.of
Tiib,

Oiam.of
Hoi, in
Xi6eSfeel

Number
of Tool

R-l

^k'

!%•

ff-2

Z'i

2«

R-3

zj'

^%'

J^.

L , BJt -M / '-''__ J 4 L_

K H- ->t

Gage. Jq Sheef Sfeef.

Fig. 18 — Straight Sectional Expander for
Superheater Flues.

'ng Tapers.

Copper Ferrules and

^Taper j in tS

be flared to permit the prossering tool to enter to its proper
depth. For hot work use the straight sectional expander for
tightening the tubes in the back tube sheet; no roller expander
should be used at this end. K\\ superheater tubes in service
should be re-prossered about once every 15 days, this being

IB Segments

-^j^-l^ al'fTnishedSmoofh

/2^1

Mandref- Too/ Sfeef, Tempered

16— Self-Feed Re

Her Expander for
In. in Diameter.

Tubes 2,

by filing before applying the tube. The copper ferrule should
be set in the flue hole and seated with the sectional expander.
Fig. 18. The tube should then be set in place, care being taken
not to injure or misplace the ferrule; then the straight sectional

for /faf spring,
rutlfer ring

ir„^ r^:i ^r.r:r,UA f^ ! ! Grind of f sharp

I -^Sf^ ^^'3Z-^
V-

\No.

'SD3

:fe: Co}/ sprinq segment refai
but other forms harirrcf groore to suit
win be acceptabte.

— 3% H

Prosser Expander
pre f erred Toot 5 feet. Tempered.

Ui'tn/F /m/l'\

Section of Segment
Shoning Tapers.

Hifh W^r^K AamksiS/ee/
proj^f \\a<>3fh,cfi.ty^hog

^JC:^ k-^ Or^r Tote Sfirefs

''"^ Fimio. Tube

Sbeef. Shtef

Fig. 17 — Setting of 5/2 In. Superheater Flues.

expander should be used to seat the tube against the copper
terrule. After this has been done the prosser-e.xpander shown
in Fig. 19 is to be used, and then the tube should be beaded
over, using the beading tool shown in Fig. 21.

... ^M-\
-—'%-—^h\<-i'^f\
--3|- -A

Gage, f^ Sheet Sfeef.
Fig. 19 — Prossering Expand

for Superheater Flues.

regulated by the service. The front end of the tube must be
tightened with the roller expander shown in Fig. 20, after which
the end must be beaded over by using the beading tool, Fig. 21.
On account of the large size of the tube used it is possible
to make the straight sectional expander for setting copper fer-

AMERICAN ENGINEER.

Vol, 87, No. 1.

rules in the back end of superheater tubes in twelve segments.
This gives a better distribution of the segments in the tube and
a smaller working face against the tube, making the operation

A copper ferrule .09 in. thick, is used only at the flue sheet end
of the arch tube ; the opposite end bears directly against the door
sheet. This has proved good practice, and very little trouble is
experienced from leakage. Brass plugs are used for the holes

k S^ J All rollers

fh^: Hangt ofhofmusf

conrfhe dfamefers shotyrr orerrvf/ers.

I be of hof sfeef and tempered.
Rollers tor f he same size andrT7al<e foo/musf
be io/erc/ian^eab/e.

Vfhies
J.

/Oni/sper/
-HIk 14'— — -

-Af-

-4- — >K/i->j

Maridrel- Too/ She/, Tempere(^.
Fig. 20 — Self -Feed Roller Expander for Superheater Flues.

much easier than if a large working face were provided. The
prosser-expanding tool shown in Fig. 19 is also made in twelve
segments. The beading tool for superheater tubes shown in

/ /?[ve/ Sefmay be used mf ft
AirMammer for dr/ finer

■4

. I 1 ,'

Fhr Section /I- B.
Fig. 21 — Beading T(

ol for Tubes 5-32 Ir

Mandrel. Too/ $/ee/. Temperec/.
Fig. 22 — Mandrel for Large Sectional Expanders.

Fig. 21 is operated with a short stroke air hammer. The roller
expander and mandrel for setting the front end of the tube.
Fig. 20, is operated with an air machine. This tool is of the

in the outside sheets opposite the arch tubes. These plugs are
tapered 54 in. in 12 in., and have llji threads per inch. Be-
cause of the thickness of this tube it is found desirable to bevel
the inner edge to facilitate beading. At the throat sheet end
of the tube a short radius is generally used to carry the tube

eBead/n^.
Front or Throat Stieei End.
Fig. 23 — Arrangement for Securing Brlcl< Arch Tubes.

self-feed type. The mandrel used with the expanders shown in
Figs. 18 and 19 is illustrated in Fig. 22, and is operated with a
long stroke riveting hammer.

A proposed setting of brick arch tubes is shown in Fig. 23.

away from the fire as quickly as possible. This is more desir-
able with a shallow depth firebo.x. Tubes are swaged down on
both ends to permit using as small a hole as possible, and at
the same time one size roller expander may be used for both

January, 1913.

AMRRICAN ENGINEER.

ends. Ill using the rullcr cxpaiiders a copper ferrule must be
placed in the threaded plug hole in the outside sheet to prevent
the threads from being injured by the expander guide.

The sectional expander for seating the copper ferrule in the
flue sheet, which can be used only from the firebox side of the
sheet, is shown in Fig. 24. As previously noted the mandrel
shown in Fig. IS is used with this expander.

A roller expander of the self-feed type, used for both ends

8 3egmenfs

far Fhf Sprin g 1 LZS

orKubberKi^ Cj— LT

ifFor Coif Spring

fhfe: Coil spring segmenf retainer preferred
bufofnerwrmsha^inggroore fo su/'^
xl I I be accept able

f«-|< — / — jj Grind off sharp
„# i corners on inside.

-Z- — -H

Sfraighi- Expander.
Too/ Sfeef. Temperec/.

Fig. 24 — Straight Sectional Expander for Bricl< Arch Tubes.

of arch tubes, is shown in. Fig. 25. With this tool it is some-
times necessary to have a short or "donkey" mandrel with a
larger diameter at the small end to prevent the end of the man-
drel from extending so far through the expander as to bear
against tubes having a short radius. The beading tool used on
both ends of the arch tubes is shown in Fig. 26.

Gages are provided for nearly all of the tools illustrated. This
is to insure the tools being uniformly made. Gages are fur-
nished to the manufacturers on application, but in connection

Oage. j^Sheef Sfeef.

r'A-B. ] -.3^"//*>i-

MakefoOa^f \ ff j- — ^

Tool3feel^

Fig. 26 — Beading Tool for Brick Arch Tubes.

with this, it is absolutely necessary to have a master gage at
the main shop of the railway, and all gages must be checked with
this master gage before being loaned.

The tools should be kept in a general storehouse, and should
not be distributed until inspected and passed upon by the engi-
neer of tests, or some other designated inspector, as it is neces-
sary that they be made absolutely to gage, and in accordance
with the drawings.

Each tool is marked with a letter followed by a member.
Thus letters F-1 to F-9 designate the ferrule setting tool; S-1
to S-10 the straight sectional expander; P-1 to P-7 the prosser-
ing expander; M-1 and M-2 mandrels, and R-1 to R-.S roller

Allmlleri must be tif hoi sleel ar>^ fa/nptrwd.
Rollers lor lit* same site and moMflgf musf
be inferchongeable.

dronye Bearing fting

Nofe: fhnge of hot mtJsteo¥tr ffn

diamehrs shown

Taper |% /?(

T-fr

-jjh-

i.—

~ y . . :

?: 4- — „ii.—.^i\.- ^/j^ ^

Finish Smoo/h +— ^i--^''4-^

l< ^4- -J

Mandrel. Tool Sleel. Tempered.

Fig, 25 — Self-Feed Roller Expander for Brick Arch Tubes.

expanders. This is done so the shop men will become familiar
with the different types of tools; and, when a tool is requested,
the symbol given designates exactly the type desired.

REPAIRS TO MAIN RODS

By C. D. ASHMORE,

, Cliicago & Nortli Western, Clinton, la.

In making repairs to the ordinary strap end main rod similar
to tlie one shown in the illustration, it should first be completely
dismantled and each part given a coat of whitewash and struck
several heavy blows with a sledge to develop the presence of any
cracks or flaws. If the parts are found to be in good condition
and the brasses not sufficiently worn in the bore to make them
useless, no new parts will be required except bolts. Most rods

Forked End IVIain Rod; Chicago & North Western.

of this design will be found to have lost motion between the
brass and the strap, and since the strap must have exactly
parallel faces from the point of its attachment to the rod, the
proper method is to bolt it in place and send it to the black-
smith shop. Here the back end is heated and closed to within
the thickness of a piece of tin to the size at the point of connec-
tion with the rod. The reason for not bringing it to exact size
is due to the shrinkage which will make it, when cool, almost
the exact size required and it will only need a slight filing and
cleaning to be ready for the brasses. When it is returned to the
shop it should be removed from the rod and the ends spread

AMERICAN ENGINEER.

Vol. 87, No. 1.

apart sufficiently to take out the spring and make an easy slip
fit on the end of the rod.

The main brasses, meanwhile, should be taken to the shaper
and closed to size for reboring for the crank pin fit. They then
should be babbitted for lateral motion and in the strap fit and
again taken to the shaper and planed for an easy fit in tlie straps.
After the brasses are fitted, the strap should be put on the rod
and held in a vise while the bolt holes are reamed. The best
practice is to use a reamer driven by an air motor, the motor
being supported by a cable which passes over a pulley to a
counterweight. A high speed reamer should be used and the
work can be done as quickly as on the drill press without the
danger of breaking the reamer. The hole should be reamed to
gage size and stock bolts used. The limit in increase of diameter
of these holes is generally specified, one-quarter inch being a
safe amount.

After the strap bolts are fitted, the strap should be taken from
the rod and the brasses applied with one thickness of Russia
iron between the two halves and the key should be driven down
to hold them tightly in place. The strap and brasses should
then be transferred to the boring mill and bored to a size larger
than the caliper size of the pin by the thickness of a strip of
Russia iron. After boring, the brasses should be separated and
the thin liner between them removed, which makes the bore
exactly right for the pin on the front and back centers and gives

\<-Sf'^- /2i- -^

strap End Main Rod; Chicago & North Western.

a slight clearance at the top and bottom which allows for shrink-
age when the brass cools in case it gets hot, and prevents it
sticking on the pin. The brasses should be bored for a slip fit
on the pin and no filing or scraping should be done. While on
the boring mill the brass should also be faced. A side clearance
of 1/32 in. is usually allowed.

In the case of the forked end rod of the general style shown
in the illustration, the proper procedure is to remove sulficient
material from the ends of the block to permit the fork being
drawn together so that the inside faces can be made parallel by
reslotting. The procedure for the brasses is the same as in the
other style of rod and the re-reaming of the bolt hole and fitting
of the new bolt is generally required. New brasses will not usu-
ally be required at the front end of the rod, and a special jig
arranged to take any size brass and hold it for boring should be
employed.

The time required and the cost of doing this work with the
strap end rod. having three bolts, will be on an average about as

follows :

Time. Cost.

Stripping back end of rod, machinist and helper 32 min. $0.30

Closing brasses, babbitting and planing for strap fit 3 hrs. 1.35

Hand fitting brass to strap 30 min. .19"^

Close strap, reaming bolt holes, etc 6 hrs. 2.3/

Fitting three new bolts 1 hr. .20

Total cost $4.61!^

For the front end brasses the work can be done in about three
hours' time at a cost of $1.25. or a total cost for two rods, not in-
cluding cost of new bolts, of $11.33. If new brasses arc re-
quired for both the back and front ends of the rod, the cost, in-
cluding the material for brasses, which will weigh 150 lbs. for

each pair of back end brasses and 53 lbs. for the front end
brasses, will be $47.56.

In this connection some data recently collected at the Clinton
shop on cost of repairs to main rods will be of interest. It was
found that on the sixty-four engines passing through the shop
for general and heavy repairs, 240 main rod bolts. 131 middle con-
nection bolts and 17 side rod bolts were renewed, making a total
of 388 bolts, or an average of 6 per engine. The total cost of
these bolts at 21 cents apiece, which includes material and labor,
was $129.68. During this time there were eight broken main rods
which cost on an average of $100.00 apiece, 10 broken back end
main rod straps which cost on an average of $14.79 apiece. .Mso
during this time, 17 main rods were scrapped on account of the
bolt holes being reamed to the limit, each of these costing on an
average of $100.00, making a total of $2,987.58 for -new bolts,
main rods, broken straps and rods scrapped on account of bolt
holes being too large. This is in addition to the cost for repairs.

CHART FOR FORGING MACHINE WORK

BY O. V. P. BULLEID*

The diagram on tlie opposite page has been found of great
com enience in connection with forging work generally, and
part cularly in the design of the tools and the carrying out
the work on forging machines. It permits a ready deter-
mination of the length of any sized round bar that will be
required to give a certain length at any other diameter. It
also gives the weight of the part for both wrought iron and
ste< '-. For example: It is desired to determine the increased
length that should be given a lyi in. diameter bar that is to
be upset on the end to 2 in. diameter for a distance of 3 in.
Using tlie diagram, it will be seen that a 2 in. diameter bar
3 in. in length is equivalent to a length of 5.7 in. on a Ij/j in.
diameter bar, showing that the stock should be cut 2 11/16
in. longer than the desired finished length of the piece after
it is unset.

New R.\ilw.\y Mile.\ge in Argentin.^. — During 1911 254 miles
of new line were opened on the Buenos Aires Great Southern
Railway. In the same year 313 iniles of new line were opened on
the Central Argentine Railway, and 221 miles on the -Buenos
.\ires Western Railway.

I.-,0NG DiST.\NCE Flight. — The prize for the longest straighta-
way flight in France between sunrise and sunset was won by
Pierre Daucort. a French aviator, on October 6. He made a
flight of 570 miles in 11 hours and 39 minutes, stopping only three
times to replenish the supply of fuel.

Interch.\nce.\ble Axles — .According to the Portuguese Gazeta
de Caininhos de Ferro. international slow freight traffic between
Paris and Lisbon is now being carried in 15-ton covered trucks
fitted witli double sets of bearings, and the wheels and axles are
changed at the frontier. This is effected by means of a pit sunk
between the rails, the wagon being run iin the trolleys, on sepa-
rate tracks alongside the main line, while the narrow (or 4-ft.
S'l-in.) gage wheels drop by gravity into the pit. and the wagon
is run forward until it engages with the broad (or 5-ft. 6-in.)
gage wheels. The whole operation ( which is said to resemble
that in force on the German-Russian frontier) only requires
about 10 minutes, and the time required for the trip from Paris
to Lisbon is reduced from 15 to 8 days. Ten of the wagons,
u-hich belong to a firm in Paris, and have been constructed in
Germany, are now running, and an important savin.g is effected
in freedom from loss and damage to goods. .A special through
rate has been arranged by the companies concerned. — The Rail-
icay Gazette (London).

•Locomotive Department, Great Northern Eailv

caster. England.

Jamary, 1913.

AMERICAN ENGIXEKR.

I Z 3 4 S e 7 8 9/0

Lenqih - Inches.

Chart for Equating the Length of Any Diameter Bar to that of Another Diameter Having

// IS

the Same Volume.

AMERICAN ENGINEER.

Vol. 87, No. 1.

PLANING SHOES AND WEDGES

Tools for planing the outside and inside of the flanges of
shoes and wedges, designed bj- E. C. Smith at the Clifton Forge,
Va., shop of the Chesapeake & Ohio, are shown in the accom-
panying illustrations. These tools have proved most efficient.
The illustrations make the construction and arrangement clear
and it will be seen that ample provision has been made for
rigidity to take the ma.ximum cut. The shoes and wedges are
clamped, with the flanges up, to a long bar which has a width
somewhat narrower than the shoes and is provided with slotted

A total of 173,321 defects was found on 48,768 locomotives
from 74,234 inspections made on the 62,074 boilers, and 2,277
were ordered from service. The greatest number of defects was
found in broken staybolts, there being 31.156 reported. The fol-
lowing gives the number of locomotives required to be strength-
ened or changed to comply with the requirements of the law or
permanently removed from service for the respective reasons:

Pressure reduced to insure a proper factor of safety 699

Seams reinforced by welt plates to insure a proper factor of safety.. 327

Permanenely removed from service on account of defective condition.. 698

Lowest reading of water glass ordered raised to comply with the law.. 992

Lowest gage cock ordered raised to comply with the law 408

Tool for Finishing the Outside of the Flanges of Shoes and Wedges.

openings for the holding bolts. This bar is secured to the planet
bed. The outside tool is then run down, finishing the outside of
the flanges and the shoes or wedges are transferred to a chuck
on the planer bed where the inside of the flanges are finished
with the inside tool. Shoes and wedges are being machined
at this shop for 14 cents apiece.

REPORT OF FEDERAL BOILER
INSPECTOR

Tool for Finishing the Inside of Shoes and Wedges.

Strengthened by having braces of greater sectional area applied 351

.\dditional support for crown sheet 116

The report is signed by John F. Ensign, chief inspector of loco-
motive boilers.

The first annual report of the chief inspector of locomotive
boilers to the Interstate Commerce Commission for the fiscal
year ending June 30, 1912, has just been received. A detailed
report on the classified defects of 62,074 locomotives owned by
850 railroads and industrial plants and the number of accidents,
together with the casualties, are included. Eight hundred and
fifty-six boiler accidents are recorded, in which 91 persons were
killed and 1,005 persons injured. The greatest number of acci-
dents was reported from defective squirt hose and connections,
there being 243 reported as injuring 245 persons. The next
greatest number was from the breaking of water glasses, there
being 165 of these accidents reported. They resulted in the kill-
ing of 1 person and the injuring of 168. The greatest number
of persons killed was 35. caused by 69 crown sheet failures due
to low water. These failures also injured 129 persons. There
were 27 killed and 41 injured by 3 shell explosions.

Electric R.'MLway Comp.^nies. — The total number of electric
railway companies in the United States January 1, 1912, was 1,209.
They operate on 41,028 miles of track, have 91,457 cars, and are
capitalized at $3,267,960,542. — Electric Railway Journal.

Rolling Stock on Victori.^n Railways. — In view of the rapid
increases which are now being made in the Victorian Govern-
ment Railways' rolling stock, it is interesting to note that in the
|)ast 10 years the increases were relatively small. While the
train mileage increased by 17 per cent., and the gross earnings
by 46 per cent, betw-een June, 1901, and June, 1911, the number
of locomotives in use was increased by only 14, and the num-
ber of passenger and freight cars by 3,000. The rolling stock
on June 30, 1912, consisted of 612 broad and 11 narrow gage
locomotives, 1.331 broad and 21 narrow gage passenger coaches,
634 broad and 2 narrow gage box, 14,097 broad and 195 narrow
gage other freight cars of all classes and sizes, and 18 broad-
gage cars for the St. Kilda-Brighton electric line. It should be
mentioned, however, that during this 10-year period 144 old loco-
motives were broken up, and that the total tractive power of the
locomotives in use in June, 1912, was 9,250,000 lbs., against
7,250,000 in 19\0.— Consular Report.

Cam Depamti

PORTABLE RIVET FORGE

By F. H. BABCOCK.

While portable rivet forges are common, the one in use in the
shops of the Pittsburgh & Lake Erie at McKees Rocks, Pa., is
an improvement over most of the arrangements generally used.
Reference to the illustration will show that this forge includes
a box for the fuel and that it has a drop grate operated by the
movement of the drop door at tlie bottom of the air chamber.

^)/~ Chamher

Portable Rivet Forge with Fuel Box Attached.

Both of these features a.ssist in keeping the shop clean and make
the work of the operator easier and the effectiveness of the forge
greater. These forges, while cheap in construction, are substan-
tial and will withstand hard usage. The barrel is lined with 2-in.
firebrick which will last from six weeks to two months with
ordinary care.

GRAIN CAR INSPECTION

al F

By R. W. SCHULZE
' Department, Gulf, Colorado & Santa Fe, Clebu

During recent years much hrs been said and done towards
improving conditions and lessening loss and damage claims due
to grain shortage, and yet it appears as though these claims still
exist and that the proper solution has not been reached. At
many grain loading stations public scale weights are used, and
in some cases the grain is loaded direct from the wagon into
the car, while in others it passes through the elevator. Many
farmers are very particular as to who they have drive their wagons
on and off the scales. In a recent conversation with a retired
farmer, he said that he had "sold his old darkey many a time
on the end of the wagon tongue." These wagon weights are
used as shipping weights and when a car reaches its destination
it is not to be wondered at that the delivering weights sometimes
show a shortage, which the shipper claims to be due to leaky
cars.

It is possible, however, that sufficient attention is not given
the selecting of cars for bulk grain loading. The agent, in many
cases, has not the time and, in fact, does not inspect the cars to
see what the true condition of the car is. He furnishes the
shipper with a car number, which by chance is standing on his
siding, and no attention is paid to the condition of the car. The
shipper very often cares little as to the condition of the car he
loads, and little assistance can be expected from some of them.

The inspection of grain cars has received a great deal of at-
tention, and while it is the instruction of all railway managers to
give them the very best attention possible, it is also understood
tliat the only inspection that can be made of grain cars when
loaded is an examination of the running gear, draft rigging and
the general outside appearance of the car. The proper time to
make an inspection is before the car is loaded. Under present
conditions, as a rule, the only place where a thorough inspection
can be made is at terminal points, where car inspectors are em-
ployed. Unless the railways employ car inspectors at their main
grain loading stations this duty must necessarily fall to the agents,
who as a rule understand very little of car construction and
are not thorough and practical car men.

Even the most thorough inspectors will sometimes fail to
discover a defect that will cause a small leak when the car is
loaded and in motion. To overcome and repair such defects
train crews should be instructed to look out for and report on
their trip reports such leaks as may have developed on the line,
as these cannot be located when the car is not in motion. Some
of these small leaks are caused by grain working out through
cracks in the siding or flooring or behind the grain strips. The
lumber that is often furnished for siding and flooring is not
thoroughly kiln dried, and therefore, shrinks more or less when
applied to cars and the triangular grain strips do not in all cases
fit up close to the siding.

The following practice should be required in grain car inspec-
tion, repairing and loading: All grain cars should be selected at
terminals when possible to do so. These cars should be thor-
oughly inspected by a competent man, who, after making inspec-
tion, will attach to the side door of the car a grain inspection
card, properly filled out and designating that car is fit for grain
loading. The car must first be inspected for safety. The siding
should be closely examined on the outside of the car, particu-
larly behind the buiifer block, and should be "hammer tested" for
loose siding. The roof and side doors should also be closely
examined from the exterior. The flooring should be carefully
inspected and particular attention given to the condition over
the center pins, around the draft bolt washers, and at the posts
and braces. The lining and grain strips should be examined and
close inspection given the grain strips to see that they are in
proper place. The inside of the roof should be examined to as-
certain if there are any signs of leaking. The side doors should
then be closed to shut out the Hght and an inside inspection made,
and if daylight can be seen the cracks or crevices should be re-
paired.

After the cars are placed for loading they should be properly
coopered, using burlap strips over the joints between the door
posts and the grain doors, and between the grain doors and the
floor. After the coopering is done a joint inspection as to the
condition of the interior of the car should be made by rep-
resentatives of the shipper and of the railroad company. The
record of this inspection should be made on a blank, especially
prepared for this purpose and used as shippers' acceptance of
the car. This would eliminate the claim of the shipper that an
unfit car had been furnished, but would not bind him against
a legal or just claim.

The present 2>4 iti. x 254 in. triangular grain strip should be
changed and made 2|4 in. x 3J^ in., and should be sawed with
an obtuse angle of not less than 105 deg. This would keep the
top of the grain strip against the siding, which would prevent
the grain from working between the grain strip and siding.

All material used for flooring and siding should be thoroughly
kiln dried and material partially dried should not be used.
Train crews should furnish trip reports covering all grain leaks,

AMERICAN ENGINEER.

\'ciL. 87, N'o. 1.

the ciriginal ri-i)ort to be handed to inspectors on arrival at
terminals.

The traveling car repairers shonld be located at the principal
grain loading stations during grain seasons; one man to look
after two or three stations or more, as conditions vi'ill permit.
The car repair^ must keep a careful and accurate record of
all cars inspected, their condition and what repairs if any were
made before the car was given to the shipper. His report must
indicate the general condition of the car, the condition of the
siding, particularly behind the buffer block ; condition ot roof
and side doors, flooring around draft bolts and center pins,
and must show the date and station at which inspected. All of
this information is necessary on each car, not only as a record,
but also so that the general managers will realize that all cars
are inspected by an expert inspector before they are carded by
him and set for unloading.

The writer has had an opportunity to try such a method of
grain car inspection during several grain seasons. The results
from the beginning were gratifying. Shippers were satisfied, and
records of cars inspected were kept in such shape that unjust
claims could be investigated. The grain season was completed
with many less claims for leaky cars than ever before.

INCREASING AXLE LATHE OUTPUT

By C. L. DICKERT
Assistant Master Mechanic. Central of Georgia, Macon, Ga.

A short time ago it became necessary to greatly increase tlie
output of a car axle lathe in order to keep up with the regular
repair work and in addition to provide the a.xles for one hun-
dred new freight cars which were being built at the Macon
shops. The work of turning new axles was performed in the
customary manner, on a day work basis, and the lathe turned
out nine new axles in nine hours. A careful study developed
that six changes of tools were required in the finishing of each
axle ; in each case the tool had to be carefully set square with
the work ami it rei|uirc(l the assistance of a helper and a

Axle Lathe Fitted with a Turret Tool Post,

long wrench to tighten it sufficiently to take the cut. Con-
siderable time was also required in clamping the axle in the
machine.

As a result of this study a turret type of tool holder which
will hold four tools, three cutting tools and a roller, was de-
signed so that the assistance of the helper was dispensed witli
and the output of the lathe w-as more than doubled. The ma-
chine is now turning out twenty new 4;,^ in. x 8 in. axles in
nine hours. The operator is still on the day work basis and
it is very probable that if he was working on piece work,
twenty-five new axles would be finished in nine hours, as an
axle is often finished from floor to floor in twenty minutes.

The tool holder is simple in its arrangement, and consists of
a base plate properly shaped to fit in the carriage and held

in place by a vertical shaft or pin whicli has a shoulder at the
top of the base plate and screws into a block in the T slot. On
top of the base plate is a ring about ^ in. high and J^ in. wide,
concentric with the center pin. On one side of the base plate
a lip ^4 in- in height is so placed as to center and brace the
revolving head. This head has a groove to fit over the ring on
the base plate and is arranged for carrying four tools, each of

Too/ S fee/ Tempened

"^^

Quick Acting Driver for Car Axle Lathe.

which has two set screws. -\ coil spring is fitted round the
center pin and raises the rcNohing head when the clamp is
released so that it can be swung clear of the shoulder on the
base plate. With this arrangement the tools can be set with
considerable less overhang than is required with the ordinary
tool post and a much shorter tool is used. On a test it has
been found that the tools will stand feeds and cuts that will
stall the motor driving the lathe.

-\ quick adjusting driver was also designed which has reduced
the time of chucking and removing the axle froin the machine

7o be east/

Turret Tool Holder for Axle Lathe.
by three or four minutes. It is shown in one of the illustrations
and all that is necessary is to slip it over the axle to the proper
position; when the lathe is started it will automatically grip the
axle. When the w-ork is finished the driver is released in one
motion and is slipped back on the overhang of the spindle. A
spring is provided to hold the grip when the machine is run-
ning without load. Two drivers are necessary on the larger
size axles.

NiNETY-ToN High Side Gondola Car

Developed on the Norfolk & Western and Equipped
With Specially Designed Six-Wheel Equalized Trucks.

Ill \ ii'w 111' the si-riniis trmililcs llial li;i\i' ■n.iurri.'d in llic past
\Mlli xvln-cls ami axles c\ en under cars of 100,000 lbs. capacity
« lien carrying the frequent large overload, it has seenied un-
ilesirahle, except in a few special cases, to place cars t)f larger
si/e on four-wheel trucks. .\ six-wheel truck must of necessity
include scpine form of ec|ualization, and heretofore has usually
heen consiilered to rei|uire a frame witli jiedestals in which the
journal boxes liave a free vertical movement. That type of

.•nnounts of coal and ore tliat will give a considerabb.- incrc<"se
in the percentage of revenue load in a train.

These cars are of the high side gondola type and measure 9
ft. 6 in. in width, 6 ft. 6'/- in. in height and 45 ft. 6% in. in
length on the inside of the body. This gives- a cubic capaci.y
of 2.829 cu. ft. level full, and 551 cu. ft. in a 30 deg. heap, maK-
ing a total of 3,380 cu. ft. Pocahontas run of mine coal is taken
at 58.85 pounds to the cubic foot. The first load of coal hauled

U z'sf/ihx. ^U-rf-iU- — zos — ■4<-74-4^ — z4'- — |-Ht

^_ .y'oSl. -Jil<

This diawing slunvs llu- coiislnictioii j.'r a Farluw-Scssious draft iC.ir. A 3Iuu-r ,lr,ift i;cin- is n.s
Arrangement of Draft Gear on 90-Ton Gondola Car; Norfolk & Western.

truck is not well suited for freight service, and in designing a car
of 99 tons maxiniuni capacity on the Norfolk & Western, an en-
tirely new six-wheel truck has been developed. It permits the
•use of the ordinary Syi in. x 10 in. M. C. B. journal box rigidly
secured to cast steel side frames which are so arranged as to
act as equalizers without the application of extra parts. If this
truck proves to be all that is expected, an opportunity will be
gi\en for the operation of cars on those lines handling large

in tlie car was 95 tons, with some corners not quite filled out.
The maximum outside dimensions are 48 ft. 4% in. over bumping
blocks, 10 ft. 4j4 in. to the top of the side of the light car, 11 ft.
1 in. to the top of the brake shaft and 10 ft. 4^ in. extreme
width over the body. The" cars are provided with eight small
drop doors in the floor, which are operated by a simple type of
winding chain and shaft mechanism. The design is of the con-
tinuous center sill type. Cross beams or diaphragms are in-

Ninety-Ton Gondola Car Mounted on a New Design of Six-Wheel Truck.
35

AMERICAN ENGINEER.

\'oL. 87. No. 1.

January, 1913.

AMF.RIC.W ENGINEER.

troduced to prevent deflection of the center sills, which, in a car
of this length, would prove serious. This results in transmitting
the load to the sides of the car which caro' it, as plate girders.

Detail Sho

ent of Floor Beams.

to the bolsters, whence it is transferred to the center plates. The
stakes are on the inside and while interfering to a limited extent
with lading other than coal, ore, or similar material, have a num-

side of the member. It has also been possible, with inside stakes,
to do away with body cross ties, which are undesirable and form
a fertile source of repair bills. Inside stakes are of particular
advantage in this case, inasmuch as they form the means of
powerful side stilTencrs near the top chord angle of the side
plates. .\s this car was designed for use in a dumping machine,
it will be seen that such construction is necessary.

Commercial shapes are largely used, special castings being in-
corporated at a few points only. The center sill consists of two
15 in. 33 lb. channels which are continuous for the full length
over end sills. These are set 12% in. apart with the flanges
extending outward and a 5/16 in. top cover plate extends con-
tinuous between the bolsters. The edges of the 14 in. floor plates
extend under this cover plate and are secured to the center sills
by the same rivets. At the double body bolster there is a J^ in.
plate 38 in. in width, and extending across the car, which forms
the floor at this point. Between this and the end of the car the
center sill cover plate is % in. thick. At the bolster the center
sill is reinforced at the top by 3^4 in. x S'/i in. x '/i in. angles
arranged as shown in the illustration. The three cross bearers
each consist of a 3 in. x 2J4 in. x ^ in. angle continuous under
the center sill and secured to the bottom of the side posts at
either end. They also include a H in. web plate on either side
between the center sill and side. This plate is made in two parts,
the outer end for a distance of 20j':4 in. consisting of an extension
on the wing or gusset plate which is carried nearly to the top
of the sides. The remainder is a properly shaped plate which
extends only to the floor. The joint between the two is made
W'ith a splice plate J4 in. thick. The top member of the cross
bearer consists of two 2^ in. x 2 in. x J4 '"■ angles extending

2 Hardened 5Me I
Side Bearing and Bridge.

;± 7 7 C.toC.SideBear,);tgs

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ill©

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iji

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S3 3 J_g Q 0> |Q © © © ©_© ©_©_©_! ^^p''''^

Details of Bolster Construction on the Norfolk & Western 90-Ton Gondo

■'i' 310^4

her of advantages. With outside stakes, the punching of the
upper flange of the side of the car for rivets detracts materially
from the strength of the section, this portion being in tension;
while with inside stakes the rivet holes are on the compression

between the center sill and the side plate. The floor plates are
of such a size that the joints come at the cross bearers and the
edges are riveted to the angles.
Midway between the cross bearers and also between them and

AMERICAN ENGINEER.

VuL. 87. Xo. I.

the bolsters are floor beams, consisting of 8 in. 11J4 lb. channels
with the outer ends riveted to the bottom of the side posts and
the inner ends secured to the center sills through the medium of
}4 in. gusset plates and angles fastened on the webs of the center
sill channels. The smaller wing or gusset plates are located above
these floor beams and consist of triangular % in. plates about
28 in. wide at the bottom and about 31 in. high riveted to the
side posts and secured on top of the floor plates by angles of the
proper length, the rivets holding the angles also extending through
the flanges of the channels which form the floor beams. At both
the floor beams and cross bearers there is a short reinforcing
angle riveted to the top cover plate of the center sill, which is
also the floor plate.

In view of the large weight concentrated at the center plate
it was necessary to design a bolster of unusual strength and
rigidity which would properly convey the load from the side
girders, which carry the greater portion of it. Practically two
bolsters, set 36 in. apart, have been employed and a large casting
fitted between the center sill channels connects the two and in-
cludes the center plate. Each of these bolsters consists of a J/2
in. web plate and a pair of 4 in. x 3 in. x Y^ in. angles at the top.
Similar angles at the bottom, which in both cases extend only
from the side plate to the flange of the center sill channel, are
also used. A 54 in- plate, 16 in. in width at the center and taper-
ing to a width of 8J^ in., extends under the center sill and the
center plate casting and is riveted on either side to the flanges
of the bottom angles. At the junction of the side plate and each
of the bolsters there is a jacking casting, formed to fit around
the bottom end of the side post and strengthen the construction
at this point. This gives four jacking points at each end of the
car. A Yi in. top cover plate of sufficient width to include both
parts of the double bolster extends across the car and is secured
to the side plnte by an angle. The side bearings are attached to

in length. The vertical joints between these sheets are made by
J4 in. splice plates on the inside, and the double slakes at these
points are set in enough to allow for them. This plate girder, of
which the side plates form the web, has a S in. x 3 in. x 7/16 in.

Interior of the 90-Ton Gondola Car.

angle at the bottom with the flange extending outward, and a
S in. X 3>2 in. x 7/16 in. angle at the top. Both angles are
continuous for the full length of the car. There are no diagonal
braces and the plate is stifTened by the 4 in. .x 3 in. x ^ in.

Six-Wheel Equalized Truck with Journal Boxes Secured to the Side Frames; Norfolk &. Western.

a properly shaped casting forming a bridge between the two
bolsters and are located at a radius of 3 ft. 9}4 in. from the
truck center.

A large proportion of the load is carried by the sides of the
car which consist of % in. steel plates 87 in. in width and 138 in.

angles forming the stakes, which are spaced as shown on the
drawings. These angles continue to the bottom of the side plate
and are fastened to the cross bearers and floor beams, .^s before
mentioned the wings or gussets of two different sizes form the
principal source of stiffness for these girders.

Jaxl'arv, 1913.

AMI-.RKAX l-:X(;i\l'.l".K.

The construction at the end is practically the same as at the
sides. The corner posts, however, are 3^ in. x 3j/i in. x ^ in.
angles. The end sill is of oak 8 in. x 9^ in. and the center
sill channels are cut out at the top sufficient to allow its in-
troduction. The end sheet of the car extends behind the end

supported below the center sills just inside of the truck and the
train line passes between the two center sill channels for the dis-
tance between the bolsters. At the bolsters and to the end of
the car it runs outside of the sills. The brake cylinders are
located just under the end sill, there being one at either end of

Truck with Side Bearing Bridge Removed to Show the Hinge Joint.

Side View of the Six-Wheel Trucl< Complete.

sill which is also reinforced by the end posts and the angle to the car connected to the adjacent triple valve and reservoir. The

which the floor plates are secured. hand brake is located on the opposite side of the car from this

The car has a Miner friction draft gear with Miner at- cylinder and connects to the opposite end of the same brake

tachments. It will be seen that the gear is attached directly lever. This location of the brake cylinder is somewhat in the

to the center sills with the usual reinforcing castings on the webs nature of an experiment and arrangements have been made for

Under Side of the New Six-Wheel Freight Car Trucl<.

and that the coupler yoke passes below the wooden end sill, the
carrier iron being bolted to the bottom flanges of the center
sills. The rear casting of the draft gear has a minimum clear-
ance of l/s in. from the extension on the center plate casting.
The center of the line of draft is 3j4 in. above the bottom of the
center sill channels.

Each car has two sets of brake rigging, including auxiliary
reservoirs, triple valve, brake cylinder, etc. The reservoirs are

Top View of the New Six-Wheel Freight Car Truck.

placing the cylinders between the trucks at about the usual loca-
tions if the present location should prove unsatisfactory.

A six wheel equalized truck without pedestals is a novelty and
has been developed for use on this car by \V. H. Lewis, super-
intendent of motive power and John L. Pilcher, mechanical
engineer. It consists of a cast steel side frame in two parts and
of peculiar shape arranged to carry three journal boxes at 4 ft.
6 in. centers. Directly above one of the journal boxes the cast-

AMERICAN ENGINEER.

Vol. 87, No. 1.

ings are arranged for a swivel connection. In these two castings
the openings for the ends of the bolster and for the group of
coil springs are spaced at 3 ft. centers from the center axle,
bringing them 18 in. from the outer axles. One of the illustra-
tions clearly shows the form and arrangement of the double cast
steel bolster which carries the center plate. This rests on four
nests of three double coiled springs each and has an extension
beyond the side frame to allow the attachment of a bridge which
carries the side bearing at the center of the truck. This bridge
is bolted to the bolster extensions. Each group ot springs con-
sists of three nests of an outside coil of V/4 in. diameter wire,
5 in. outside diameter, with an inside coil of 9/16 in. wire, 2^ in.
outside diameter. The springs work at 40,000 lbs. stress in the
bar when the car is loaded to a 10 per cent, overload. The free
height is 11'-^ in. with a total deflection, free to solid, of lJ4 in.
The swivel joint in the side frame is so formed as not to give
any shearing action on the bolt. This arrangement is shown in
the sectional view through the center of the truck. This view
also shows that the bolster is not as heavy as it might appear in
the photograph. There are two 4 in. x Zyi in. tees bolted to
suitably formed lugs on the bottom of the side frames and lo-
cated midway between each of the pairs of wheels. These take
the place of sand planks which are not feasible when the bol-
sters are arranged in respect to the wheels as they are in this
case. It is possible that these cross ties may be omitted
altogether. Tests will be made to determine this.

The brake rigging on each truck is comparatively simple
and arranged in a manner similar to a six-wheel passenger
truck. Designs for carrying the brake beams from either the
side frame or the bolsters have been prepared. The one given
here shows the former. This truck has been patented by
Messrs. Lewis and Pilcher.

The weight of the two trucks alone is 29,800 lbs., and of the
car complete with trucks is 65,200 lbs., giving a total weight
with lading, including a 10 per cent, overload, of 263,600 lbs.,
or an average weight per axle at the rail of slightly less than
44,000 lbs. With a 10 per cent, overload the proportion of
revenue lading to total weight will be about 75 per cent., and
it will be over 73 per cent, without the overload. It is expected
that it will be possible to reduce the weight slightly, especially
that of the trucks in later cars.

The entire car has been carefully designed with a vi-w to
ease of manufacture. To this end all plates and shapes are
laid out for multiple punches, and care has been taken that
if the plates, etc., come within the customary variations in
shearing, no reshearing will be necessary. Duplication of parts
has been carefully considered with good results.

the old style wooden end on a certain class of New York Central
cars weighed 1,863 lbs.; a better design of reinforced wooden
end weighed 1,790 lbs.: and the steel end for the same class of
car weighs 1.607 lbs. No end posts are used with the steel end

A STRONG BOX CAR END

The New York Central & Hudson River is applying a steel
end to many of its old box cars and expects to specify it on
new equipment. Ordinary box car construction develops marked
weaknesses at two points— the draft sills and the ends of the
car. In repairing and increasing the capacity of some of its
older box cars the New York Central has found it advisable
to apply steel underframes. This remedied the difficulty with
the draft sills and it then became desirable to overcome the
next most important weakness— the ends. This was accomplished
by the development of a steel end, as shown in the illustrations,
and several hundred cars are now equipped with it. The New
York Central Lines west of Buffalo have also applied it in con-
siderable numbers.

The most important advantages are that the greater strength
of the steel end prevents damage due to the shifting of the
lading and thus reduces the cost of repairs and of damage to
the lading, and of the time out of service because of such
damage. The steel construction is lighter than that of wood;

Details of Application of Steel tnd to New York Central Box Cars.

and the inside length of the car is thus increased by about one
foot, with a corresponding increase in the cubical contents of
the car. There is no possibility of the ends becoming loose and
thus allowing grain or similar lading to leak out, as is so often
the case with the wooden construction. If the end is seriously

Steel End As Applied to New York Central Box Cars.

damaged it has a considerable value as scrap, while the wooden
end is valueless.

The end is made in two parts to facilitate erection on the rip
tracks or where an overhead crane is not available. If desirable

JANIARY. 1913

AMI'.RICAN I-:MG[NF.I<.R.

,o -r- _ \Ai^^^^„ Rnv Car- New York Central & Hudson River.
Steel End Applied to 40-Ton Wooden box »./ar, iNew i ui .^ v-c

AMERICAN ENGINEER.

Vol. 87, No. 1

llic two parts ma\ be riveted together in advance if it is desired
to apply them at shops where there is a good crane service.
The two-part end has the additional advantage of reduced ex-
pense for replacement if one-half should he seriously damaged
and need renewal. Since the lower half of the end is usually
subjected to the greater punishment due to shifting loads it is
made slightly heavier than the upper half, being i-^ in. thick, as
compared to 3/16 in. for the upper half. The reduction in thick-
ness of the upper half is estimated to save about 300 lbs. in
the weight of the car. The lower half of the end is said to be
equivalent in strength to a flat steel plate 7^ in. in thickness.

One of the illustrations shows the application of the end to
a wooden box car, while another shows it applied to the all-steel
box car which is being experimented with on the New York
Central. When applied to a wooden car, the lower edge of the
end is flanged and fits under the floor plank, effectually preventing
any possibility of leakage of grain at the end. The manner in
which the end is tied by a 1}<2 in. rod to the combination casting
which forms a pocket for the foot of the post and braces is also
shown on the drawing. The door is manufactured by the Im-
pcrial Appliance Company, Cliicago.

FREIGHT GAR TRUGK EXPERIMENTS*

Aljout the middle of the year 1910 the American Steel P'oiui-
dries reported the results of a series of tests on square and loose
freight car trucks made by Professor Endsley of Purdue Uni-
versity at the company's plant at Granite City, 111. These tests
were described in the American Engineer and Railroad Journal
of May, 1911, page 192, and while they presented interesting data
it was shown that further tests on tracks of different character-
istics would add greatly to its value. The first set of tests was
made on a special track consisting of a sharp incline, having a
drop of about 36 ft., followed by a short tangent of 30 ft., then
by a 22 deg. curve 303.3 ft. in length, the outer rail being raised
454 in., followed by another tangent of 257 ft. and ending in an
incline with a vertical rise of 20 ft. The curve had a rise of 3 ft.
10J4 in. in its length and the tangent following of 11.73 feet.

The second set of tests was conducted during the summer and
fall of 1911 at the Granite City plant by Professor Endsley. Six
tracks were used in the.tests as follows:

A tangent 591 ft. long, running out from the incline having a
drop of 36 ft. At the outer end of this track there was another
incline.

Two tracks of 3 deg. curvature and 450 ft. long with a tangent
of 28 ft. at both ends of each track. One track was laid with
new 75 111. rails and had a radius of 1,910 ft.; the other with
badly worn old 75 lb. rails having a radius of 1.910 ft. 55^ in.

Tw'o tracks of 6 deg. curvature and 420 ft. long with a tangent
of 25 ft. at one end of each track and 178 ft. at the other. These
were laid as above with new and old 75 lb. rails ; the new rails
had a radius of 9.54 ft. 9.'^-8 in. and the old ones a radius of 955
ft. 3 in.

A track of 12 deg. curvature, 250 ft. long, with a tangent of 25
ft. at the outer end and 330 ft. at the inner end. This track was
laid with 75 lb. new rails and had a radius of 478 ft.

The gage of the tangent, the 3 deg., and the 6 deg. tracks was
4 ft. 8]A in. and that of the 12 deg. track was 4 ft. 9 in.

TRUCKS TESTED.

The tests were conducted on an arch bar truck and an An-
drews side frame truck. The arch bar truck conformed closely to
standard practice in its design and details of construction, and
was the same as truck B used in the previous tests, weighing
22,886 lbs.

The Andrews side frame truck was of standard design with
the exception of a heavier cast-steel bolster which brought the

weight of the truck, with 650 ll.s. wheels, up to 12,034 lbs., which,
with the cast-steel lilock gave a total weight of 22,400 lbs. A
13-in. channel was used as a spring plank and was fastened to
each side frame by eight tapered bolts instead of being riveted, as
is customary. The truck was tested both with and without these
bolts. When the bolts were removed, the side frames were
spaced apart the proper transverse distance by a boss on each
end of the spring plank, which fitted into recesses drilled in the
center of the spring seat of each side frame. These two condi-
tions are called the square and loose trucks.

TRUCK WHEELS.

Thirty-two different wheels were used in such combinations as
to make ten sets. In seven sets cast iron wheels were used while
the Davis cast-steel wheels were used in the other three. New,
medium new and old wheels were used so as to obtain as wide

\^ /

o^>

fl^*

i)^'

Jll

i}^

"Abstracted from Professor Endsley*s

eport

the An

Steel

Degrees - Curt^a ^ure.

Fig. 1 — Resistance Curves With Different Conditions of Wheels
and on Various Curves.

a \ariatiun in wlieel condition^ as is met with in practice. The
wheel sets were made up as follows :

Set A: — New cast i
of the same diameter.

Set B:— Non-mated new
ference in circumference and the other pair Vs,

Set C:— Davis cast steel wheels, M. C. B. con

Set D: — Medium new cast iron mated wheels.

Set E; — Same as Set D except that one diagonal pair of wheels were
interchanged making the wheels unmated and the circumference of the
wheel on one side % in. greater than on the other.

Set F:--OId cast iron mated wheels.

Set G: — Old cast iron non-mated wheels. There was a difference of
9/16 in. in the circumference of one pair and Vi in. in the other. The
large wheels were on the same side of the truck.

Set H: — Medium old cast iron non-mated wheels. One pair was mated
and the other had a difference of J^ in. in circum'ference.

Set I: — Special mated Davis cast steel wheels, made with height of
flange ^ in. and with no coning on the treads.

Set J: — Same as Set I except for a very slight non-mating.

wheels ground to M. C. B. standard contour and
rt- cast iron wheels, one pair measured J-6 in. dif-
tour, exactly mated.

Jan LAKY, 1913.

AMICRIC'AN ICNGINEI'IR.

RESULTS OK TESTS.

The method of testing was the same as in the first tests; also
the determination of velocity and resistance in pounds per ton.

Tests to the nunihcr of 184 were made with the Andrews side
frame truck and 146 with the arch har truclc. One of the prin-
cipal objects of the tests was to obtain sufficient data on which to
establish a conclusion as to the effect of different degrees of
curvature on frictional resistance. The curves in Fig. 1 were ob-
tained by finding the average resistance in pounds per ton for all
truck and wheel conditions for new, medium new and old wheels,
as recorded on the .Andrews side frame truck. The straight line
fur all wheels which was established from the results from ten
different sets of wheels, conforms to the generally accepted
theory that the frictional resistance, for average operating condi-
tions, increases in direct proportion to the degree of curvature.
The only exception to this was the position of the point on the
3 deg. curve which w^as lower than that shown in the diagram.
This may be due to the fact that the coning on the wheels keeps
the flange out of contact with the rail, thus reducing the friction
due to curvature up to about the 3 deg. curve, but at some point
l)ctwccn the 3 deg. curve and the 6 deg. curve, the difference in
length lit the two rails is so great that the effect of coning is
overcome.

'I'be new and medium new wheel curve was ubtained from tests

with the corner of the new rail at a jioint farther in advance of
the point of contact of the tread of the wheel and the top of the
rail than it would on a rail which has the corner worn away.
In this way a greater flange friction would result, due to this in-
creased leverage.

INFLUENCE OF WHEEL C0NU1TION.S ON TRUCK RESISTANCE.

The condition of the flanges and the tread of a set of wheels
has quite an influence on the frictional resistance of a truck, re-
gardless of its type. Table I shows to what extent the frictional
resistance was affected by wheel contours. The sets of wheels
are divided in five groups, as follows: Mated wheels (Sets A,
C and D) ; non-mated new and medium new (Sets B and E) ;
non-mated old (Sets F and G) ; non-mated medium old (Set H) ;
and special, no coning (Sets I and J).

Table I. — Average Resistances for Different IIroups of Wheels.
Wheel Set.

Track. , * ^

A CD B&E F&G H I&J

Tangent 6.90 7.53 12.82 9.96 14.25

3 deg. curve 8.43 7.99 19.50 14.08 21.27

6 deg. curve 10.40 11.43 30.(13 20.22 33.79

12 deg. curve 20.10 25.20 37.70 28.16 45.97

From these values it is obvious that the condition of the mating
and of the contours of the wheels has a very important bearing
cm the friction resistance of a truck. The flanges and treads of
tile first two groups of wheels were in good condition. The

9.0^^^-

■^

0]^

ri^

^ in

jVeii-

gaii5-

9f^

^i^

0]^

>■

?.n

Degrees - Cun^cf^ure

-Resistance Curves of All Wheels on
Old and New Rails.

Degrees - Cun^cr^ure .

Degrees - Curt^afL/ne.

. 3 — Resistance

Medium New Wheels

New Rails,

es of New

4 — Resistance Curves With Old Wheels
on New and Old Rails.

made with sets A, B, C, D, E and H. Thus it is seen that when
only good wheels are used the line is curved downward.

The curve shown for old wheels represents the relation that
existed between the frictional resistance and degrees of curva-
ture when the worst set of wheels were used, namely. Set F.
This line curves in the opposite direction from tliat for new and
medium new wheels.

INFLUENCE OF OLD RAILS.

The method of testing the old rails was the same as the new,
so that the results are comparable. The curves shown in Fig. 2
were plotted from an average of all runs for all wheels used on
the Andrews side frame truck and only on the 3 deg. and 6 deg.
tracks. The per cent, increase of friction of the old rails over the
new on the 3 deg. curve was 21.7 and on the 6 deg. curve 7.9.

Fig. 3 shows resistance for wheel sets A, B, C, D, E and H.
The increase of friction of the old over the new rails on the
3 deg. curve was 20.8 per cent, and on the 6 deg. was 25.6 per
cent.

Fig. 4 was plotted the same as Figs. 2 and 3, but the worst set
of wheels was used. This difference between the resistance due
to curvature on old and new rails when old wheels are used may
be caused by the high flange of the old wheel coming in contact

three remaining groups produced considerably more friction, due
to the high and sharp flanges and to the absences of coning.
From these results it is entirely obvious that the wheels should
have as nearly perfect contours of flanges and treads as is prac-
ticable and that the wheels should be mated.

COMPARISON OF SQUARE AND LOOSE TRUCKS.

The Andrews side frame truck was tested in both the loose and
the square condition and the following diagrams were plotted
from these tests. All of the ten sets of wheels were used. Fig.
5 shows resistance for all wheels tested on the new rails. The
resistance curve for new and medium new wheels (sets A, B, C,
D, E and H) are shown in Fig. 6. From Fig. 5 it will be seen
that the saving in favor of the square truck varies from 3.54 per
cent, on a straight track to 30.47 per cent, on a 12 deg. curve, and,
taking 4 deg. as the average main line curve, the saving is 20.72
per cent, in favor of the squared truck, w-hich checks very closely
with the 1911 report.

EFFECT OF HOLDING TRUCK OUT OF SQUARE.

The arch bar truck, as already mentioned, was so constructed
that it could be held out of square any desired amount. The
average resistance for all wheels used in these tests, which were

AMERICAN ENGINEER.

Vol.. 87, No. 1.

sets A, D, E and F, and for all runs made on each track and for
each amount the truck was held out of square was plotted and
certain points in the curves are compared in Table II. It will be
noted that on the tangent and on the 6 deg. and 12 deg. curves
there was a decided change at 0.8 in. and that on the 3 deg.
track this break occurs between 0.4 in. and 0.8 in.

VGE Resistan

Arch

Amount Tr

ck Was Held Out of Square (Inches).

0.4

0.8

1.2

1.6

2.0

2.4

Tangent 11.25 13.25 14.75 20.00 25.50 31.25 36.75

3 dee. curve 15.75 16.00 19.60 23.25 28.06 30.75 34.40

6 deg. curve 21.75 22.50 23.40 27.25 31.00 34.75 38.50

12 deg. curve 24.00 25.80 27.75 30.75 33.75 36.75 40.00

USE OF WINTER .-^ND SUMMER OILS.

Tests were also made to determine the frictional resistance due
to the use of winter and summer oils. They were made in the
first week in November. The Andrews side frame truck with
mated Davis cast steel wheels was used; the truck was square
and was run on a tangent track. The analysis of the oil was as
follows :

.Summer Winter
Oil. Oil.

Flashing point (degs. F.) 386 240

Burning point (degs. F.) 420 317

Specific gravity (Baume) 21.5 24.5

Loss at 100 deg. F. for 3 hours 0.001 0.017

Ash (per cent.) 0.05 0.03

Cold test (degrees at which it flows) 55 .12

Viscosity at 350 deg. F. (time in seconds for 100 c. c. to

flow from Dudley pipette) .>« -'4

One hundred and forty-six tests were tnade and the average

,(i

rV^

6J^

Degre&s - Currafore
Fig. 5 — Resistance Curves of Loose and Square Trucks for All
Classes of Wheels.

resistance for the summer oil was taken at 14.77 lbs. per ton and
8.41 lbs. per ton for the winter oil, the average temperature for
the former being 41 deg. F., and for the latter 48 deg. F.

CONCLUSIONS.

From the experiments made the following conclusions seem tu
be justified :

First. The curve friction of a freight car truck is almost di-
rectly proportional to the degree of curvature. If the wheels
under the truck are new and in good condition, the increase of
frictional resistance due to curvature is not so great on the flat
degrees of curvature as it is on the sharp degrees. If the wheels
under the truck are old and have flange heights approaching
M. C. B. limits, just the reverse is true ; that is, with old wheels

the increase of frictional resistance due to curvature is greater
for flat degrees than for sharp degrees of curvature.

Second. The frictional resistance of a truck equipped with
wheels of average contour on new rails is from 10 to 25 per cent.
less than for the same w^heels on old rails. In the case of high
flanges, on old wheels, however, this statement does not hold
true.

Third. .\ truck equipped with old wheels and high flanges
gives a frictional resistance of approximately 100 per cent, higher
than that given when the truck is equipped with new wheels.
The wheels should be exactly mated in order to give least re-
sistance. The coning on the. wheels is of great value in reducing
the flange friction on low degrees of curvature.

Fourth. A truck constructed so that it will not get out of

$20

}

.^'^

^,roe)^

Degrees - Curi/afure .

Fig. 6 — Resistance Curves of Square and Loose Trucks With New
and Medium New Wheels.

square will have less frictiuu both on a tangent and on any degree
of curvature than a truck that does not remain square.

Fifth. While the experiments with the winter and summer oils
were not carried as far as they could have been, the results show
that when the atmospheric temperature is from 40 to SO deg. F.
a truck lubricated with winter oil had about 43 per cent, less fric-
tion than one lubricated with summer oil, all other conditions
lieing equal.

The Illinois Central furnished the wheels and axles and the
Missouri Pacific the old rails used on the 3 deg. and 6 deg.
tracks. L. W. Wallace, assistant professor of car and locomo-
tive design at Purdue University, and L. C. Farquhar assisted
Professor Endsley. A more detailed report of the tests will
shortly be published by the .\merican Steel Foundries.

\ ALUE OF Railw.'ws. — According to the estimates of the na-
tional wealth of the United States by the Bureau of the Census,
the capital value of the railways (cost of road and equipment)
increased but little more than half as fast as the capital value of
all property from 1890 to 1904.

Southern Cotton Manufacturers. — Statistics of the Census
Bureau issued August 31. 1912. indicate that the cotton-growing
states used 2,712,622 bales for manufacturing purposes as against
2.655,049 in all the other states of the union. The number of
spindles increased by about 500,000 over that operated the
previous year.

Peyig

SEMI-AUTOMATIC NUT TAPPER

A new. ten-spindle IK' 'n. semi-automatic nut tapping ma-
chine has been perfected by the National Machinery Company,
Tiftin, Ohio. While somewhat similar to the 1 in. six-spindle
machine designed by the same company, it embodies certain
improvements, notably the gear box, which permits a rapid
change of the spindle speeds at the operator's will and while
the machine is running. This gear box takes the place of the
removal and substitution of gears which was previously neces-
sary. It is believed that the ease with which changes can
be effected will prompt the operator to reduce the spindle revo-
lutions as the taps arc tirnunil and the cutting teeth reduced

Ten-Spindle Semi- Automatic Nut Tapping IVlachine.

in number, so that there will be little or no idle tapping time —
taps running free in the nut after it is tapped — which tends to
reduce maximum output.

The spindles are raised and lowered by cams. Through this
automatic spindle movement, the machine sets the pace of the
operation, and the operator can devote his entire energ>' to
feeding. Trials have demonstrated that operators have no
trouble in meeting the uniform pace set by the machine
throughout a working day. This method of raising and lower-
ing the spindles also tends to prolong the life of the taps, as
the spindle descends gradually, and the tap is not subjected to
sudden and excessive torsional strains. The cams have three
steps, and by shifting the cam shaft, the resting time of the
spindles when raised can be altered to meet the needs of the
operator for feeding.

The spindles are close together — the ten spindles being with-
in a space of 69 in. — which facilitates feeding, and enables the
operator to successfully handle ten spindles without covering
much floor space. The machine has sufficient range and power
to tap two nuts of the smaller sizes on all spindles sim-
ultaneously.

The nut holders are of simple design. The nut guides are
chilled plates of wedge shape, held in position by toe clamps.
The guides are backed by stationary lugs of corresponding
angle on the feed table, thus making the guides rigid and in-
suring the parallel position of the guide faces. The guides have
no tendency to shift or spring, and there is, therefore, freedom
from binding of the nuts when feeding.

Openings are provided in the nut pans through which the
operator can empty the taps in boxes or kegs set beneath the
tapper. This machine will handle either rough hot pressed,
or cold iiunched nuts.

NEW DESIGN OF JOURNAL JACK

-\ 15-t(in. ball bearing jack, especially designed for use in
connection with the inspecti(m, removal, or replacement of
journal brasses in freight and passenger cars, or for any serv-
ice w-here a short, light, powerful jack is required, has been
perfected by the Duff Manufacturing Company, Pittsburgh, Pa.

These jacks are said to be very easy operating, because of
the large ball bearings which carry the load, and the fact that
all parts are machine finished. The steel gears have machine
cut teeth and are heat treated. They are self-lubricating, the
interinrs beini; p.-iokcd with semi-fluid grease in which all mov-

New Ball Bearing Journal Jack in Operation.

ing parts revolve. .\ new positive stop is used, which prevents
the lifting bar from running too far out of the jack, and acci-
dents from this cause are impossible. The load is raised on
the downward movement of the lever.

An adjustable wheel-holding device holds the wheel firmly
on the track while the journal box is being raised, and does
away with the necessity of wedging down the wheel, or of
using a plate or strap, can be furnished if desired.

These jacks are light for their capacities, weighing only 28
lbs. without the wheel-holding device, and 33 lbs. with it.

AMERICAN ENGINEER.

Vol. 87, No. 1.

LOCOMOTIVE LINK MILLING MACHINE REVERSING MOTOR DRIVE FOR PLANERS

The Newton Machine Tool Works, Philadelphia, Pa., has re-
cently arranged its standard No. 2 vertical milling machine to make
it suitable for milling the valve gear links of locomotives, or other
work on arcs of similar radii. This type of milling machine has
been in successful use on heavy work for a number of years, and
the attachment for links is so arranged as to not materially
interfere with its use on straight work. The spindle has a double
taper bearing, the large end of which is approximately 4 in. in
diameter. It revolves in bronze bushed cap bearings in the
saddle, which has square locked bearings on the upright. The
vertical adjustment of the spindle is controlled by a hand vvhee
and the drive is through a sleeve bevel gear direct from a three-
step cone pulley or through the back gears. The feed is operated
from a small cone on the end of the main driving shaft which
is belted to a similar cone on the back of the machine and the
motion i.s transmitted to the worm shown in the illustration. A
set of tumbler gears control the direction of the traverse of tlie
table. The bed is moved in and nut by a hand-operated ratchet
lever. The distance from tlie center of the spindle to the upright
is l6'/2 in. and the clearance from the end of the spindle to the
top of the work table is 14 in. Tile upper table, as equipped
for link milling, is 22 in. x 31 in. in size. It has a 24 in, travel
by hand and sufficient cross travel to permit of machining links
of from 18 in. to 60 in. radius.

A substantial, rigid knee has been attached to the bed of the
original machine which supports an extension from the table.
This extension carries the adjustable radius block. It is not
fastened to the knee and moves with the table. The clamping
plate In which the links are secured is held to the saddle by a
dovetailed swivel clamp wdiich has a pin bearing in the saddle,
thus permitting the swivel motion; the in-and-out movement is
provided by the broad dovetail. A taper shoe is arranged for
clamping this plate to the saddle when dcsirec

The idea of applying direct connected reversing motors to
planers has been in practice for some eight or ten years, although
it has been more or less of an experiment up to a year or so
ago. The use of this form of drive, even in the first stages of
its development, showed that it possessed many advantages over
the usual methods of reversing through clutches or belt shifters.
Not only is an economy effected in the consumption of power
through the application of the principle of direct connected in-
dividual operation, but the maximum cutting speeds are sustained

Vertical Milling Machine with Attachment for M.i

ining Locomotive Links

A lower cutter arbor support has been provided on llic machine
and is hinged on one side, so that it may be swung out nf the
way if desired. The device customarily used for holding links
is so arranged as to clear this arbor support. The machine
weighs about 13,000 lbs, and occupies an actual floor area of
6 ft. X 3 ft.

Smoke Consumers,— The report of the building inspector of
Louisville. Ky,. shows that during the fiscal year 1912, which
terminated August 31. 100 boilers with smoke consumers were
installed. The inspector states that practically all of the permits
issued were for high-pressure boilers suitably equipped with
approved smoke consumers.

Ill the

L'turn travel, and

uniformly, the acceleration is more rapid
an increased production is possible.

The effective performance of this drive has created a demand
that has warranted exhaustive study and tests by manufacturers
in developing it for commercial purposes, and the General Electric
Company, Schenectady, N. Y., has recently placed on the market
a reversing, ad.iustable speed, direct connected motor drive that
has been carefully tested and tried out in service.

Probably the most interesting application of this drive to ma-
chine tools is to planers, but the application to other types of
machine tools has proved practical, and it is now used to drive.
screw, worm and rack driven slotters, turret lathes, wire and
tube drawing machinery and other classes of machine tools usually

Jaxi-arv. 1913

\Mi';kkAN i<:.N(;inI':I';k

rcviTSrcl ilinuifjii (.■lulohi-s or shilling licUs. The niulms arc
iiiinintod any place on tin.- machine or lioor convenient for me-
chanical connection. They are of the standard commutating pole
type up to and including 100 h. p. planer rating. The condiina-
lions of speeds ylitainahle allow the motor, in the majority of
cases, to he conpled direct to the driving shaft of the macliine.

The control consists of a contactor panel and master suilch.
The former is us\uilly mounted on the side of the planer housing.

Reversing Motor Drive on a Large Planer.

or in any convenient place on other machine tools to which the
drive may he applied. It is made up of eight contactors, similar
in appearance to a series contactor, but actuated by shunt, series
or differential coils in such a manner as to eliminate electrical
disk interlocks. An additional precaution is taken by using
mechanical interlocks to prevent the possibility of short circuits.
The panel, tield rheostats and all accessories are enclosed in a
cast iron bo.x, the cover of which is hinged, so that, when swung
open, the contactors are easily accessible. The box itself is
pivoted in order that the rear of the panel may be swung into
view for inspection when required. The field rheostat handles
are brought out through the cover of the enclosing case and are
plainly marked "cut" and "return." The pointers of these handles
traverse a blank ring, which can be marked or graduated for
cutting and return speeds in feet per minute.

The master switch is usually mounted on the side of the planer
bed, or in other convenient place. This switch is of simple design,
containing only four contact fingers, two forward and two reverse,
one being used in common for both directions, and three segments

Tile master switch is operated by dogs on the planer table in
much the same way as is now employed for shifting the belts.
A special double pole circuit breaker is also supplied, which
provides for minimum voltage and overload protection. In case
the breaker opens or current fails, it automatically stops the
motor, preventing the platen from coasting off the ways.

By virtue of the commutating pole design of the motor, starting,
stopping and reversing are accomplished with sparkless com-
mutation. In order not to brake dynamically from high speed
in one violent step, means have been taken to accomplish this
in three distinct steps, braking down slowly from high speeds
and then quickening the brake action at lower speeds. This
feature, in addition to quickening the brake, v\'ill be recognized
as a decided advantage in the maintenance of the machine. A
noteworthy point in connection \\ith tlie operation of this drive is
that the planer table reverses extrenielx close to a line at the
end of the cut.

The cutting and return speeds are entirely independent of
each other, so that it is possible to use the slowest cutting speed
and tlie highest return speed, or vice versa, in any combination
not exceeding four to one, with 35 to 70 cutting speeds and
the sam.e number of return speeds.

Tlie saving obtainable by applyiiiy pfiwer direct to machine

Arrangement of Contactor Panel for Reversing Motor Drive.

tools is considered as the amount of friction load that has thus
been eliminated. This often reaches as much as 50 per cent.,

Type.

Size.

Drive.

Planer

^f^

in. X 10 ft.

Belt

Planer

.16

in. X 10 ft.

Reversi

Planer

.Ifi

in. X 10 ft.

Belt

Planer

in. X 10 ft.

Reversii

Planer

in. X 22 ft.

Belt

Planer

in. X 22 ft.

Reversii

120

Cut.
In.

Stroke.

l-"t. per
Min.

Time.
Sec.

Ft. per
Min.

Time.
Sec.

Ft. per
Min.

■/2 X A
'/2 X A

8 ft. 6 in.
8 ft. 6 in.
8 ft. 6 ill.
8 ft. 6 in.

31.9
53.2
33.3
53.7

9.6
15.4

9.5

28.3

52.7

53.2

9.8
18.2

9.7

72.8
91

54 X A)
1 X Al

10 ft. 1 in.

22.9

26.4

17.1

35.4

59.3

H X A 1
1 X Af

10 ft. 1 in.

34.8

17.4

34.4

17.6

75.7

Cut.

Total

Cycle.

Sec.

45.6
25.8

on the drum, all of liberal proportions. Its sole function is to
close the shunt coil circuits of the forward and return line con-
tactors. The motor field is entirely external to the master switch.

yet it is in reality only a small part of what may be realized,
as proved by numerous tests. A belt driven planer, or other
machine, of approximately 10 horsepower capacity, running at

AMERICAN ENGINKER.

Vol, 87, No. 1.

a cutting speed of 25 ft. per inimitc, will drop in speed lYi to
5 ft. per minute, or 10 to 20 per ci^nt., while cutting to a value of
10 liorsepower, if this approaches the carrying capacity of the
belt, due to size, speed or slackness. If the cutting speed he
increased hy 50 per cent, with the same depth of cut and feed,
the speed will fall while cutting to nearly what it was originally,
the power input increasing only slightly or to the limit of the
belt capacity. The inaxinium slip will he reached when the
machine ;s stalled, the power input remaining approximately con-
stant and the less being entirely due to friction from belt slippage
This slippage less is demonstrated in the tabulation of tests made
with a recording ammeter and given on page 47. The motors
used were all 230 volt. The speeds noted are average feet per
minute for complete cutting and return strokes.

HYDRO-PNEUMATIC ACCUMULATOR

Accumulators are a necessary adjunct to hydraulic riveters,
presses, punches, etc. While the heavily weighted type are the
simplest and are generally used, it occasionally happens that their
size and weight are a serious consideration. This is especially
true when the tools are to be located on the upper floors of a
building.

For use under any conditions that make a weighted accunui-
lator undesirable, the Watson-Stillman Company, New York, has
designed and perfected a hydro-pneumatic accumulator which, it

Arrangement cf High and Low Pressure Accumulator.

is claimed, will satisfactorily perform all the functions of the
weighted type and in addition will provide two pressures, a high
pressure of from 300 to 6,000 lbs., as desired, and a low- pressure
for effecting that part of the stroke which is made a,y:ainst no
resistance. The operating valve used in connection with this
system requires no more wheels or levers than the ordinary valve
and the change froin low to high pressure is made automatically
at the instant the ram encounters a resistance which the low
pressure cannot overcotne.

This type of accumulator is shown in the illustration. In the
center is a large steel tank kept partially filled with water by the

low pressure pum|i. the operation of which is controlled by the
hydraulic governor shown at the left of the tank. By its action,
wlieLi the water reaches a predetermined level in the tank, the
pump is stopped and when it falls below this level the pump is
started. Above the water an air pressure of 180 to 200 lbs. is
maintained by the compressor shown at the extreme left. The
low pressure feed main is tapped into the bottom of this tank and
the vyater is forced through it by the pressure of the air.

The air pressure is also piped to the accumulator proper and
by the force it exerts on a piston in the large cylinder at the top,
it balances the higher pressure from the hydraulic pump acting
on the piston in the small cylinder at the bottom. The areas of
these pistons are inversely proportional to the pressures on them.
The operation of the regular high pressure hydraulic pump is
controlled by the governor shown on the front of the accumulator,
in the same manner as the low pressure pump is controlled. The
puinps are operated only when their supply is required and there
is no waste of power as high pressure is not used when low
pressure suffices. This type of accumulator can be used for high
pressures only by omitting the low pressure pump and its con-
nection to the air tank.

HORIZONTAL MILLING MACHINE TESTS

I'^or the past 11 years Alfred Herbert, Limited, machine tool
builders, of Coventry, England, have maintained a special shop
for the purpose of trying out new forms of machine tools. One
of these tests on a horizontal milling machine was described by
P. \'. Vernon in a paper read before the Manchester Association
of Engineers, November 23. The machine had the following
general characteristics :

l-ongitiidinal feed 42 in.

Transverse feed 13^ in.

Witical feed 21 in.

Iiianieter of single pulley.... 16 in.

Speed of pulley 400 r. p. m.

Belt speed 1,675 ft. per min.

" ■ ir ratio 24.4 to I

Number of speeds 16

Range of speeds 16.4 to 427

Number of feeds 18

Range of feeds Cinches per

minute) 5^ to 22! S

Weight of machine 8,652 lbs.

The machine was .driven by a 30 horsepower d. c. motor,
which would stand 20 per cent, overload for two hours. In a
test with a 3>2-in. high speed, 8-tooth cutter, milling an 8-in. cast
iron block at 70 ft. per minute (cutting speed), the largest
amount of metal removed per horsepower minute was 1.78 cu. in.
and the least was 1.04 cu. in. On a test with a Ayi-in. high speed,
10-tooth cutter on a cast iron block 8 in. wide at a cutting
speed of 70 ft. per minute, the greatest amount of metal removed
per horsepower minute was 1.84 cu. in. and the least was 0.86.
In another test cm an 8-in. mild steel block with a 4^4-in. high
speed, 10-tooth motor running at 70 ft. per minute, the maximum
net horsepower obtained was 42.1 and the least 24.9. The great-
est amount of metal per horsepower minute removed was 0.74
cu. in. and the least 0.57. The machine failed while operating
a 4y>-in. cutter 9 in. long and the defects were noted. After
correcting these defects a final test was successfully made with
a 4|/4-in. high speed steel cutter 9 in. long carried on a 2-in.
arbor. The cutter had 10 teeth and the angle of the spiral was
26->4 deg., the cutter being run at 70 ft. per minute. In the
conclusion, Mr. \'ernon made the following generalizations:

A 5-in. double belt driving a 16-in. pulley at a speed of 400
1-. p. m. (100.531 sq. in. of belt per minute), geared to drive a
4;<S-in. cutter at 70 ft. per minute, is able to remove as much as
-18.1 cu. in. of cast iron, and 24.31 cu. in. of mild steel in a minute.

2,090 sq. in. of double belt passing over a pulley in a minute
will remove 1 cu. in. of cast iron on a milling-machine.

4,135 sq. in. of double belt passing over a pulley in a minute
will remove 1 cu. in. of mild steel on a milling-machine.

A 4;'j-in. cutter on a 2-in. arbor, running at 70 ft. per minute,
is capable of removing at least 3.63 cu. in., and possibly as much
as 6.01 cu. in. of cast iron, and at least 2.125 cu. in., and possibly
as much as 3.03 cu. in. of mild steel per minute for each inch
of width up to 8 in., and at any depth of cut from 0.24 in.
to 1.1 in.

The Cliicagi), iMilu;ml<tc & I'uyul Soimd hcrc;iftur will be
operated as tlie I'ugct Sound Lines of the Chicago, Milwaukee S:
St. Paul.

.V $5 gold piece was given, as a Christmas present, to each em-
ployee of the Interborough Rapid Transit Company, New York
t'ity, who received less than $110 a month.

Schools of telegraphy have been established by the Western
L'nion Telegraph Company at its offices in a large number of
eiiies, so that all employees may have the opportunity of learning
the art.

.\ competition for the best letter of not over 250 words on
"Safety P'irst" has been announced by the St. Louis & San Fran-
cisco. It is open to all women in the families of Frisco em-
ployees. Prizes of $10, $5 and $2.50 will be awarded.

The San Pedro, Los Angeles & Salt Lake announces that a
small open gasolene motor car, with accommodations for about
eight passengers and a small quantity of light baggage, has been
put in service on the St. Thomas Branch from Moapa (Nevada)
to St. Thomas, about 20 miles.

From a statement of casualties issued by the Central Safety
Committee of the St. Louis & San Francisco for the month of
Xoveniber, 1912, as compared with the same month in 1911, it
was shown that the casualties decreased from 464 to 334. or 28
lier cent., and the casualties to employees from 399 to 257, or 36
per cent.

To remove temptation as far as possible from the employees
(if the Chicago, Burlington & Quincy, that road has issued an
order prohibiting the men from cashing their pay checks in
saloons. Arrangements have been made with the local banks to
keep open the evenings of pay days to accommodate the men.
One saloonkeeper in Aurora is said to have cashed over $15,000
worth of checks in a single night.

A bill has been introduced in the lower house by Representa-
tive Raker, requiring the interstate roads to equip locomotives
with headlights of not less than 1,500 c. p. measured without
the aid of a reflector. The law does not apply if the headlight
equipment shall fail on a trip provided it can be shown that it
was in good order when the trip was begun. The penalty is
from $100 to $1,000, and every day will be considered a separate
offense.

A good illustration of the type of men holding responsible
positions on our railways and the training that they have re-
ceived was shown by an event that occurred on the Denver &
Rio Grande recently. The engineman and fireman of a special
train on which A. P. Anderson, the general superintendent, and
N. A. Williams, superintendent, were proceeding to Salt Lake
City, had been on duty 16 hours. Rather than delay the trip Mr.
.Anderson and Mr. Williams donned the engineer's and fireman's
overalls and carried the train through without any mishap, al-
lowing the engine crew to rest in the superintendent's car.

A conference is being held in New York City between a com-
mittee representing the eastern railways and the leaders of the
locomotive firemen concerning the increase in firemen's wages.
.At one of the recent meetings the firemen withdrew their de-
mand for time and a half for overtime and modified their de-
mand for extra firemen on all engines. It has been stated that to
meet the original demand of the firemen would cost the roads
interested $20,800,000 a year, and under the changed terms of
the demand it would still be large, about $15,134,000, which
would be 56 per cent, of the firemen's present wages.

A settknienl ha-, been reached between the striking western
machinists of the (Irand Trunk Pacific and President E. J.
Chamberlin, which will clear the way for the opening of the
Transcona shops. The company agrees to reinstate all strikers
who apply within 30 days. For the present the existing rate of
pay and rules will prevail, 45 cents an hour for Rivers and east
of Rivers, and AJ'/i cents west of Rivers. The company agrees
that next spring, if the men so desire, the western management
will meet a committee of the men to decide upon a new agree-
ment and a new schedule, and failing to arrive at terms the dif-
ferences will be submitted to a conciliation board appointed
under the Industrial Disputes Act.

A circular has been issued by President B. L. Winchell, of
the St. Louis & San Francisco, announcing a pension plan for
the St. Louis & San Francisco, the Ft. Worth & Rio Grande,
the St. Louis, San Francisco & Texas and the Paris & Great
Northern, as follows :

"It has been determined that a plan for granting pensions to
employees of these companies, for superannuation or disability,
following long service on these lines, shall be made effective
from July 1, 1913. Details of the plan will be announced before
that date. In the meantime, it is thought that this advance
notice may bring encouragement to the employees as a whole,
as well as comfort and holiday cheer to some of those who are
approaching years of retirement." The circular is also "Heartily
Approved" by B. F. Yoakum.

Several commissions have been appointed in Switzerland to
investigate the practicability of electrifying the Swiss state rail-
ways. The fact that Switzerland produces no coal makes the
cost of fuel for operating steam railways an important item, and
the fact that the state controls the vast amount of available
water power for the generation of electricity makes the propo-
sition more feasible. One commission has reported in favor of
the single-phase alternating current system, operating at 15,000
volts. The first work to be undertaken in the application of elec-
tricity on state railways will be on the St. Gotthard route, where
there are many steep grades and numerous tunnels, the longest
of which is over 9 miles. The estimated cost of the conversion
of the entire government system, aggregating 1,700 miles, will
be about $14,000,000, including the water power for electrical
operation, and the cost of operation will be reduced 10 per cent.

Captain Robert W. Hunt, senior member of the firm of R. W.
Hunt & Co., Chicago, was, on December 5, presented with the
John Fritz medal for 1912 in recognition of his achievements
in the application of the Bessemer process to steel manufacture.
Mr. Hunt was born at Fallsington, Pa., in 1838, and received
his education at Covington, Ky. In 1860 he established the first
chemical laboratory in America to be operated as a department
of an iron and steel manufacturing plant, at the works of the
Cambria Iron Co., Johnstown, Pa. He left this company to
serve through ihe Civil War, returning to the firm in 1865. He
was then sent to Wyandotte, Mich., to assist in establishing a
Bessemer plant at that place. He returned to Johnstown in 1866
and assisted in the design and construction of the Cambria Iron
Co.'s Bessemer plant, of which he had charge from 1871 to 1873.
He later became superintendent of the Bessemer works of John
A. Griswold & Co., at Troy, N. Y., and upon the formation of
the Troy Steel & Iron Co., in 1875, was appointed manager, which
position he retained until 1888. He then established the testing
and inspection bureau in Chicago, which bears his name and of
which he is still the head. Capt. Hunt is a past president of the
American Institute of Mining Engineers, having served two

AMERICAN ENGINEER.

VuL. S7. Xo. 1.

terms, in 1883-4 and 1906-7. He was president of the American
Society of Mcclianical Engineers in 1890 and 1891 and was elected
president of the Western Society of Engineers in 1893. He is the
inventor of numerous steel and iron metallurgical processes and
collaborated in the design of the Hunt-Jones-Suppcs rail mill
feed table. In recent years he has devoted much time to a study
of steel rails.

A CORRECTION

In the article on "The Manufacture of Brake Beam Hangers"
in the December, 1912, issue of the Aincvican Engineer, the brake
cylinders used in connection witli the bending machine shown
in Fig. 5 should have been given as 14 in. x 12 in. in size, instead
of 12 in. X 12 in. The last sentence of the article should read :
"The hourly wages of the three men aggregate 56 cents, and
their piece work earnings, at S cents per hanger, amount to from
65 to 70 cents per hour." A typographical error caused the last
part of the sentence to read "55 to 70 cents per hour."

DEATH AND INJURY BENEFITS FOR GOVERNMENT
EMPLOYEES

The solicitor for the Department of Connnerce and Labor, ni
a report summarizing his decisions under the law of May 30,
1908, providing for compensation to certain government em-
ployees in cases of injuries, fatal or non-fatal, received in the
course of their employment, presents a statement showing that
in about three years more than $800,000 has been thus paid out.
The report says :

"The act has been in operation since .\ugust 1, 1908, Between
that date and December 1, 1911, compensation was paid in 5,564
cases of injury, in 165 of which the injury resulted in death.
On account of these fatal injuries $112,879 has been paid to
surviving dependents. On account of the non-fatal injuries
$704,815 has been paid to the injured persons themselves. (The
figures given do not refer to claims arising on the Isthmian
Canal since March 3, 1911, when the Istlimian Canal Commission
was authorized to handle such claims directly.) These pay-
ments have been made, not out of any special appropriation, but
from the ordinary current appropriations for salaries. The sal-
ary has simply been paid as if the injured man continued at his
work, until his incapacity ceased or until the year had run.
Owing to the limited scope of the act there have been naturally
more accidents reported than claims filed, and there have been
also a number of claims filed which could not be allowed either
because they were not within the act or were not properly estab-
lished. In the first year, the number of injuries reported was
4,862, and the number of fatalities 233, while the number of
claims submitted was but 1,805, of which 1,689 were allowed.
During the second year 6,984 accidents were reported and 226
fatalities ; 2,624 claims were submitted and 2,499 allowed. Legis-
lation to extend the benefits of the act has been recommended
by the Secretary of Commerce and Labor, and measures de-
signed to enlarge the scope of the act are now pending in

Congress."

MEETINGS AND CONVENTIONS

Northern Railway Club. — A. G. Johnson, chief draftsman.

made up of quotations from dilTerent books, being principally
taken from "Locomotive Operation," by G. R. Henderson.

Neiv York Railroad Club. — The December meeting was given
up to the annual Christmas entertainment and smoker which,
in recent years has become so popular as to tax the capacity
of the auditorium. The usual high character of entertainment
was provided. A large silver loving cup was presented to
Frank Hedley, the retiring president.

Western Railway Club. — .A paper was presented by O. S. Beyer,
Jr.. of the Rock Island Lines, before the club, December 17, on
Railway Specifications. The following committee was also ap-
pointed to report on the proposed changes in the M. C. B. Rules
of Interchange: George Thompson, New York Central Lines,
chairman; G. F. Laughlin, Armour Car Lines; H. H. Harvey,
Chicago, Burlington & Quincy; J. M. Borrowdale, Illinois Cen-
tral, and C. J. Wymer, Chicago & Western Indiana.

General Foremen's Association. — At a joint meeting of the
executive committees of the International Railway General Fore-
men's Association, the American Railway Tool Foremen's Asso-
ciation and the Supplymen's Associations, held at the Hotel Sher-
man, Chicago, December 18, 1912, it was decided to hold the ne.xt
convention of the International Railway General Foremen's
Association, in Chicago, July 15-18, 1913, at the Hotel Sherman.
This is one week earlier than usual; the Tool Foremen's Asso-
ciation will meet the following week, at the same place, and the
exhibitors will thus find it possible to use the same exhibit for
both associations.

Duluth & Iron Range, presented a paper on locomotive counter-
balancing at the November meeting. This paper was largely

Railway Business Association. — The annual business meet-
ing of this association was held on December 19; the report
of President George A. Post indicated very satisfactory de-
velopments from the efforts of the association in favor of a
policy permitting adequate railway revenue. Mr. Post was
re-elected president. Approximately a thousand members and
guests were present at the annual dinner in the evening. The
speakers of the evening were James J. Hill and the Hon. W. L.
MacKenzie King. The former spoke on the need of greater
railway facilities for the proper commercial development of the
country and presented striking statistics in connection with the
capitalization of the railways in this country and abroad. Mr.
King, formerly Minister of Labor of Canada, explained the
origin and results of the Canadian industrial disputes investi-
gation act which has now been in operation for practically six
years.

American Society of Mechanical Engineers. — At the annual
meeting in New York, December 3-6, the following officers
were elected for the ensuing year : President, W. F. M. Goss,
dean of the Engineering School, University of Illinois; vice-
presidents, James Hartness, J. E. Moultrop and H. G. Stott ;
managers, W. B. Jackson, H. M. Leland and Alfred Noble;
treasurer, W. H. Wiley. The members of the society at the
L^niversity of Illinois, w'ith the heads of the engineering de-
partments, gave a dinner to Dr. Goss on December 13, at the
L'niversity Club in Urbana, 111., as an expression of their ap-
preciation of his election to the presidency. On December 18,
a special engineering convocation was held to permit the gen-
eral faculty and the students in the college of engineering to

RAILROAD CLUB MEETINGS

Next
Meeting.

Title of Paper

Ter

New Englai
New York.
Pittsburgh .

■i.qht Car Tactics

17 ;Steel Freight Cars

17 Pneumatic-Electric Brake

24 Terminal Car Service

13 (Lecture on Bermuda

10 I

20 I Increased Locomotive Capacity Result:
from the Use of Superheated Steam..

C. L. Fritch....
Arthur Hale . . .
Chas. Lindstrom

N. A. Camel

W. M. Prall....
S. H. Bowman.
W. W. Finley..

Gilbert E. Ryde

Secretary.

Powell.

n. D. Vought
Wm. E. Cade. Jr.
H. D. Vought....
J. B. Anderson..
F. O. Robinson. .
B. W. Frauenthal

Jos. W. Taylor...

Address.

Room 13, Windsor Hotel, Montreal,

95 Liberty St., New York.

683 .Atlantic Ave., Boston, Mass.

95 Liberty St., New York.

■■ ion Station, Pittsburgh, Pa.

& O. Ry.. Richmond. Va.

ion Station. St. Louis, Mo.

390 Old Colony Bldg., Chicago.

Jantar., 1913.

AMl'.RK'AN ENGINEER.

express tlitir aiiprcciatitm nf tlic lumor paid Dean Gnss. .'\ftcr
several brief addresses, Prof. Ira O. Baker presented to Dean
Goss an engrossed testimonial signed by representatives of the
faculty and tlie various engineering organizations at the uni-
versity.

Canadian Raikfay Club. — Prof. V. I. Smart, of McGill Uni-
versity, presented a paper at the November meeting on the
subject of prevention of accidents. He tabulated a large
amount of information on casualties in connection with train
operation and discussed the greater safety to passengers on for-
eign railways as cotnpared with those in this country. He
briefly investigated the reasons for this difference in conditions,
concluding that the form of block system for train operation
used in Europe is principally responsible for the greater safety.
He also considered briefly the cost of block signal systems and
depreciated the relative value of the tnanual control block sys-
tem. The discussion was confined principally to the methods of
despatching and forms of signaling. At the December meeting
the paper presented by S. P. Brown was on the subject of tun-
neling. It included an extensive discussion of the latest develop-
ment in building railroad tunnels and all of the more im-
portant factors to be considered in the engineering and con-
struction work.

Railway Storekeepers' Association. — The tenth annual meet-
ing of this association will be held at the Auditorium Hotel,
Chicago, May 19-21, 1913. The regular subjects which will be
considered are as follows : Reducing of inactive and disposing
of obsolete stock; economy effected by the use of rolling mills
at railroad scrap docks; marking of M. C. B. couplers and
parts by manufacturers for identification. What effect, if any,
has a well organized store department on the operating cost
of a railroad? Among the topical subjects to be discussed are
the following; Standard storehouse, standard storehouse cast-
ing platform, standard oil house and waste storage, standard
dry lumber sheds, standard stationary storehouse, standard sup-
ply car, and standard scrap dock and reclaiming machinery.
These will be exemplified by the necessary drawings arranged
on a unit basis, so that any road may draw on such standards
according to its requirements. The following subjects will also
be considered : Specifications for and the testing of material
and effect on the storekeepers' stock; the proper method of
storing, disbursing and handling of ice on railroads; and the
standard book of rules governing store department practices.

The follo-ivivg list gives names of secretaries, dates of ne.rt or regular

meetings, and places of meeting of mechanical associations.

AiK Brake Association. — F. M. Nellis, 53 State St., tJoston, Mass.
Convention, May 6-9, 1913, St, Louis, Mo.

American Railway Master Mechanics' Assoc. — J. W. Tay'or, Old Colony
building, Chicago. Convention, June 11-13, 1913, Atl.- ntic City, N. J.

.American Railway Tool Foremen's Association. — A. R. 1 \avis. Central of
Georgia, Macon, Ga.

American Society for Testing Materials. — Prof. E. Mi,iburg. University
of Pennsylvania. Philadelphia, Pa. Annual convent on, June, 1913.

.^MERICAN Society of Mechanical Engineers. — Calvin ^V. Rice, 29 W.
Thirty-ninth St., New York. Annual meeting. Di member 3-6, Engi-
neering Societies' Building, New York. Railroad session, Thursday
morning, December 5.

Car Foremen's Association of Chicago. — Aaron K'ine, 841 North Fiftieth
Court, Chicago; 2d Monday in month, Chicago.

International Railway Fuel Association.— C. G. Hall, McCormick build-
ing. Chicago. Convention, May, 1913, Chicago.

International Railway General Foremen's Association. — William Hall,
Chicago & North Western, Escanaba, Mich.

International Railroad Master Blacksmith's Association. — A. L. Wood-
worth, Lima, Ohio. Convention, August 18, 1913. Richmond, Va.

Master Boiler Makers' Association.— Harry D. Vought, 95 Liberty St.,
New York. Convention, May 26-29, 1913, Chicago.

Master Car Builders' Association. — J. W. Taylor, Old Colony building,
Chicago. Convention, June 16-18, 1913, Atlantic City, K. J.

Master Car and Locomotive Painters' Assoc, of U. S. and Canada. — A.
P. Dane, B. & M., Reading, Mass. Convention, Sept 9-12. 1913,
Ottawa, Can.

Railway Storekeepers' Association. — J. P. Murphy, Bo.x C. Collinwood,
Ohio. Convention, May 19-21, 1913, Auditorium Hotel, Chicago, 111.

Personals

/( is our desire to ntake^llicse Ci'Ikiiius co'ccr as completely
as f>ossiblc atl tlie changes that lake place in the mechanical
departments of the raihvays of this country, and xi.'e shall greatly
appreciate any assistance that our readers may give us in help-
ing to bring this about.

GENERAL

I'KiiijKKiCK S. 1!k(iwn has been appointed mechanical engineer
of the Erie, with headquarters at Meadville, Pa.

H. E. Dalzkll has been appointed cliief of motive power and
machinery of the Southern Railways of Peru and dependencies,
witli headquarters at Arcquipa, Peru.

Lewis D. 1-'rkem.\n has been appointed chief draftsman of the
Kansas City Southern, with headquarters at Pittsburg, Kan.
Mr. Freeman was born at Gettysburg, Pa., on July II, 1888, and
attended the common schools and high school at that place. He
served an apprenticeship at the Baldwin Locomotive Works,
Philadelphia, Pa., studied three years at night school, and took
correspondence school courses in mechanical engineering and the
air brake. From November, 1909, to March, 1910, he was em-
ployed as a locomotive inspector by Alfred Lovell, consulting
engineer. For a short time he was employed as track foreman
in the Philadelphia erecting shop of the Baldwin Locomotive
Works, and in June, 1910, he became a draftsman in the office
of the mechanical engineer of the Baltimore & Ohio, and was
placed in charge of the design of shop tools and special appli-
ances for shop improvements, which position he occupied until
his recent appointment on the Kansas City Southern.

W. J. ToLLERTON, mechanical superintendent of the Rock Island
Lines, with office at Chicago, has been appointed general me-
chanical superintendent of the Rock Island Lines in full charge

of the mechanical de-
partment T. Rumney,
assistant second vice-
president in charge of
the mechanical depart-
ment having resigned,
his former position has
been abolished. Mr.
Tollerton was born in
1870, at St. Paul, Minn.,
and was educated in the
public schools, and in
high school. He began
railway work as a ma-
chinist apprentice on the
St. Paul & Duluth, now
a part of the Northern
Pacific, and after a short
time became a fireman on
the Omaha Railway. He
went to the Union Pa-
cific in 1890 as foreman,
and afterwards was gen-
eral foreman. In 1S96 he was appointed master mechanic of
the Utah division of the Oregon Short Line, and in 1903 was
made master mechanic of the Idaho, Utah and Montana divisions
of the same road, with office at Pocatello, Idaho. He went to
the Rock Island in July, 1S06, as superintendent of motive power
in charge of lines west of the Mississippi river, with office at
Topeka, Kan., and was promoted in April, 1907, to assistant
general superintendent of motive power of the Rock Island
Lines, with headquarters at Chicago. In May, 1912, his title
was changed to mechanical superintendent.

W. L. Kellogg, superintendent of motive power of the Pere

Tollerton

AMERICAN ENGINEER.

\'()L. 87. No. 1.

Marquette, at Grand Rapids, Mich., has been appointed superin-
tendent of machinery and equipment of the Missouri, Kansas &
Texas, with headquarters at Parsons, Kans., succeeding William
O'Herin.

\V. E. Ladley, master mechanic of the Chicago & Alton, with
headquarters at Bloomington, 111., has been appointed super-
intendent of motive power of the Reid Newfoundland Company,
with headquarters at St. John's, Newfoundland, effective Janu-
ary 1. He will have charge of locomotive, marine building and
repairs, traveling engineers, engineers, firemen and all mechanical
matters.

Fred. Mertsheimer, superintendent of motive power and car
department of the Kansas City, Mexico & Orient, with office at
Wichita, Kan., has resigned.

G. E. Perry, master mechanic of the Missouri, Oklahoma &
Gulf, has been appointed superintendent of motive power, with
headquarters at Muskogee, Okla., and the former position is
abolished.

W. E. Symons has been appointed superintendent of motive
power of the San Antonio & Arkansas Pass, with headquarters
at San .-\ntonio, Tex., succeeding G. W. Taylor.

J. J. Waters has been appointed superintendent of motive
power of the Pere Marquette, with headquarters at Grand
Rapids, Mich., to succeed W. L. Kellogg, resigned.

MASTER MECHANICS AND ROAD FOREMEN OF
ENGINES

F. Connolly has been appointed supervisor of locomotive
operation of the Kansas City Terminal and Kansas divisions of
the Rock Island Lines, with headquarters at Herington, Kan., re-
porting to the master mechanic at Horton, Kan. His duties will
include the divisional work of locomotive operation under the di-
rection of H. Clewer, general superintendent of locomotive oper-
ation, as mentioned in the American Engineer for December.

D. W. Cross has been appointed master mechanic of the
Toledo, St. Louis & Western, with headquarters at Frankfort.
Ind., effective January L

C. C. Hayman has been appointed road foreman of engines on
the Middle division of the Atchison, Topeka & Santa Fe, with
headquarters at Newton, Kan.

David Hopkins has been appointed road foreman of engines
on the Valley division of the Atchison, Topeka & Santa Fe with
jurisdiction east of Fresno and including the Sunset Railway.
His headquarters will be at Fresno, Cal.

H. O. Inglish has been appointed master mechanic of the
Texas City Terminal, at Texas City, Tex., succeeding F. A.
Scott.

W. E. Maxfield has been appointed master mechanic of the
Texas & Pacific, with oflice at Big Springs, Tex., succeeding
C. E. Boss.

C. C. McCauley has been appointed road foreman of engines
on the first district Albuquerque division of the Atchison.
Topeka & Santa Fe Coast Lines, with headquarters at .\1-
buquerque, N. M., vice C. M. Byrd, assigned to other duties.

Michael McGraw has been appointed master mechanic of the
Chicago & Alton, with headquarters at Bloomington, 111., suc-
ceeding W. E. Ladley, resigned.

F. J. MoFFATT has been appointed road foreman of the Grand
Trunk Pacific, with territory from Watrous, Sask., to Wain-
wright, Alta., including branches, succeeding C. D. Smith. He
will report to J. R. Mooney, road foreman at Wainwright.

N. J. O'Connor has been appointed master mechanic of the
Florence & Cripple Creek, with office at Colorado Springs, Colo.

S. T. Patterso.v has been appointed supervisor of locomotive
operation of the Arkansas division of the Chicago, Rock Island &
Pacific, with headquarters at Little Rock, Ark. He will report
to the local master mechanic and will carry on the divisional
work of locomotive operation under the direction of H. Clewer,
as mentioned in the December issue of the American Engineer.

Ralph Ramsey has been appointed traveling engineer of the
Texas & Pacific, with office at Marshall, Tex.

J. B. Rand.vll has been appointed master mechanic of the
Louisville, Henderson & St. Louis, and the position of assistant
master mechanic has been abolished.

E. ScHULTz, formerly roundhouse foreman of the Chicago &
Xorthwestern, at Milwaukee, Wis., has been appointed master
mechanic of the Northern Wisconsin and Lake Shore divisions at
Green Bay, Wis.

Christian F. Schraac, road foreman of equipment for the
Danville district of the Chicago & Eastern Illinois, will have his
jurisdiction extended over the entire Evansville division.

William C. Sealy, whose appointment as assistant master me-
chanic of the Middle and Southern divisions of the Grand Trunk,
with headquarters at Toronto, Ont., was announced in the Decem-
ber, 1912, issue of the American Engineer, was born November 29,
1886, at Stratford, Ont.. and was educated in the public schools
of his native town and at the Collegiate Institute. He began
railway work in September, 1902, on the Grand Trunk, and until
1907 was an apprentice. He was then for one year chargeman,
and from 1908 to 1909 was erecting shop foreman. He was pro-
moted to general foreman of the Toronto shops in 1910, which
position he held at the time of his recent appointment as as-
sistant master mechanic.

John L. Smith, acting master mechanic of the Pittsburgh,
Shawmut & Northern, at St. Marys, Pa., has been appointed mas-
ter mechanic, effective January 1.

J. B. Stew.art has been appointed master mechanic of the
Texas. Oklahoma & Gulf, with office at Bismarck, Okla.

S. G. Trl-ssell has been appointed assistant road foreman of
equipment of the Evansville division of the Chicago & Eastern
Illinois.

R. E. Wallace has been appointed supervisor of locomotive
operation of the Chicago Terminal and Illinois divisions of the
Rock Island Lines, with office at Chicago. He will report to the
master mechanic at Chicago, and will have charge of the me-
chanical operation of all engines on those divisions, under the
direction of H. Clewer, as outlined in our December issue.

B. L. Wheatley, road foreman of equipment of the Rock
Island Lines, at Valley Junction, la., has been appointed master
mechanic of the Southern division, with office at Fort Worth,
Tex., succeeding H. Clewer, promoted.

Charles Wilkie has been appointed road foreman of engines
of the Pere Marquette, with office at Port Huron, Mich.

C. S. Yeaton has been appointed supervisor of locomotive
operation of the Oklahoma division of the Rock Island Lines,
with headquarters at El Reno, Okla., and will report to the
master mechanic at Chickasha, Okla. He will be in charge of
the mechanical operation of all engines in service on that division,
as outlined in the American Engineer for December, in the an-
nouncement of the appointment of H. Clewer as superintendent
of locomotive operation.

CAR DEPARTMENT

W. M. Ellis, chief car inspector of the Alabama Great South-
ern, at Birmingham, Ala., has been appointed general foreman
car repairers at that point.

Van R. Lewis has been appointed foreman in the freight car

Ianl'ary, 1913.

AMI

ACAN ENCAKV.ER.

shops of the Texas & Pacific, at Marshall, Tex., vice G. W. Hor-
tiin, resigned.

C. W. Maddox has been appointed chief car inspector and piece
work supervisor of the Chesapeake & Ohio, with office at Rich-
mond, Va.

John McMullen, shop superintendent of the Erie at Bufifalo,
N. Y., has been appointed mechanical superintendent of the Erie
and subsidiary companies in charge of the car department, with
headquarters at Meadville, Pa., succeeding E. A. Wescott, assigned
to other duties.

William Miller has been appointed superintendent of the
Kent car shop of the Eric, succeeding Adam Trautman
transferred.

C. S. Simpson has been appointed foreman of the car depart-
ment of the Missouri, Kansas & Texas, at Smithville, Tex., vice
S. J. Stephenson, resigned.

Adam Trautman has been appointed superintendent of the
Bufifalo car shop of the Erie, succeeding John McMullen,
promoted.

SHOP AND ENGINE HOUSE

J. Alexander has been appointed locomotive foreman of the
Canadian Pacific at Hardisty, Alta., succeeding E. B. Patterson,
resigned.

A. E. Bennett has been appointed locomotive foreman of the
Canadian Pacific at Eholt, B. C.

A. W. Clark has been appointed locomotive foreman of the
Canadian Pacific at Kamloops, B. C.

B. CoNLEY has been appointed night engine house foreman of
the Marshall & East Texas, at Marshall, Tex., vice W. Mayes,
resigned.

Carl N. Frey, piece work inspector for the Wheeling & Lake
Erie, has been appointed to a similar position on the Michigan
Central.

F. H. Hardesty has been appointed foreman boilermaker of
the Trinity & Brazos Valley at Teague, Tex.

G. HiLFRiNK, general foreman of the Pere Marquette, at
Saginaw, Mich., has been promoted to the position of shop super-
intendent, with headquarters at the same place, succeeding W. W.
Scott.

E. Kennedy has been appointed assistant general foreman of
the New York Central & Hudson River shops at West Albany,
succeeding E. V. Williams, promoted.

Daniel G. Laking has been appointed assistant foreman of
the Chicago & Eastern Illinois, at Evansville, Ind.

S. H. Lee has been appointed foreman of locomotive repairs
of the Chicago, St. Paul, Minneapolis & Omaha, at East St. Paul,
Minn.

W. H. Lee has been appointed locomotive foreman of the
Canadian Pacific at Weyburn, Sask., succeeding P. Walz, re-
signed.

John McDowell has been appointed foreman painter of the
Rock Island Lines at Cedar Rapids, la., succeeding B. D. Mason,
resigned.

M. J. McGraw has resigned his position as superintendent of
the Missouri Pacific shops at Sedalia, Mo., to accept a similar
position with the Texas & New Orleans, at Houston, Tex.

W. F. Meadvvay, erecting foreman of the Delaware. Lacka-
wanna & Western, at Buffalo, N. Y., has been appointed tool
foreman at that point.

C. Murphy has been appointed erecting shop foreman of the
Trinity & Brazos Valley, at Teague, Tex.

T. II. Nanney has been appointed general foreman of the
Buffalo & Susquehanna, at Caleton, Pa,

M. A. O'Leary, gang foreman for the Southern Pacific at
Roseburg, has been appointed roundhouse foreman on the same
road at Grant's Pass, Oregon.

S. J. Penketh, machine foreman of the Pere Marquette at
Saginaw, Mich., has been appointed erecting foreman of the
Delaware, Lackawanna & Western, at lUiffalo, N. Y., succeeding
W. F. Meadway.

D. L. Ringler, foreman of the erecting shop of the Trinity &
Brazos Valley at Teague, Tex., has been appointed night round-
house foreman.

W. W. Scott, shop superintendent of the Pere Marquette, at
Saginaw, Mich., has been appointed general foreman of the Dela-
ware, Lackawanna & Western, at Buffalo, N. Y. A sketch of
Mr. Scott's career was given in the January, 1912, issue of the
American Engineer.

E. V. Williams has been appointed general foreman of the
New York Central & Hudson River shops at West Albany, suc-
ceeding T. H. Leonard, resigned.

Harry Working has been appointed assistant engine house
foreman of the Atchison, Topeka & Santa Fe, at Cleburne, Tex.

PURCHASING AND STOREKEEPING

I^ A. BusHNELL, purchasing agent of the Spokane, Portland &
Seattle, at Portland, Ore., has been appointed assistant purchasing
agent of the Great Northern, with headquarters at St. Paul.
Minn.

W. G. Phelps, chief clerk to the second vice-president of the
Pennsylvania Lines West of Pittsburgh, has been appointed as-
sistant purchasing agent, with headquarters at Pittsburgh, Pa.

The office of H. W. Davies, purchasing agent of the Norfolk
Southern, at Norfolk, Va., has been abolished, and Mr. Davies
has been assigned to other duties.

Boston Employment Bureau.— The National Metal Trades
Association of Boston shows that in the three months ending
with September there were 1,070 applications and 509 new regis-
trations. The number of men sent out was 455, out of which 225
were hired.

Pure Drinking Water. — The Chicago, Burlington & Quincy
has arranged to send Dr. D. J. Evans, medical examiner for the
company, over the lines of the system for the purpose of in-
specting water and ice used in the passenger coaches, dining cars
and station restaurants. He will also investigate the sanitary
conditions along the line.

Motor Car Service in Bavaria. — In Bavaria the administra-
tion which operates the railways maintains also an automobile
service on 53 routes permanently, and on eight more during the
summer, carrying passengers and mail and parcels. The service
has been profitable, the expenses per motor car mile being 15
cents and the earnings nearly 20 cents, and the net for all the
lines amounting to $88,000.

Trespassers in Texas. — From a report of H. G. Askew, sta-
tistician for the Texas railways, it is shown for the year ending
June 30. 1912, a total of 159 trespassers were killed and 232 were
injured on 32 roads representing 90 per cent, of the total railway
mileage in the state. This is an increase of 31 trespassers killed
and 58 injured. The claims paid for 1912 were $2,871,496 as
against $1,847,701 for the fiscal year 1908.

AMERICAN ENGINEER.

Vol. 87, No. 1.

New Shops

Supply Trade Notes

Anx -\rbor. — X'ew sliops and an engine house will be erected
at Owosso, Mich., at an estimated cost of $300,000.

Atchison. Topek.\ & S.\nt.\ Fe. — New shops and terminals,
including car shops, engine house, boiler, machine and blacksmith
shops and other buildings, will be built at Albuquerque, N. M.,
at an approximate cost of $1,500,000. .\ 36-stall engine house
with shops and passenger station will be built at Gallup, N. M.
A wheel shop will be added to the shop at San Bernardino, Cal.,
at an approximate cost of $11,000.

Boston & M.\ine. — The list of tools for the Billerica, Mass.,
shops has been published. The list requires an early delivery, so
that the shop may be in operation by next July.

CANAm.\y Northern. — New shops will be built in the vicinity
of Toronto, Ont., which will employ about 300 men. It is re-
ported that $2,000,000 will be spent for shops in the middle
West, probably in Saskatoon, Sask. New terminals will be built
at Port Mann, B. C, which will consist of 60 miles of freight
yard tracks, extensive repair shops, a 20-stall engine house,
freight sheds, and several auxiliary buildings.

Can.^dian Pacific. — Additions to the West Toronto, Ont.,
shops are under construction.

Carolina, Clinchfield & Ohio. — Large machine and car shops
will be erected at Elkhorn, Ky.

Central of New Jersey. — .^n engine house will be built at
Cranford, N. J., and plans are being considered for the con-
struction of an engine house in Jersey City.

Chicago, Milwaukee & Puget Sound. — The plans for the im-
provement of the shops at Tacoma, Wash., have been com-
pleted.

Chicago, Milwaukee & St. Paul. — It is reported that the
blacksmith and tank shops at Deer Lodge, Mont., will be im-
proved and enlarged.

Chicago, Rock Island & Pacific. — A boiler house and engine
house will be erected in Chicago. Bids are being received.

Cleveland, Cincinnati, Chicago & St. Louis. — Contract for a
six-stall roundhouse at Cairo, 111., has been awarded.

Cleveland, Cincinnati, Chicago & St. Louis. — It is reported
that car shops will be erected at Bellefontaine, Ohio.

Elgin, Joliet & Eastern. — Work has been started on the loco-
motive shops at East Joliet, 111.

Illinois Central. — It is reported that the shops at East St.
Louis, 111., will be enlarged.

Michigan Central. — Large additions to the shops at Detroit,
Mich,, will soon be made.

Oregon Short Line. — The car shops at Pocatello, Idaho, which
were destroyed by tire a few weeks ago are being rebuilt. The
shops will also be enlarged in the spring. A four-stall engine
house will be built at Flatfoot, Idaho.

Pittsburgh & Lake ERiE.^Bids have been received for the
erection of the new shop at McKees Rocks, Pa.

Pittsburgh, Ft. Wayne & Chicago. — The machine shop at
Ft. Wav-ne, Ind., is being remodeled and enlarged.

Southern Pacific. — It is reported that new shops will be
erected at Newark, Cal.

St. Louis, Brownsville & Mexico. — A repair shop is being
built at Kingsville, Tex.

Texas & P.\cific. — .\ site has been purchased in New Orleans,
La., for terminal facilities.

Marvin F. Wood, general sales manager of the \'an Nest
Company, New York, has resigned.

The name of the Dearborn Drug & Chemical Works has been
changed to Dearborn Chemical Company,

The offices of Clement F. Street, Schenectady, N. Y., have
been moved to 30 Church street, New York.

H. T. .Armstrong has been placed in charge of a branch office
of the Davenport Locomotive Works in the First National Bank
building, Cincinnati, Ohio.

The Pullman Company will raise the salaries of its clerical
force January 1 by amounts ranging from two to 12 per cent.
The increase will amount to $300,000 per year.

The Oxweld Acetylene Company removed its general office in
Chicago on December 16, from the Peoples Gas building, to its
new works at Thirty-sixth street and Jasper place.

.A. B. Chadvvick, superintendent of the Armour car shops,
Meridian, Miss., has resigned to become manager of the shops
of the Grip Nut Company, Chicago, effective January 1.

L. H. Mcsker, manager of the St, Louis branch of Manning.
Maxwell & Moore, Inc., has resigned to take a similar position
with the Ferro Machine & Foundry Co., Cleveland, Ohio.

.A. E. Crone, formerly storekeeper of the New York Central
& Hudson River, at Depew, N. Y., has been made supply agent
of the Buffalo Brake Beam Company, Buffalo, N. Y., with office
in that city.

The Western Electric Company, Chicago, has declared an extra
dividend of $2 on its common stock in addition to the regular
quarterly dividend of $2 per share, payable December 31 to stock
of record December 24.

H. E. Lavelie, formerly with the Standard Paint Company,
has been made selling and mechanical representative of the Auto-
matic Ventilator Company, New York, for the middle western
states, W'ith office in Indianapolis, Ind.

John J. Swan, formerly manager of the New York office of
the Chicago Pneumatic Tool Company, and later mechanical en-
gineer in the compressor department of that company, has re-
signed to go to the Oil Power Engineering Corporation, New
York.

The Baldwin Locomotive Works, Philadelphia, Pa., report
that they have a greater working force in their various plants
than ever before. 19,250 employees being enrolled at the Eddy-
stone, Lewistown and Philadelphia works. The new erecting
shop at Eddystone is now in full operation.

The H. W. Johns-Manville Company, New York, has opened
a branch office at il'/z South Broad street. Atlanta, Ga., in charge
of C. S. Berry as manager. To facilitate delivery in the South
a stock of roofings, pipe coverings and other J.-M. asbestos, mag-
nesia and electrical products is carried at that point,

F. M. Whyte has been elected vice-president of the Hutchins
Car Roofing Company, with offices in New York. Mr. Whyte
for many years was general mechanical engineer of the New
York Central Lines, and for the past tw^o years has been gen-
eral manager of the New Y'ork Air Brake Company.

Fred Coe Taylor, chief engineer of the Conley Frog & Switch
Company, Memphis, Tenn., has resigned to go to the H. W.
Johns-Manville Company. New York, as manager of its insula-
tion department, with office in St. Louis, Mo. J. W. Buzick,
assistant engineer of the Conley company, succeeds Mr. Taylor.

Henry Hess has sold his stock holdings in the Hess-Bright
Manufacturing Company. Philadelphia. Pa., makers of ball bear-
ings, to the Deutsche Waflfen & Munitionsfabriken, Berlin, Ger-

jANlAkV, 1913.

AMERICAN ENGINEER.

many, aiul lias resigned liis pusitiuii lu dcvutc liimsclf tu his
utlicr interests. The controlling ownership of the company re-
mains in Anicrica in the hands of F. B. Bright, president.

Charles W. Beaver has been inade manager of the chain block
department of the Yale & Towne Manufacturing Company, New
York, succeeding R. P. Hodgkins, resigned. Mr. Beaver has
been connected with the chain block department of this company
for a number of years, first as salesman and later as assistant
nuina(;er. I'nr the past two years lie has represented the company
in luirupe.

The I.elii'n Company, Chicago, manufacturers of protective
pr<iducts. has jvist completed a large addition to its roofing and
insulating mill at Forty-fifth street and Western avenue, Chicago.
The output of the concern has been practically doubled by recent
improvements. Tlic company is now furnishing its Per-Bona
insulating paper for the 3,000 llarriman Lines refrigerator cars
recently ordered.

The Pullman Company now has approximately 12,000 men on
its payroll in the manufacturing department, as compared with
an average of 7.645 in the last fiscal year, of which 3,000 are
working overtime. The freight car department is running at
about 75 per cent, of its capacity, with orders for about 14.000
cars on the books. The passenger car department is running
at nearly full capacity.

The Vandorn & Dutton Company, Cleveland, Ohio, has in-
creased its space and facilities for the manufacture of its Hard
Service portable electrically operated drills and reamers by dis-
posing of its electric department in which armature, field and
induction motor coils for motors for railway and mill service
were produced. The facilities pertaining to motor repairs, arma-
ture, field and induction motor coils have been taken over liy the
Cleveland Coil & Manufacturing Company.

For a quarter of a century the general office and Chicago
laboratories of Robert \V. Hunt & Co. have been in the Rookery.
Owing to inability to secure in that building the necessary space
m which to conduct their very largely increased business, the
offices and laboiatories were moved on December 1 to the twenty-
second floor of the Insurance Exchange building, Jackson boule-
vard, between Sherman street and Fifth avenue.

Joseph M. Brown, who has been engaged in the railway supply
business under the name of Joseph M. Brown Company, has
taken a partner and incorporated under the name of Brown-
Lewis Railway Supply Company. The new company will con-
tinue the representation of the several companies previously
handled by Mr. Brown, in addition to the high-speed tool steel
of the Newman-Andrew Company, of New York, importers of
the "Toledo brand" of tool steel. The latter will be handled
by Mr. Brown's partner, James S. Lewis, who has been con-
nected with the Charles G. Stevens Company, and has bad many
years of experience in tool steel business.

The reorganization committee of the Allis-Chalmers Company.
Milwaukee, ^Vis., has called a third assessment of $3 on the com-
mon stock and $6 on the preferred stock. The assessment is
payable January 15. There still remains to be paid $4 on the
common and $8 on the preferred. The court has ordered that
the foreclosure sale of the Allis-Chalmers properties take place
February 3. Up to December 13 there had been deposited under
the plan of reorganization $10,458,000 first mortgage 5 per cent,
bonds, or 93 per cent, of the outstanding issue, $14,146,500 — 7 per
cent, cumulative preferred stock, or 88 per cent, of the outstand-
mg issue, and $17,215,600 of the common stock, or 86 per cent, of
the outstandmg issue.

\y. P. Steele has been appointed assistant to the president of
the American Locomotive Company and will perform the duties
heretofore assigned to him in addition to such other duties as
the president may direct. Mr. Steele entered the service of the
Boston & Lowell, now a part of the Boston & Maine, in 1880. He

occupied various positions in the shop, and in firing, running and
other classes of locomotive service until 1901. b'or the next six
years he was associated with railway supply concerns which were
interested in locomotive development and in 1907 entered the
engineering department of the American Locomotive Company as
an assistant to the vice-president in charge of design. This posi-
tion he held until the time of his appointment as noted above.

J. 15. Fnnis has been appointed chief mechanical engineer of
the .\mcrican Locomotive Company, with headquarters at New
York. He will perform the duties formerly assigned to the vice-
president in charge of engineering with the exception that the
chief engineer will report directly to the president on construction
and shop engineering matters. Mr. Ennis became identified with
the engineering department of the Rogers Locomotive Works, at
Paterson, N. J., in 1895. Later he was connected in a similar
capacity with both the Cooke Locomotive Works, of Paterson,
N. J., and the Schenectady Locomotive Works, Schenectady,
N. Y. He has been connected with the engineering department
of the American Locomotive Company at the New York office
ever since its organization.

William Miller, president of the Monarch Pneumatic Tool
Company, has resigned, effective December 31, and has accepted
the vice-presidency of the Pyle-National Electric Headlight Com-
pany, with offices in the Karpen building, Chicago. Mr. Miller
began his apprenticeship in the Hannibal & St. Joseph shops at
Hannibal, Mo., in 1881, and in 1885 was journeyman with the
Missouri, Kansas & Texas at Hannibal. He was with the
Wabash at Moberly, Mo., in 1886, and the following year was
employed by the Denver &. Rio Grande at Denver, Colo. He
becaine shop foreman of the St. Louis & San Francisco at
Springfield, Mo., in 1889 ; general foreman of shops of the
Colorado Midland at Colorado City, Colo., in 1900; master me-
chanic of the Terminal Railroad .Association of St. Louis in
1904, and was appointed assistant superintendent of motive power
of the Denver & Rio Grande in 1905. He went to the Western
-Maryland as superintendent of motive power and car depart-
ment at Union Bridge, Md., in 1907, and in 1908 entered the
commercial field as vice-president of the Adreon Manufacturing
Company, with offices at Chicago. Mr. Miller became president
of the Monarch Pneumatic Tool Company and vice-president of
the Standard Railway Equipment Company in 191L

H. F. I'all has opened an office in the Hudson Terminal build-
ing. 30 Church street. New York, as a special consulting engi-
neer. Mr. Ball entered the service of the Pennsylvania Railroad
as an apprentice at Altoona, Pa., in 1884. Four years later he
entered the drafting room at Altoona, and in 18S0 was appointed
chief draftsman of the car department of the Lake Shore &
Michigan Southern. Two years later he was placed in charge of
the car shops at Cleveland, as general foreman, and in 1894 was
appointed general car inspector. Five years later he was made
mechanical engineer of the Lake Shore, which position he held
until his promotion to the position of superintendent of motive
power in February, 1902. In 1906 he left the Lake Shore to ac-
cept the vice-presidency of the American Locomotive Automobile
Company; a few months later his jurisdiction was extended over
the American Locomotive Company as vice-president of engi-
neering. This position he resigned a short time ago, as an-
nounced in our issue of December, 1912. Mr. Ball's tenure of
office, as vice-president of engineering of the American Loco-
motive Company has been coincident with some of the most
important improvements made in locomotive construction, as well
as the great increase in power and weight wdiich characterize the
present day locomotive. It covered such radical changes in de-
sign, as a substitution of the Walschaert for the Stephenson
valve gear, the use of superheated for saturated steam, and the
successful development of the Mallet locomotive. Mr. Ball was
president of the Central Railway Club in 1900 and of the Amer-
ican Railway Master Mechanics' Association in 190S-6.

AMERICAN ENGINEER.

Vol. 87, No. 1.

Catalogs

Pipe Unions. — A leaflet being sent out by the Jefferson Union
Company, Lexington, Mass., briefly draws attention to the fact
that this company is a specialist on unions and makes nothing
else. The Jeff^erson union is illustrated in several styles.

Power Plant Equipment. — Schutte & Koerting Company,
Philadelphia, Pa., is issuing a twenty-page catalog in which vari-
ous pieces of apparatus used in the power house are illustrated
and briefly described. This includes injectors, condensers, various
types of valves, furnace blowers, automatic eductors, oil firing
system and chimney ventilators.

Coal Conveyors and Industrial Railways. — Two pamphlets
have been issued on the Hunt noiseless coal conveyor and the
Hunt industrial railways, by the C. \V. Hunt Company, New
York. They contain illustrations of the various types of coal
conveyors and automatic dumpers, with a description as to their
applications and a very complete description of industrial rail-
ways.

Electric Testing Laboratories. — A leaflet issued by the Elec-
tric Testing Laboratories, Eightieth street and East End ave-
nue, New York, briefly outlines the work that this company is
prepared to undertake. This includes the preparation of speci-
fications and the inspection and testing of all kinds of electric
apparatus. The tests are made either in the laboratory or at
the manufacturer's works. Tests of equipment in use in any
part of the country will also be undertaken.

Motors and Generators. — Adjustable speed, small sized, direct
current motors in sizes from 1/3 to 32 horsepower, form the sub-
ject of bulletin No. 158 from the Crocker-Wheeler Company,
Ampere, N. J. These are fully illustrated and described and
several applications to machine tools are shown Bulletin No.
159 from the same company is devoted to the subject of alternat-
ing current generators of SO k. v. a., or larger, capacity. These
are designed for both two and three phase circuits and are fully
illustrated.

Chucks. — The Skinner Chuck Company, New Britain, Conn.,
has issued a new catalog and price list which supersedes all pre-
vious publications from this company. In it is illustrated and
described a complete line of independent, universal and combi-
nation lathe chucks, as well as drill chucks, planer chucks, face
plate jaws, drill press vises and reamer stands. With the illus-
tration of each style there appears a table of dimensions giving
complete information on the dimensions of details for each size
of chuck. A telegraphic code with a word for each size of each
type of chuck is included.

Hose Coupling. — Bulletin No. 303 from the Thomas H. Dal-
lett Company, York and Twenty-third streets, Philadelphia, Pa.,
is devoted to a complete illustrated description of the Dallett
quick action hose coupling. This coupling is made of hard
bronze with no projecting pieces to catch when the hose is
trailed on the ground. It is not only designed for rapid con-
necting and disconnecting, but is intended especially to give a
positive air tight joint under all conditions and to remain
coupled in any position of the hose. Other accessories for air
hose are briefly mentioned in the same catalog.

Steam Turbines. — A 48-page booklet recently issued by the
De Laval Steam Turbine Company, Trenton, N. J., fully illus-
trates and describes the velocity stage type of turbine which is
built in sizes up to 600 horse power, and is suitable for direct
connection to centrifugal pumps, blowers or small generators.
This booklet outlines the factors effecting the suitability of
different types of turbines for different services, the methods
of velocity staging for small turbines and the practical con-

siderations of material and design. The velocity stage type
turbine as built by this company has several distinguishing fea-
tures. The catalog is fully illustrated.

Acetylene Generators. — A small leaflet issued by the Alex-
ander K. Milburn Company, Baltimore, Md., briefly describes
various types of acetylene gas generators to be used in connec-
tion with lighting or welding outfits. These are shown both in
portable and stationary forms with lights of practically any de-
sired candle power attached. The portable machines are entirely
automatic and one type of 500 candle power size is shown as
arranged for a hand light. A portable oxy-acetylene welding
outfit is shown, as is also a new oxy-acetylene generator which
utilizes waste steam to generate the gas. This company has
manufactured over 70,000 acetylene generators.

Welding, Cutting and Brazing. — The Northwestern Blau-Gas
Company, St. Paul, Minn., has issued a 40-page pamphlet illus-
trating and describing the ways in w-hich Blau gas may be used
for welding, cutting and brazing. Blau gas is a new gas invented
by Hermann Blau, a German, and is exceptionally well adapted
for welding, cutting and brazing purposes. It is a compressed
liquefied distillation gas produced from mineral oils. In the
process of manufacture it is reduced to 1/400 of its volume and
all poisons and impurities are removed. One cubic foot of ex-
panded gas w'ill produce 1,800 B. t. u. .\mong the illustrations
are shown repairs to heavy gear wheels, automobile chassis, pro-
peller blades, crank shafts and the cutting of steel girders.

Electric Drills. — Three bulletins issued by the Chicago
Pneumatic Tool Company, Fisher building, Chicago, describe
the latest development in portable electric drills. One is de-
voted to heavy duty electric drills for alternating current, which
are built in sizes ranging from ^ in. to 2 in. capacity. The
construction and equipment of each of these is fully illustrated
and described. Another bulletin is devoted to similar infor-
mation on heavy duty electric drills for direct current which
are furnished in sizes covering the same range. The third
bulletin is devoted to drills which will operate on either direct
current or single phase alternating current. These are furnished
in sizes suitable for holes of from 3/16 in. to 1% in. diameter
in metal. General specifications are given for each size.

Passenger Traffic in Japan. — The gross earnings of the
Japanese railways are 55 per cent, from passengers and 45 per
cent, from freight, as compared with 25 per cent, from pas-
sengers and 75 per cent, from freight in the LTnited States. —
Erie Railroad Employees' Magazine.

Swiss Railway Earnings. — The receipts of the Swiss state
railways for 1911 were as follows: Passenger traffic, $15,001,890;
freight trafiic, $21,263,988; other receipts, $1,458,926, a total of
$37,724,804. Expenditures were $22,664,762, making a balance in
favor of the government of $15,060,042.

Physical Valuation of the Lehigh Valley. — As a result of
the physical valuation on the Lehigh Valley it is shown that the
company's property used for transportation is worth $300,000,000,
which amounts to $159,300,000 surplus for the stockholders, or a
percentage value of 236 for the shares.

Maintenance Costs on Nebraska Railways. — Engineering
and superintendence on Nebraska railways cost $1,034.67 per
roadway mile and $810.15 per track mile, or 2.16 per cent, of
the total value of roadway, equipment, etc. These figures are
from the report of the Nebraska State Railway Commission.

Engineman Imprisoned for Negligence. — In Germany, last
June, an engineman overran a signal set against him and
caused a collision by which three persons were killed and 28
injured, some of them severely. The criminal court at Leipsic
tried him for criminal negligence and sentenced him to 15 months'
imprisonment.

February, 1913.

AMERICAN ENGINEER.

Engineer

"The Railway Mechanical Monthly-

Uncluding the Railway Age Gazette "Shop Edition.")

Published on the First Thursday of Every Month, by the

SIMMONSBOARDMAN PUBLISHING COMPANY,

83 Fulton Street, New York, N. Y.

CHICAGO: Transportation Bldg. CLEVELAND: Citizen's Bldg.

LONDON: Queen Anne's Chambers, Westminster.

EowAiD A. SiUMONS, President. Henry Lee, Secretary.

L. B. Sherman, Vice-President. A. E. Hooven, Business Manager.

The address of the company is the address of the officers.

Roy V. Wright, Editor. R. E. Thayer, Associate Editor.

E. A. Averill, Managing Editor. A. C. Loudon^ Associate Editor.

George L. Fowler, Associate Editor.

Subscriptions, including the eight daily editions of the Railway Age
Gatette published in June in connection with the annual conventions of
the Master Car Builders' and American Railway Master Mechanics' associa-
tions, payable in advance and postage free:

United States, Canada and Mexico $2.00 a year

Foreign Countries (excepting daily editions) 3.00 a year

Single Copy 20 cents

Entered at the Post Office at New York, N. Y., as mail matter of the
second class.

WE GUARANTEE, that of this issue 4,125 copies were printed: that of
those 4.125 copies, 3,760 were mailed to regular paid subscribers and 125 were
jyrovided for counter and news companies' sales; that the total copies printed
this year to date were 10,276 copies — an average of 5,138 copies a month.

Volume 87. February 1913. Number 2.

CONTENTS

EDITORIALS:

Car Department Competition 57

Exhibits Open During the Evening 57

Moving Pictures and Fuel Economy 57

The Finishing Shop 58

New Y'ork Central Steel Coaches 58

Air Brake Hose 58

Jacobs-Shupert Boiler Tests 59

New Books 60

COMMUNICATIONS:

The Advertising Pages 62

Defective Box Cars 62

Equivalent Heating Surface 62

Tire Turning Record 62

GENERAL:

Tests of Jacobs-Shupert Boiler 6Z

Moving Pictures in Railway Educational Work 67

Curves of Locomotive Operation 68

Tests of Spring Steel 70

The Division Master Mechanic 70

Superheater and Feed Water Heater 71

Tabular Comparison of Recent Locomotives 73

New Design of Trailer Truck 74

Taking Up Latetal Play 74

SHOP PRACTICE:

Machine Shop Kinks 75

Driving Box Kinks 75

Iron Rack for Short Lengths 76

Replacing a Driver Spring on a Mallet 76

The Bulldozer in Railway Shops 77

Apprentice Schools on the Erie 80

Shop Kinks 81

Milling Attachment for Lathes 84

Shop Hospital Room 84

Miscellaneous Shop Kinks 85

CAR DEPARTMENT:

Caboose Laws 87

A Collapsible End Construction for Passenger Equipment 87

New York Central Lines Steel Coaches 89

The Electro-Pneumatic Brake 95

Mirror for Inspecting Arch Bars 96

Truck Equalizer Design 96

Specifications for Postal Car Lighting 97

NEW DEVICES:

Horizontal Drilling and Boring Machine 99

Shaper for Driving Boxes 100

A New Design of Car Coupler 101

Automatic Cylinder Cock 101

Pries Outside Metal Car Roof 101

Improved Rod Brass 102

Pneumatic Drill Press Clamps 103

Device for Securing Hand Holds 103

Compound Locomotive Air Pump 104

Car and Truck Locking Device 104

NEWS DEPARTMENT:

Notes 105

Meetings and Conventions 1 06

Personals 107

New Shops 108

Supply Trade Notes 109

Catalogs 110

Q Remember tliat the car department compe-

tition, which was announced in our issue
epar men ^£ December, 1912, and January, 1913, will

Competition close on February 15, and that all manu-

scripts must be received by that time. A prize of $50 will be
given for the best article on a car department subject of spe-
cial interest to our readers. Papers, not awarded the prize, but
accepted for publication, will be paid for at our regular space
rates. Mail your contribution at once.

Exhibits Open Among the reasons in favor of keeping the
_^ . exhibits at the Atlantic City conventions

During the i • ^i i

open durmg the evening are : the opportu-
Evening ^^y f,-,;. ^.^ exhibitor to obtain a greater

benefit from his exhibit and a better return on the money in-
vested in it ; a chance, for the members of the association to
more fully inspect the exhibits, to do so with less haste and
witli an opportunity of talking with the manufacturer or his
representative without constant interruption ; a source of attrac-
tion which will bring everyone connected with the conventions
to the pier during the evening, a result which is greatly to be
desired from every standpoint; an increase in the number of
railway men in other departments who will visit the exhibits
for but one or two days, and a bigger, better and more worth
while exhibit in every way. What are the objections to a trial
of the idea?

Moving Pictures Prominent among the problems which con-
front motive power officers is that of fuel
and Fuel j • i ■ r

economy, and various plans are m force

Economy q^ have been tried out on different roads

in the effort to reduce fuel consumption and eliminate waste.
In some cases a special branch of the motive power department
has been inaugurated to deal with economy in fuel and sup-
plies in general, the most recent road to adopt this system be-
ing the Rock Island. It can scarcely be questioned that the
most satisfactory method of instructing firemen in the proper
methods of performing their work is by individual instruction,
but as a rule conditions will not permit this to be done. The
question of proper instruction along these lines seems to have
been simplified to a very material extent on the Union Pacific
by the use of moving pictures, as described elsewhere in this
issue, and the results obtained should be encouraging, not only
to those directly connected with the work, but also to motive
power officers in general.

Choosing at random from the numerous important points
which might be considered, the condition of the fire when a
locomotive is brought into a terminal is worthy of attention.
It is astonishing how many firemen, considered to be experi-
enced, will bring in fires banked high with fresh coal, by far
the greater part of which must go into the cinder pit as waste.
This leads directly to the waste of steam by popping, a point
brought out by the moving pictures in a most impressive way.
It is difficult at any time to impress on hostlers and others hav-
ing to do with the handling of locomotives at terminals, that
there is no need of keeping the steam pressure of locomotives,
while they are in or about the engine house, constantly at the
blowing off point. When a locomotive comes in with a bright,
hot fire and requires only enough steam pressure to work it
into the engine house, either the surplus steam must escape
through the pops, or the boiler must be cooled. In an effort
to cool the boiler, the blower is turned on hard with the fire
door open and probably an injector is started. In nine such
cases out of ten, whether or not the tubes were dry on arrival,
they will be leaking badly when the locomotive reaches the en-
gine house. There are cases of leaky boiler tubes without num-
ber that can be directly traced to the ash pit handling, and the
only way to improve such conditions is to instruct the men
in the proper methods. To obtain satisfactory results the in-

AMERICAN ENGINEER.

\^0L. 87, No. 2.

struction should not stop after one lesson, but be continued
periodically, and moving pictures seem to offer an easy and
effective means of doing this.

T,. When a locomotive leaves the shop after

1 he , ... . .

heavy repairs it is not, in most cases, im-

inis ing mediately ready for service, and often the

Shop work that is to be done on defects de-

veloped during the breaking in runs will hold it for two or
three days longer before it can be safely delivered for the use
of the transportation department. If the shop is working ef-
ficiently and on a schedule, the return of these locomotives that
are being broken in, for some minor work, interferes with the
routine and may result in an aggravating delay in linisliing
other locomotives. Again, there is much work required just
before the engine goes out, such as the re-application of piping,
putting in cab fittings, painting, attaching the tender, filling the
boiler and firing up. which does not require the facilities of the
main shop and during busy times it should not be occupying
room in the erecting shop. When the roundhouse is adjacent to
the shop it has been the practice to make these repairs there,
but a large shop requires the constant use of several pits for
this purpose with the necessity of the men going back and forth,
to the main shop, as the roundhouse forces could not be ex-
pected to do this finishing work, and the result, while an im-
provement, is not altogether satisfactory, especially where a
roundhouse foreman needs all of the pits that he has. The best
solution is the building of a separate small shop adjacent to the
erecting shop where the pits are provided and used entirely for
this finishing work, and several of the larger shops are finding
this arrangement most satisfactory.

The most recent instance of this kind, is the erection of such
a building at the Scranton shops of the Delaware, Lackawanna
& Western. In this case, it is located directly across the trans-
fer table from the main erecting shop and has four pits. It is
of a structure in keeping with the remainder of the plant, has SO
ft. concrete pits and a floor of creosoted wooden blocks. Smoke
jacks are installed at both ends of each pit and all finishing
work and repairs reported by the engineer after the breaking in
trip, as well as the attaching of the tenders, etc., is performed
here. It is heated with steam, piped throughout for hot water
and compressed air, and lighted with electricity.

New York '^ design of steel passenger cars prepared

bv the mechanical department of the New
Central Steel -i- i /- ^ i t ■ i •

1 ork Central Lines working in conjunction

Coaches ^^jth the builders, is especially noticeable in

two particulars. One is the exceptional thoroughness of the in-
sulation and the other, the very strong end construction. Great
difficulty has been experienced in keeping steel passenger cars
at a comfortable temperature in severe winter weather and the
drain on the locomotive for heating the cars has been greatly in-
creased at just the time that more steam is needed for pro-
pulsion. While it is possible to properly heat these cars by put-
ting in a large radiation surface and supplying it with sufficient
steam, the better way is to prevent, as far as possible, the
transmission of the cold air to the interior of the car or the
loss of heat to the outside. Where there is a continuous metal
connection between the inside and the outside of the car body,
the transfer of the heat and its dissipation on the outside sheath-
ing is very rapid, but where the continuity of such a metal
path is broken with even a thin sheet of non-conductor the
loss will be greatly decreased. In the New York Central cars
an effort has been made to avoid all continuous metallic con-
nection between the inside and the outside, and practically with-
out exception, the effort has been successful. Furthermore, a
sheet of insulation is secured to the back of the outside sheath-
ing and another heavier one on the back of the inside sheathing
or finish. As a fiirtlicr preventive the circulation of air be-

tween the parts of the framing or under the floor has been
prevented.

Experience with steel cars in wrecks has shown them to be
practically invulnerable except w^hen an adjoining car or a loco-
motive pierces the body end framing. With an end construc-
tion sufficiently strong and properly designed, the chance for
loss of life in a steel car, under any condition, is very slight.
On the cars under discussion the diaphragm posts of the vesti-
bule are very heavy and securely supported, but are considered
only as the advance guard, the greater resistance being en-
countered at the end of the body. This consists of two 6 in.,
15.6 lb. Z bars at the corners, set in a pocket in the underframe
casting at the bottom and securely supported at the top. These
are reinforced by large cast steel knees extending up as high
as the belt rail. The door posts are 6 in., I214 lb. I beams, also
set in pockets in the underframes and most securely fastened
at the top to an end plate arranged to give an exceptional re-
sistance in the horizontal plane. These main members taken in
connection with the intermediate 4 in. Z bar posts and the steel
sheathing present a structure which appears to be able to arrest
the movement of any body, especially after it has crushed the
vestibule framing.

Air
Brake
Hose

In considering the subject of improved air
brake hose the question arises as to how
great an increase in cost is justified by the
conditions of service. Without doubt much

of the present trouble with the hose is caused by difficulties not
directly associated with the material, and if these are the basis
for any considerable proportion of the removals, the amount of
increased cost that will be justified for better material is reduced
in the same proportion. Unless there is a time limit provision
compelling the removal of air brake hose after a certain length of
service, the use of a better hose, in the final analysis, is not going
to reduce troubles caused by poor hose, and the argument in favor
of its use is entirely economic. If, for instance, a car has at one end
a high-priced hose which has been in service for two years and at
the other end a low-priced hose which has been in service for
eight months, the chances of failure at either end of the car -wiW
be equal and the better quality of material has resulted only in
a longer life. Considering the matter entirely from the stand-
point of freight cars, no road is justified in using a better quality
of air brake hose than is required by the rules of interchange,
and it is not to be expected that any road will do so. Therefore
the revision of the M. C. B. specifications should be designed to
insure the maximum quality w-hich it is believed the service justi-
fies. It can be concluded that no road will provide a better hose
than the specifications require, and some may apply a poorer one.
\\ hile the conditions of service may not justify the use of a very
high-priced hose on freight cars, there is no one who has had
the temerity to argue that the present hose is good enough.

The effect of most of the so called "users defects" will in some
particulars increase in the same ratio as the length of life of
the hose and an increase in the quality w-ill increase the per-
centage of hose removed on this account, and it would thus seem
advisable to require the use of a material which will have a
normal life equal to the probable length of service before hav-
ing to be removed for these causes. The first problem to be
solved is the determination of the exact conditions in this re-
gard. Next, it will be necessary to know what eft'ect the im-
provement in the quality of the material will have in reducing
these defects. With these questions settled the desired length of
life would be known approximately and a material could be speci-
fied which, while possibly not the best obtainable, would be good
enough to give efficient service. If that is done, however, and
the expectant life of the hose is fifteen or eighteen months, or
possibly two years, the rules should provide for its removal at
the expiration of that time, independent of all other causes. If
such a time limit does not seem feasible, the hose should be of
a quality to insure the maximum practical length of service and

February, 1913.

AMERICAN ENGINEER.

thus make users defects responsible for nearly all the removals.

Probably the principal difficulty with the present hose is rapid
deterioration after being put in service. This is very largely
due to the use of shoddy and rubber substitutes. In either of the
suggested plans, the use of such materials should be prevented,
and it seems probable that a rigid tension test would accom-
plish this. It has also been suggested that a harder composition
be required for both the inner tube and the outer cover, and
that less attention be given to the stretching test. Furthermore,
that the outer cover should be of a better weather resisting qual-
ity than the inner tube. Both of these requirements would tend
to reduce the troubles from users defects.

After a satisfactory quality of material is obtained, however,
but part of the problem has been solved and attention should be
given to compelling the use of properly designed fittings, proper
methods of applying them and greater care in the application of
the hose to the car. \\'hile the present design of coupler, when
the hose is properly put up, will separate with no material dam-
age to the hose, it so frequently occurs that either the couplers
are not in line, or they have been in service so long as to be out
of shape, and the strain imposed on the hose when uncoupli.ig
automatically is very severe and causes serious damage. The
nipples used and the methods employed in applying them in some
shops would indicate that efforts were being made to destroy
the hose as quickly as possible, and the fact that any hose, after
such treatment, is capable of service at all, is surprising.

, , o. . While it has alwavs been realized that the

Jacobs-Shupert . . ' , , ,

heatmg surface m the firebox of a loco-
motive is much more valuable in producing
T^*'* evaporation than that in the flues, the ex-

act relation could only be conjectured. Through the enter-
prise of the Jacobs-Shupert United States Firebox Company,
however, data is now available which permits the designer of
a locomotive boiler to approach the subject with much more
confidence. It has been shown that with a typical locomotive
boiler having tubes 18 ft. 2 in. in length in which about 7 per
cent, of the total heating surface is in the firebox and when
burning a long flame bituminous coal at normal rates of com-
bustion the firebox evaporates 40 per cent, of the total steam
from the boiler and the ratio of the heat absorbed per square
foot by the firebox to that absorbed by a square foot in the
tubes is as 6.15 to 1. This is w-ithout a brick arch in the firebox.

Before the results of these tests, valuable as they are, are
used in practical design the conditions which held during the
making of the tests and the possible effect on the results as
well as the methods of competition should be thoroughly under-
stood. Primarily, the tests were intended entirely as a com-
parison between two different types of fireboxes applied to
otherwise exactly similar boilers and all conditions during the
same tests on both boilers were alike. In neither case, how-
ever, were these conditions exactly normal. The tests proved
conclusively that, as steam makers, the two boilers were prac-
tically equal. The low water tests which were made later,
however, proved that the Jacobs-Shupert sectional firebox was
very much the superior under the conditions of the trials.

In the first series of evaporation tests it was necessary, since
the evaporation of the tw'o parts of the boiler was to he deter-
mined by the amount of feed water injected into each, to sepa-
rate the firebox from the barrel with a water tight partition
which consisted of an extension on the back tube sheet. This
prevented all circulation between the two parts and necessitated
the injection of feed water into the firebox section as well as
through a check valve in the usual position. The feed water
in the firebox section was discharged through a perforated pipe
extending for practically the full length of the box and located
over the center of the crown sheet. Since the rate of heat
transferred through a sheet depends on the difference in tem-
perature in the two sides of the sheet, it is probable that the

entrance of the cold water at practically the hottest part of the
firebox resulted in a considerable increase in the rate of heat
transfer at that point. On the other hand, it required the cold
water to gradually find its way down along the outer sheet in
the water legs and probably decreased the normal amount of
circulation and increased the average temperature of the water
in tile water legs, thus decreasing the heat transfer through the
side sheets. Again, the injection of the cold water directly to
the firebox section, which under normal conditions is supplied
with water that has already been heated in the barrel, required
it to do more work in delivering the same amount of steam.
With the front end temperatures and the efficiency of combus-
tion the same, the distribution of heat between the firebox and
the tubes will depend on how much the firebox can absorb,
since the tubes w'ill only be supplied with the remainder. If
then, the conditions of the test were such as to permit the fire-
box to take up a larger portion of the heat than would be the
case if it had received water from the barrel of the boiler, the
tubes would be somewhat handicapped and the fact that the
boiler in its normal condition and receiving feed water only
through the usual check valve, gave practically the same ef-
ficiency that it did when it was tested with the partition between
the firebox and the barrel, would not be conclusive proof that
the distribution between the firebox and the tubes was e.\act.
While the tests on circulation, which were all confined to the
movement of the water in the water legs, proved that the cur-
rents were not as strong, nor as direct as had been supposed,
and also indicated that the movement from the barrel to the
firebox is very gradual, it must be remembered that when the
circulation tests were made, the firebox was fitted with two
large arch tubes which was not the case when the separate fire-
box tests were made. While we have no exact knowledge of
the rapidity of the movement of the mixture through the arch
tubes, there is no doubt but what it is very rapid and would
decidedly affect the character of the circulation in the side
water legs.

It is to be regretted that the facilities for the tests and the
time allowed did not permit a more complete investigation to
check the effect of these various features, but it would hardly
be just to expect a manufacturing company to stand the ex-
pense oi a series of tests which would probably extend over
tivo years and develop facts, which, while of great value to
the engineering world in general, would be of no particular
importance in its own field and the Jacobs-Shupert United
States Firebox Company is entitled, and should receive the
hearty commendation of all engineers for the work it has done.
In connection with the results, as published in Dr. Goss' re-
port, attention should be drawn to a few features which, if not
understood, might lead to some error in the use of the data.
Tlie firebox heating surface of the Jacobs-Shupert firebox is
the developed area of the sheet, which -gives this box 21.4 sq.
ft. greater heating surface than the radial stay firebox. This is
an increase of over 14 per cent., and the unit figures of evapo-
ration from the Jacobs-Shupert firebox are smaller by that
amount than would be the case if the projected area had been
used. The evaporation from the back tube sheet is credited
to the firebox by being pro-rated on the basis of each square
foot being equivalent to the average square foot of the rest of
the firebox, and this amount is deducted from the evaporation
of the barrel. This area amounted to 27.5 sq. ft. for the radial
stay boiler and 28.9 sq. ft. for the Jacobs-Shupert. The heat-
ing surface of the tubes is figured on the inside surface, while
the published heating surface of other boilers is given for the
outside of the tubes. The difference in this case is to reduce
the amount of tube heating surface by 10.8 per cent. The
area of the front tube sheet which amounts to 18.6 sq. ft. in
both boilers, is included in the heating surface. This area is
not included in the published heating surface of locomotive
boilers. The area of the arch tubes is not included in the
heating surface in connection with the results of evaporation

AMERICAN ENGINEER.

\"0L. 87, No. 2.

after the arch was installed. The report docs not state
whether the arch tuhes were in place during the tests without
a brick arch, and without this information it is impossible to
determine whether the increased evaporation as given by the
arch is due entirely to the improved combustion or whether
part of it should be credited to the heating surface of the arch
tubes.

NEW BOOKS

Shop Notes. Edited by H. H. Winsor. 208 pages. 6!4 in. x 9}4 in. Illus-
tr.ited. Bound in paper. Published by Popular Mechanics, Chicago.
Price, 50 cents.

This is the ninth annual year book of the Popular Mechanics
Shop Notes and is a collection of the articles published during
the past under that head in the monthly edition of the magazine.
It includes 59S easy ways of doing things in the several trades.
The items are all original and are simple in construction, making
it possible for a handy amateur to duplicate them. .A complete
index is given in the back of the book.

Density and Thermal Expansion of Linseed Oil and Turpentine. By H. W.
Bearce, Assistant Physicist. Bureau of Standards. Technological Paper
No. 9. Published by the Bureau of Standards, Washington. D. C.

This pamphlet has been prepared in response to a demand for
a more complete knowledge concerning the physical properties
of linseed oil and turpentine. Samples were taken from various
manufacturers in different locahties throughout the country. The
apparatus and method of procedure used is thoroughly described,
together with the results obtained and comparisons with previous
tests. A good deal of the information is given in the form of
tables of density, weight and volume as determined from the
tests.

Coal. E. E. E. Somermeier, Professor of Metallurgy, Ohio State University.
Bound in cloth. 167 pages. 6yi in. x Oyi in. Published by the
McGraw-Hill Book Company, 239 West Thirty-ninth street. New York.
Price, $2.00.
The information is largely based on private notes, scattered
general information, technical bulletins, and original papers in
technical journals. The author has endeavored to keep in mind
throughout the work the mechanical and power plant engineer,
the chemical engineer and chemist, and the non-technical business
man who has to do with the buying and selling of coal. The
work is divided into 10 chapters, the first deahng with the com-
position and heating value; the second with the chemical analysis;
the third, fourth, fifth and sixth with the testing of fuel ; the
seventh and eighth with the improvement by washing and the
general purchase of coal under specifications ; the ninth thor-
oughly discusses the method and theory together with the results
obtained through gas analysis by the Orsat apparatus ; the tenth
chapter is given over to analytical tables, giving the composition
of various kinds of coal found throughout the United States.
The book contains a few diagrams, clearly illustrating the various
methods used in the testing of coals.

The Elements of Healing and Ventilation. By Arthur M. Greene. Jr.
Cloth, S'A in. X 9 in., 31S pages, 223 illustrations. John Wiley & Sons,
New York. Price, $2.50.

The aim of this book has been to bring together in logical order
and in a small volume the necessary data from which to design
the heating and ventilating systems of buildings. There are
twelve chapters dealing with methods of heating and of calcu-
lating the heat required; amount and condition of air for venti-
lation; loss and gain of heat; radiators, valves and heat trans-
mission, etc. Direct steam, indirect and hot water heating are
all dealt with, as well as furnaces and boilers, district heating,
temperature control and drjing by air. Numerous tables and
charts are used throughout the book.

International Railroad .Master Blacksmiths' Association. Proceedings of
the 1912 Convention. Bound in cloth. 334 pages, SJ/J in. x S'A in.
Published by the International Railroad Master Blacksmiths' Associa-
tion, A. L. Woodworth, Secretary, Lima, Ohio.

The twentieth annual convention of this association was held in
Chicago, 111., August 20-23, 1912. Among the subjects considered
were Drop Forging, Frog and Track Work, Forging Machines
and Dies, Springs and Spring Making, Frame Making and Re-
pairing, Heat Treatment of Metals and Piece Work.

A Treatise on Cement Specifications. By Jerome Cochran. Cloth bound,
6 in. X 9 in., 101 pages, 7 illustrations. D. Van Nostrand Co., New
York. Price $1.00.

While the author recognizes in his preface the impossibility of
drawing specifications for cement which will be applicable
to all classes of work and under all conditions, he has tried to
make the presentation of the subject more complete than has
ever before been attempted. The specifications proper cover 76
pages and include clauses on general conditions governing the
use of cement, furnishing it to the contractor, purchasing it
from manufacturers, delivering and storing it, inspecting and
testing, testing requirements, methods of testing, and significance
of tests. In addition to the specifications there are chapters
on methods of mechanical analyses of Portland cement, bibli-
ography of specifications for cement and bibliography of for-
eign cement specifications. The work is intended as a guide
to students and young engineers in the preparation of specifica-
tions, and the aim has been to make this set consistent and in
conformity with modern practice.

.4n E.rtension of the Dewey Decimal System of Classification .-Ipplied to the
Engineering Industries. By L. P. Breckenridge and G. A. Goodenough.
Bulletin No. 9 (revised edition). University of Illinois Engineering
Experiment Station. Size 6 in. x 9 in., 117 pages. Price, 50 cents.

The filing and classification of engineering data has become a
matter of much importance, and this bulletin was prepared for
use as a guide in carrying out such work. Bulletin No. 9 was
originally issued in 1906, and the demand was so great that a
second edition was printed and distributed, 20,000 copies in all
having been sent out. The demand for the bulletin having
continued, the revised bulletin has been prepared with a num-
ber of changes and extensions presenting subdivisions of sub-
jects in such detail as to constitute a complete classification
for most industries, even though they are highly specialized.
This revision has been made in accordance with the 1911 edition
of "Decimal Classification," by Melvil Dewey. The experiment
station is unable to make this revised bulletin subject to
gratuitous distribution and a charge of 50 cents is made for
copies postpaid.

Locomotive Dictionary. 1912 (Third) Edition. Compiled and edited for
the American Railway Master Mechanics' Association by Roy V.
Wright, managing editor of the Railway Age Gazette and editor of
the .American Engineer, assisted by Porter L. Swift. Illustrated.
901 pages. 9 in. x 12 in. Published by the Simmons-Boardman Pub-
lishing Company, New York, and distributed by the McGraw-Hill Book
Company, 239 West 39th street, New York. Price, leather bound, $6;
cloth bound, $4.

The progress made in the design of locomotives, both steam and
electric, during the past three years is well illustrated by the con-
tents of this edition of the Locomotive Dictionary when compared
w-ith the 1909 edition. It has been necessary to go beyond a
mere revision of the previous edition, and so far as the illustrated
section is concerned, it is a practically new book. The definition
section also has been thoroughly revised and considerably ex-
panded. While the Mallet, Mikado and Pacific type locomotives
have been given special attention, the hghter tj'pes are by no
means overlooked. This is especially true in connection with the
switching and Atlantic type locomotives. In connection with
each locomotive elevation a complete list of dimensions, weights
and ratios is given, an improvement which, no doubt, will be

Febri'arv. 1913.

AMERICAN ENGINEER.

much appreciated. It is evident that considerable study has been
given to the selection of the typical parts and details that are
presented and only approved designs that have been successful
in service are illustrated. Cross references between the general
and detail drawings are included wherever possible. Among the
new sections that have been added are one on mechanical stokers
and one on locomotive tool equipment; the sections on oil burn-
ing locomotives, electric locomotives, air brakes, and frames
and frame bracing have been materially enlarged. The illustra-
tions showing the Master Mechanics' standards have been en-
tirely redrawn, making them more legible and greatly improving
their appearance. The section on machine tools occupies 60 pages
and gives photographic reproductions of practically all kinds of
metal working machinery used in the repair of locomotives. The
study of machine tool operations by L. R. Poraeroy, which first
appeared in the April, 1909, edition of the American Engineer &
Railroad Journal, and was included in the 1509 edition of the
Locomotive Dictionary, is again presented.

Car Builders' Dictionary. 1912 (Seventh) Edition. Compiled and edited
for the Master Car Builders' Association by Roy V. Wright, managing
editor of the Railufay Age Gazette and editor of the American Engi-
neer, assisted by .\ndrew C. Loudon. Illustrated. 953 pages, 9 in. x
12 in. Published by the Simmons-Boardman Publishing Company, New
York, and distributed by the McGraw-Hill Book Company, 239 West
39th street, Xew York. Price, leather bound, $6; cloth bound, $4.

The Car Builders' Dictionary is too well known to require any
description, and this, the seventh edition, does not differ ma-
terially in plan and scope from its predecessors. How-ever. it
cannot be properly designated as a revision of the last edition,
since it is to all intents and purposes an entirely new book. The
progress in car design and construction has been so great during
the past three years that a large part of the illustrated section of
the 1909 edition was found to be obsolete. The designs illustrated
in the present edition have been most carefully selected and rep-
resent approved modern practice in every particular. The smaller
and lighter equipment has by no means been overlooked, but re-
cent improved designs have been chosen as examples. It is evi-
dent that the utmost care has been used to make the book com-
plete and to cover the full range of rolling stock. This has re-
sulted in a material increase in the size of the volume, in spite
of the fact that the machine tool section given in the pre-
vious edition has been eliminated. The drawings are fully di-
mensioned, and all of the more important details are shown
separately. A cross reference giving the location of the draw-
ings of associated parts accompany many of the captions and are
one of the new features which will be fully appreciated. One
of the most valuable parts of the book is that containing the
standards of the Master Car Builders' Association, which are
given complete, and in each case have been redrawn on a larger
scale, making them much more legible than those furnished by
the association. In the definition section, all of the new terms
that have come in general use during the past few years have
been included, and their meaning made clear. Definitions of
other terms have been completely revised, and in many cases
entirely reworded. Among the new features are the complete
details and specifications for postal cars as required by the United
States government. The section on electric motor cars has been
greatly extended, and an entirely new section on wrecking equip-
ment and tools has been added. Typographically the book pre-
sents a much more pleasing appearance than former editions, and
the reproduction of the photographs is particularly well executed,
permitting a study of many of the details which are commonly
lost in the final impress of half tones.

Die Beleuchtnng ~Mn Eisenbahn-Personenwagcn (The Lighting of Passenger
Cars). By Dr. Max Biittner, Berlin. 235 pages, 6 in. x 9 in., 108
illustrations. Cloth. Julius Springer. Price 7 marks ($1.75).

The title of this book would be more descriptively accurate if
it were to be called the Lighting of Passenger Cars by Elec-
tricity, for though lighting b\' candles, oil and gas is discussed.

it occupies but 25 pages of the book. The balance is entirely
devoted to a description andjdiscussion of the different methods
of electric lighting in use. In the brief reference to the earlier
forms of lighting, the Pintsch and Frost systems are described,
as well as a few lamps for burning oil and for holding candles.
The methods of electric lighting are divided into three classes :
Those in which the current is supplied by an accumulator; by
a dynamo in the baggage car or other compartment of the
train and driven by its own steam engine; and a dynamo driven
from the axle of the moving car. The list of the several types
of each of the three classes is quite complete, so far as European
practice is concerned, but does not quite cover everything that
has been done in the United States. This statement applies
more particularly to the work of the steam driven dynamo
rather than to the axle system ; for, among the descriptions of
the latter class we find many that have been developed in the
United States, so that as a book of reference for the engineer
who is engaged, or is interested in this class of work, the book
will fill an important role.

In the fourth chapter of the second part, the author gives
descriptions of rnany attachments that are used, such as couplers
and the like, and summarizes the situation and requirements for
car lighting. According to Dr. Biittner, the same principles
should be applied and the same requirements exist as for house
or room lighting. The lighting should be of sufficient brilliancy
so that passengers can see to read without straining the eyes.
The light should be soft and uniform without flicker or varia-
tion, and the sources of the light must be so disposed that the
eye will not be blinded or dazzled thereby, and the system should
be so designed that the maximum amount of illumination will
be obtained with a minimum of complication in the mechanism
and consumption of power. The arrangement of the lamps
should be so planned that, as far as possible, there should be
the same amount of illumination at each point throughout the
car. To accomplish this, it is not advisable to use a single
lamp of high power at any one place, but rather a number of
lamps of lower intensity scattered throughout the interior.

As a general thing, deck or ceiling lamps are preferred,
though very many side lamps are in use. Referring to the con-
struction of German cars, he states that where deck or ceiling
lamps are used they must not be placed too high, and yet they
should be high enough so that the shadows cast by the parcel
racks will not interfere with the illumination. A height of from
6 ft. to 6j4 ft. is recommended, which would hardly be sufficient
for the American type of car. While the use of a glass shade
to protect the incandescent bulbs from breakage is recommended,
the author does not approve of a shade that will absorb any
of the light, but urges the use of reflectors above the lamps in
order to throw the rays of light down, and commends the
practice of using special reading lamps back of the seats.

One paragraph in this discussion is of special interest, wherein
there is given a summary of the amount of light furnished to
different classes of German cars. The author says that the
brilliancy of the illumination supplied varies widely on different
systems of railways. The most brilliantly lighted cars in Europe
are those of the Prussian State Railways that are fitted with
reading lamps. In the first class compartments there are two
lamps of 20 candle power each and four reading lamps of
6 candle power each. In the second class compartments, instead
of the two of 20 candle power, there are two of 16 candle power.
It is calculated that, with this equipment, the illumination is
16.8 candle meters on the floor of the first class car, and 14.8 on
that of the second class, with the reading lamps in use. In the
new cars the reading lamps have been abolished and the first
and second class compartments are lighted with two lamps of
20 candle power each, while the third class are lighted with two
of 16 candle power. These lamps are set about 6 ft. 6 in. above
the floor and the illumination on the latter is from 10 to 10.5
candle meters. The illumination of the cars on other European
roads is, for the most part, less than that just given.

AMERICAN ENGINEER.

Vol. 87. No. 2.

Communications

THE ADVERTISINGXPAGES

MlNNE.\P0Lis, Minn., January 15, 1913.

To THE Editor of the American Engineer ;

I wish to congratulate you on the appearance of the advertising
pages in the recent issues. Several of your advertisers are tak-
ing advantage of their opportunities and furnishing us with real
information, often of decided value and always interesting. I
wish they would all follow the e.xample of the leaders in this
regard and break away from the hackneyed, stereot\'ped claims
of superiority. If their machines are so much superior there
must be good reasons for it. Why don't they give us practical
examples of results and sound argument and allow us to judge
the value of their product on this basis? We have to do it in
the end, anvwav. Re.\der.

DEFECTIVE BOX CARS

.Vlbany, N. Y., January 15, 1913.

To THE Editor of the American Engineer :

The article in your January issue, by R. W. Schulze, on Grain
Car Inspection, deals with a number of important points con-
nected with proper repairs to grain carrying cars. In a great
many cases, however, much of the trouble and expense incidental
to preparing cars for the transportation of grain and similar
commodities would be unnecessary if the cars were better put
together when built. The poor workmanship on many box cars
makes them unfit for carrying any perishable product, even when
they are new, and after they have been used a few months in
general service their condition is almost hopeless so far as grain
carrying is concerned. This helps greatly to increase the damage
and short weight claims and can be bettered only by getting
after the design and construction of new cars. Inspector.

EQUIVALENT HEATING SURFACE

Philadelphi.\, Pa., January 24, 1913.

To THE Editor of the American Engineer :

It has been your custom for several years to use a quantity
which you term "equivalent heating surface" in connection with
superheater locomotives. You explain this to be the evaporative
heating surface plus 1.5 times the superheater heating surface.
I do not understand how you arrive at the conclusion that super-
heater heating surface is 1J4 times as valuable as evaporative
heating surface. I understood Mr. Young to state at the Decem-
ber meeting of the A. S. M. E. that his tests iridicated the super-
lieater heating surface to be about one-half as valuable as heat
absorbing surface as was the water evaporative surface I believe
that Air. Hoffman also stated that the superheater heating surface
was somewhat less efficient. If these are the facts I do not see
what justification you have in using lyi times the superheater
heating surface. Pacific.

[Editor's Note: Our practice of using 1.5 times the super-
heater heating surface and adding it to the evaporative heating
surface on superheater locomotives started shortly after the first
locomotives having a high degree superheater was put in use in
this country, and resulted from a desire to obtain a figure for
heating surface of superheater locomotives which would permit
their ratios to be compared directly with saturated steam loco-
motives. At that time the Canadian Pacific had more experience
with this type of superheater than any other company, and ^Ir.
Vaughan stated that his observations indicated that a locomotive
having a high degree superheater with a surface equal to about
Yi the water heating surface which its introduction required to
be eliminated, would give practically the same power as the

saturated steam locomotive. No elaborate tests had been made
to check the figure and it was based largely on practical experi-
ence. Since that time there have been no data available that
seemed to indicate this figure to be incorrect, although it is
believed that it is exactly applicable only to certain particular
conditions.

It must be understood in this connection that the locomotive
is being considered as a whole and not the boiler alone. Mr.
Young's statement applied only to the boiler and was based on
the heat absorbing capacities of the different surfaces. The
factor as we use it. however, also includes the action of the steam
in the cylinders. Tests have shown that the superheater saves
on an average of 25 per cent, of the water when delivering the
same power. If we assume a case of a saturated steam locomo-
tive where the steam consumption per indicated horsepower per
hour is 26 lbs., the steam consumption for a high degree super-
heater locomotive of the same size, under the same conditions,
would be 19.5 lbs. of water per indicated horsepower. .\t 1,500
horsepower this would require the boiler of the saturated steam
locomotive to deliver 39,000 lbs. of water per hour and the boiler
of the superheater locomotive to deliver 29,250 lbs. of water. If
the saturated steam boiler had an actual evaporation of 10 lbs.
of water per sq. ft. of heating surface per hour it would have
3,900 sq. ft. total heating surface. While it is probably not
e.xactly accurate to assume that the evaporative heating surface
of the superheater locomotive would have the same average rate
per sq. ft., owing to the fact that a considerably larger portion
of the surface is in the firebo.x which will give the same total
evaporation in both cases and will thus require less to come from
the tubes, the fact that most of the tube heating surface in a
superheater locomotive is at the bottom of the boiler, which is
probably less efficient than that at the top, there will be no great
error introduced by assuming that the average rate per sq. ft.
in the assumed case is also 10 lbs., which will give 2,925 sq. ft. of
total evaporative heating surface in the superheater boiler. As
a general average it is found that the ratio of the evaporative
heating surface to superheater heating surface in modern boilers
is about as 4.5 to 1, which in the assumed case would give a
superheater having 650 sq. ft. of surface. If we then take 1.5
times this and add it to the 2,925 sq. ft. of evaporative heating
surface we have a total of 3,900 sq. ft., or exactly the same as is
in the saturated boiler.]

TIRE TURNING RECORD

Clifton Forge, Va., January 25, 1913.
To THE Editor of the .-Xmerican Engineer:

I am enclosing a report of a driving wheel tire turning test
which in my opinion is very good, and is hard to beat. The depth
of cut was from % in. to 5/16 in., and the feed was 9/16 in.

Xo. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7

Diameter wheel, finished, in.. 55H 5SH 5SH SSH 55Ji 55H 55H

Diameter wheel, rough, in 56 56 56 56 56 56 56

Floor to chuck, minutes 10 10 5 5 5 7 8

Turning, minutes 32 27 22 25 18 33 31

Machine to floor, minutes 7 5 3 4 3 6 4

Total time, minutes 49 42 30 34 26 46 43

Cutting sneed ft ner minute HO to 10 to 10 to 10 to 10 to 10 to 10 to
-.utt.ngspeea, rt. permniutc... I ^^ ^^ j. j. j_ j^ j^

The test was made on a 90-in. heavy duty Niles-Bement-Pond
machine, which is driven by a 50 h. p., d. c, Westinghouse motor.
I would be glad to know of any one beating the time of 26 in.
from floor to floor. E. A. Murray.

Master Mechanic, Chesapeake & Ohio.

Draft Timber Bolts. — .\n ample supply of draft timber bolts
should always be kept on hand at car repair points. The time
required to straighten and rethread old bolts may cause serious
delay to important lading. If new bolts are always available
the old ones can be fixed up at a more convenient time.

Tests of Jacobs-Shupert Boiler

Under Normal Conditions a Locomotive Firebox With-
out an Arch Evaporates 40 Per Cent, of the Water

The report of Dr. W. F. M. Goss on the comparative tests of
a Jacobs-Shupert and a radial-stay boiler of identical size, which
were made under his supervision, states that the evaporative
efficiencies of the two boilers were found to be practically the
same, but that the Jacobs-Shupert boiler demonstrated some ad-
vantages in the matter of capacity over the radial-stay boiler
and was forced without the least sign of distress to an un-
precedented rate of power. When fired at a rate of 6,553 lbs.
of dry gas coal per hour and a rate of combustion equal to
115.35 lbs. of dry coal per square foot of grate area, it gave an
equivalent evaporation per hour of 19.13 lbs. of water per square
foot of heating surface and developed 1,669 boiler horse power,
or an equivalent of one boiler horse power for each 1.8 sq. ft.
of heating surface. The equivalent evaporation per pound of dry
coal was 8.78 lbs. of water, or the evaporation of 7.35 lbs. of
water from 68 deg. feed water. The over-all boiler efficiency
under these conditions was 65.34 per cent., and of the boiler
exclusive of the grate, 67 per cent.

This report shows that when a long flamed bituminous or gas
coal was used the firebo.xes of both boilers absorbed from prac-
tically 49 to 31 per cent, of the heat in the range of combustion
from 1.600 lbs. to 4,400 lbs. of dry coal per hour. When using
this kind of coal between these rates the percentage of the total
heat absorbed by the firebo.x can be found by dividing the pounds
of coal tired per hour by 190 and subtracting the quotient from
56. This applies to a firebox not fitted with a brick arch. In
nune of the tests of the firebox, as separated from tlie barrel, was
the brick arch used. Tests were made to ascertain the effect of
the brick arch on the boilers in their normal condition and this
developed that with long flamed fuel the arch showed an increased
evaporation per pound of coal of 12 per cent., and when using
the short flamed bituminous coal the increased evaporation, due
to the presence of the arch, was 8 per cent.

An investigation was made to determine some facts in connec-
tion with the circulation of the water around the firebox. These
showed the rate of flow to be considerably less than had been
anticipated and indicated that the opening in the stay plates of the
Jacobs-Shupert firebox was sufficient to admit the water in ample
quantities to all parts of the water leg. The tests were not ex-
tensive enough to develop accurately the presence of any definite
currents.

The general results of the low water tests, which completed
the series, have been published in these columns.* These resulted
in the failure of the crown sheet of the radial-stay boiler at a time
when the water level was 14J/2 in. below the top of the crown
sheet, which occurred 17-]4 min. after the water level had reached
the crown sheet. The Jacobs-Shupert firebox, however, did not
fail in any particular, although the water reached a point 2SJ/2
in. below the level of the crown sheet, 34 minutes after it had
reached that level. The water level finally fell to nearly 40 in.
below the crown sheet and the test was forced to a conclusion
by the lack of sufficient steam to maintain the draft. An inspec-
tion of the boiler after the tests showed all the usual effects of
overheating except that the firebox was intact. Three-quarters
of the tubes were out of water and had sagged from the effects
of the heat. Several had collapsed. There was some change in
the curvature of the sections, but there were no local pocketing
and no leaks between the sections. In preparing for this test
the tubes of both boilers were welded to the back tube sheet.
This test is believed to be a conclusive demonstration of the
superior strength and safety of the Jacobs-Shupert firebox under
low water conditions.

•See American Engineer, July, 1912, page 366.

OUTLINE OF TESTS.

For testing purposes the firebox end of a Jacobs-Shupert boiler
was taken at random from a lot which were under construction
for a railroad company. No effort was made to have the par-
ticular one chosen stronger or better than the others which were
going through the shop. It was found impossible to obtain a
radial-stay boiler of the same general dimensions as the Jacobs-
Shupert boiler and therefore one was built especially for these
tests by the Baldwin Locomotive Works. The construction was
subject to the specifications and standards of the same railroad
to which the Jacobs-Shupert fireboxes were being supplied. Both
boilers were built in the presence of a personal representative
of Dr. Goss. They were both of the extended wagon top type
and had the dimensions shown in the following table.

Jacobs-Shupert. Radial stay.

Diameter at front end, in 70 70

Diameter at throat, in 83?-^ 83^

Tubes.

Xumber 290 290

Length, ft. and in 18—2 18 — 2

Diameter, in 2!4 2J4

Firebox.

Length, inside, ft. and in 9—15^ 9— IH

Width, inside, ft. and in 6— 4J-g 6— 4K

Depth, inside, ft. and in 6—1 A 6— 2H

Grate area, sq. ft 58.14 58.07

Heating Surface.

Side and crown sheets, projected area, sq. ft.. 146.2 146.6
Side and crown sheets, developed area, used in

all computations, sq. ft 168.0 146.6

Total firebo.x, sq. ft 230.8 206.7

Tubes, sq. ft 2,759.0 2,759.0

Total barrel, sq. ft 2.777.6 2,777.6

Total boiler, sq. ft 3,008.4 2,984.3

In the first series of tests, which are designated as Series A,
each boiler was divided into two distinct compartments by the
introduction of a partition between the firebox and the barrel.
This partition was simply the back tube-sheet extended as a
single flat plate to the wrapper sheet and the mud ring, and
riveted in place between the firebox and the barrel. For the
second series of tests, known as Series B, this partition was
removed and the boilers were both in the normal condition. In
re-tubing the boilers, after the reconstruction of their fireboxes,
all tubes were welded in the tube sheets in anticipation of the
low water tests. This was done since the tests were for the
purpose of subjecting the crown of the firebo.x to conditions so
severe as to bring about its failure and it was thought best to
take every precaution to prevent a premature failure of the tube
sheet.

The two boilers were mounted side by side in a special building
on the grounds of the Lukens Iron & Steel Company at Coates-
ville. Pa. They were both equipped with the ordinary front
end arrangement and stack, except that the usual netting was
oinitted. A standard exhaust pipe and tip was fixed to the bot-
tom of the smokebo.x and suitable outside piping was provided
to convey the steam generated by the boiler to the lower end of
the exhaust pipe. This arrangement provided for a delivery of
most of the steam generated through the e.xhaust tip, and the
steam thus discharged provided the usual draft action on the
boiler. The control of the draft was through the medium of a
valve and a 7 in. pipe line which served the purpose of the usual
locomotive throttle valve. The steam passing through it was
reduced from the pressure of the boiler to that usually found
in the exhaust pipe. Steam in excess of that required to pro-
duce the necessary draft was discharged through a 3 in. blow-off
pipe, or through the safety valves.

In all tests the feed water first entered a large calibrated tank
and the exact amount was recorded, after which it was discharged

AMERICAN ENGINEER.

Vol. 87, No. 2.

to vats from which the injectors took their supply, there being
a separate vat for each injector. In the Series A tests two in-
jectors were employed, one feeding the barrel of the boiler
through the usual check valve and the other feeding the lircbox
section through a check valve at the center of the back head
above the crown sheet and an internal 2 in. pipe, perforated with
J4 in. holes, which continued over the top of the crown sheet
nearly to the diaphragm between the two sections of the boiler.
Water glasses were provided on both sections and the level in
the two parts was kept as nearly as possible at the same height.
All fuel, both oil and coal, was carefully w-eighed on calibrated
scales. Other readings included records of the boiler pressure,
the temperature and humidity of the laboratory and the outside
air, temperature in the smokebox, draft both in front and back
of the diaphragm, amount of steam used by the oil burner, and
the quality of the steam in both the barrel and the firebo.x. The
smokebox gases, the fuel and the ashes were all analyzed. No
temperatures of the firebox are recorded.

Nine tests were made in Series A with oil as fuel, five on the
Jacobs-Shupert and four on the radial-stay boiler, and twelve
tests were made with coal, si.x on each of the boilers. Two
kinds of coal were used, one known as Scalp Level coal which
burns with a short flame and the other as Dundon coal which
is a long flame gas coal. In Series A two tests were made on
each boiler with Scalp Level coal and four with Dundon coal.
Analyses of these coals are as follows :

Scalp Level. Dundon.

Fixed carbon, per cent 75.90 49.54

Volatile matter, per cent 16.45 34.34

Moisture, per cent 2.15 3.38

Ash, per cent 3.50 12.74

In the tests with oil the boilers were operated to give an
equivalent evaporation of water in pounds per hour from 20,000
lbs. to 29,000 lbs. and over. It was shown by these tests that
each pound of oil resulted in the evaporation of 15.9 to 13.2 lbs.
of water per hour, the amount diminishing as the rate of power
increased. The tests showed that when the Jacobs-Shupert boiler
was made to give an equivalent evaporation of 20,000 lbs. of
water an hour, it gave an equivalent of 14.14 lbs. of steam for
each pound of oil burned. The later tests with coal showed that
at the same rate of power it generated 8.3 lbs. of steam for each
pound of Dundon coal burned. This indicates that 1 lb. of oil
in locomotive service is equal to 1.7 lbs. of high grade bituminous
coal. The tests showed that when 800 lbs. of oil were being fired
per hour, 54 per cent, of the total evaporation was from the
firebox surface, but when 2,200 lbs. of oil were fired per hour 40
per cent, of the total heat transmission was through the firebox.
When giving an equivalent evaporation of 40,000 lbs. of water
per hour for the whole boiler the evaporation per square foot
of heating surface per hour for the firebox was 49.59 lbs. and
for the barrel 6.47 lbs. The ratio of the heat absorbed per
square foot by the firebox to that by the tubes when using oil
fuel was as 7.6 to 1.

The deduced values covering the firebox performance w-ere
obtained by multiplying the evaporation actually obtained by the
ratio of the total firebox surface to the firebox surface effective
in producing vaporization in the firebox-end of the boiler. The
small increment, which by this correction is added to the ob-
served evaporation of the firebox, is in the deduced results, sub-
tracted from the observed evaporation of the barrel. The effect
of this correction is merely to credit to the firebox and debit to
the barrel the heat transmitted by the back tube-sheet.

Considerable difficulty was encountered in so maintaining the
fire as to prevent deposits of soot on the heating surface, and
Dr. Goss states : "The results cannot be accepted as constituting
a basis of comparison which admits of a high degree of refine-
ment and for this reason no attempt was made to elaborate
through a complete heat balance, the computations of the oil-fired
tests."

In the Series A tests with coal, either boiler gave an equivalent
evaporation of more than 10 lbs. of water per pound of coal at

low rates of power. For the whole series of tests, the evapora-
tion was normally above 8 lbs. of water per pound of coal.
This indicates that the thermal efficiency is from 8 to 10 per
cent, less when coal is fired than when oil is used as fuel. In
this connection, however, it should be noted that these fireboxes
were not fitted with brick arches which later tests showed will
increase the boiler efliciency from 8 to 12 per cent, when using
coal.

The percentage of the total heat absorbed by the boiler, which
is taken up by the firebox when burning coal, is shown in the
accompanying diagram. The difference of the two kinds of coal
is clearly evident in these curves and amounts to about 8 per
cent. On the basis of an equivalent evaporation of 20,000 lbs.
of water, the percentage of total heat absorbed by the boiler,
which is taken up by the firebox of the Jacobs-Shupert design,
is 42 per cent, with oil, 42 per cent, with Dundon coal and 35
per cent, with Scalp Level coal. This suggests a possibility of
some relation between the character of the fuel and the amount
of heat absorbed by the firebox. For example, it may be that
the substitution of anthracite coal for bituminous coal would
reduce the work done by the firebox below 35 per cent. On
the other hand, it may be that the freer burning coal deposits less
soot in the tubes and permits them to absorb a larger proportion
of the total heat delivered.

When Dundon coal was being fired at a rate of 4,341 lbs. an
hour, the Jacobs-Shupert boiler gave an equivalent evaporation

50-J

— n-

|don_

Scalp

Level

E:^

I—

pi.

' <

—

»-«

20-|
-10^

■s

Jacobs— Sh

upert

Botl«i

00 12

H) 14

00 1«

1 I^yC(«lperH^ur-^ou„<fs | I I 1 1 1 11
10 1800 2000 2200 sAo 2600 2800 3000 3200 8400 8600 SsWl 40OO 4200 44bol

Ratio of Evaporation in Fireboxes at Different Rates of Combustion.

of 35,405 lbs. of water per hour, of which 11,982 lbs. was
evaporated from the firebox and 23,423 lbs. from the tubes. The
whole boiler developed 1,026 horsepower, of which 304 horse-
power was developed by the firebox. The average rate of
equivalent evaporation per square foot of heating surface per
hour for the whole boiler was 11.77 lbs., and the firebox alone had
51.92 and the barrel 8.43 lbs. The ratio of heat absorbed by the
firebox to that absorbed by the tubes was as 6.15 to 1.

In figuring the evaporation for the Jacobs-Shupert firebox,
the developed area of the surfaces is used, which makes it about
11 per cent, more than the radial-stay firebox, although the
projected area of the two are the same. Dr. Goss concludes
from the results of twenty tests that the dift"erence in absorbing
capacity of the two types of fireboxes tested is not sufficient to
be established by carefully conducted boiler tests.

In Series B there were eleven tests run on the two boilers
without a brick arch and eight with the brick arch. There were
five tests of the Jacobs-Shupert and four of the radial-stay with-
out the arch fired with Scalp Level coal and one test of each
boiler under the same conditions fired with Dundon coal. The
tests w'ith the arch installed were all with Scalp Level coal with
the exception of one test on the Jacobs-Shupert firebox when
Dundon coal was used. The accompanying diagram shows the
rates of equivalent evaporation both with and without the arch.

In all tests the efficiency of the boiler was highest when the
power developed was the least. For instance, with the Jacobs-
Shupert boiler burning 1,389 lbs. of dry coal an hour, the effi-
ciency was 71.86 per cent., or 79.75 per cent, excluding the grate.
When the same boiler was burning 6,314 lbs. of dry coal an hour
the efficiency was 50.41 per cent., or 55.36 per cent, excluding the

l"iHKr\i;v. 1"KV

AMF-RICAN RNGINI'.F.R.

Vl■■a^■. TIh- lioilir hnr-,iiio\vi-r was 44,i anil l„vJ.i ri'siu-i-li\ cly. and
ihc i."|ni\ alcni t'\ ainTatinn inr si|nai\' I'noi ,i\ lu'alin.v; sm-fai'i' |k-i'
liinir was 5.()S and ]5.'IS. Tlu- in-ii-isc offi-i-t |inuhu-cd liy in-
crcasinj; llic Inad .in a Imili-r is will sli.iwn li\ tlic vahu-s (if the
lu'at lialani'i- fur t!ir scM-ral U'Sls rnn willi Scalp Lc\ el dial, as
shiiun in llu- fnll.iuni- lalilc. IIhsc ari' all fnr llic Jacnl.s-
Slmpert l)oilcr.

Ponmls of conl fiifil per hinn I..!K'J ,i,4ly 5,>)30 6.,M4

TlK-rinal units fur each ii.uiiul nf c.al:

.\IisoiIh-,M)v uatiT ill boiler I0.0S7 <i.i27 7.5.1-' 7.JS8

Lost liv iiioistuic in coal 4S .U .W 33

l.ist liv illoistviri- in air 49 53 114 64

Lost liy hvilniniii in coal 4.Sb 497 500 514

Lost liy sin.ikclu.N. gases 1,979 J, 731- 3.99J 4.675

Lost liv iiicniii|,lcte combustion 7S

L.i>t hv i-in.kTs passing up stack 153 SSI 1.07S l.OtJ

Lost liv c.iinliuslilile in ash 1.1X7 679 J91 1.S5

' Lost by radiation ami linnccouiileil for... 205 547 .S81 783

Total l;. t, n. per iioni.il of coal I4.S7-' 14.719 14.4-'5 14,654

The tests with llie art'li in place .uave an efficiency almve the
iithers in alnmt the propnrtinn indicated in the (lias^rani. When

111

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1000 2000 3000 4000 5000 6000 7000

The Effect of the Brick Arch on Evaporative Efficiency.

burning 1,367 lbs. of dry coal an hour and .giving an equivalent
evaporation of 5.21 lbs. of water and a boiler horsepower of
45.S the over-all efficiency wa.s 74.82 and the efficiency excluding
the .grate was 78.85. When burning 5,887 lbs, of dry coal an
hour with an equivalent evaporation of 17,21 lbs. per square foot
and a boiler horsepower of 1.500, the over-all efficiency was
57.90 and an efficiency excluding the grate 61.27. The report
states that the results of the Series B te.sts show that the Jacobs-
Shupert boiler and the radial-stay boiler under all the various
conditions of the test operated at practically the same efficiency.
The conclusions regarding the apiilicatimi nf the arch are given
in the opening paragraphs.

CIRl flATIlIN TE.STS.

I'lir the tests to determine the rate and direction of the circula-
tion of the water around the Jacobs-Shupert firebox, George L.
I'owler devised the apparatus which is shown in outline in one
of the illustrations. A Pitot tube was inserted through a 1 in.
hole in the side water leg, being arranged so that its nozzle
could be turned in any direction and located at any desired dis-
tance from the firebox sheet. Through suitable connections this
was connected to a manometer formed of two water glasses, as
sliiivvn, which was filled with tetrachloride of carbon, colored
red, whose specific gravity was exactly 1.6. Thus by turning the
tube and observing the effect on the manometer level, the direc-
tion of the rircnlation at that particular point could be ascer-

tained. \fler tliis re.-iding was taken, the \alve eomiecting to
the manometer was closed and annlher valve was opened, which
.dlowed the mixture of steanWBnd water entering the tube to How
into the water, partially Tilling the barrel calorimeter. Having
,1 record nf the ti-mpiTatiiri' ranges before and after the admis-
siiin nf the liipnil frnm the Imiler to the calorimeter and the
pressure existing at the time as registered from the steam gage,
it was possible to detcrininc the percentage of steam and water
in the mixture as it existed at the mouth of the Pitot tube. From
this the specific gravity of the mass could be calculated. Having
then the head produced by the difference in the levels of the
tetracliloriile of c.-irlion in the manometer and the specific grdvity
nf the liquid w linse inqiact caused that dilYerence of level, the
velocity of the liquid can lie calculated.

l^'ifteen holes were drilled in the outside sheets nf the fireboxes
in iire]iaration for this test The Jacobs-Slnqierl lirelmx had
eleven sections and the Imles were Ineated in three rnws; the
bottom rnw being 21 in. abnve the bntlnnt nf the mud ring, the
next row 24 in. above the first and the third row 24 in. higher
still, which brought it at the turn wdiere the side sheet joins the
crown. These holes were located in sections 1, 3, 6, 8, and 10,
section 1 being at the front end of the lirebox. They were num-
bered consecutively beginning at the front end of the to]) row
and continuing tnward the back of the firebox in each row. Thus
boles Xos. 1. 0. 11 were the top, cefiter and bottom holes of the
front section and Nos. 5, 10 and 15 were in the tenth section
or the second one from the back head. The holes in the raolial-
stay firebox were at the same relative location.

Unfortunately the time allowed for this work nnly permitted
observations to be taken at holes 3, 7, 8, and 12 of the Jacobs-
Shupert boiler and holes 3, 8, and 12 of the radial-stay boiler.
Records were taken at 1 in. and 2 in. from the inside sheet for
all of the holes and at 3 in. and 4 in. for part of them in each
boiler. The results av-, to direction are shown graphically and
as to velocity both graphically and numerically in the illustra-
tion. The figures for velocity are in feet per second. Mr. Fowler
states in the report that, "the record of the angle of flow must
not be taken as positive or I'lxed." The observations for the

ng Boiler Circulation.

direction nf the tlnw were not taken simultaneously with those
for velocity; in fact, he makes it clear that the work done in
this connection is to be accepted only as the beginning of the
solution of a very complicated problem. Dr. Goss' report states
in this connection that notwithstanding the limitations that must
be placed about them, these results constitute a distinct contribu-
tion to the sum of knowledge and are of tremendous significance.
They show almost the complete absence of any fore and aft
movement of the water. There is no evidence to show that the
water in the bottom of the boiler is pushing backward and in
the upper part forwanl, and the observations seem to prove that

AMERICAN ENGINEER.

Vol. 87, No. 2.

enough water passes Ijack from the barrel to tlie water legs of
the boiler to make good tliat wliicli the firebo.v evaporates, and
no more.

This conclusion was confirmed by the experience gained in
running tlie evaporative tests of Series A. In this case, whatever
circulation there was in the barrel could only involve the water
in that section and there was absolutely no chance for the
longitudinal movement of the water, and yet, under this condi-
tion, not the least difficulty was experienced in working the rate
of evaporation up to more than 10 lbs. of water per square foot
of heating surface per hour ; that is, to a rate of power which
on the road would be recorded as normal. Dr. Goss concludes
from this that the ports in the stay sheets of the Jacobs-Shupert
boiler have a very minor function to perform, and as they are
now designed they not only are entirely sufficient, but the thernio
dynamic performance of the boiler could not suffer in any way
even if they were reduced to a small percentage of their present
area._

In discussing the results, Mr. Fowler says that he believes
that there is a regular slow movement from front to back, broken
throughout its whole course by violent agitation and innumerable
cross currents, but that in no place are these currents torrential,
nor is the stream movement itself very rapid, but that in some
places there is a true circulation, the water following a definite

JACOBS-
SHUPERT

JACOBS-

RADIAL

SHUPERT

Face

STAY

1' from Inside

of Side Sheet

, • Hole No.S
^/Velocity - Ft. per Sec.

No.3

♦No.S fNo.7

i' SI

No.8

^T^No.l2

" No.l2^™

2" from Inside

Face

of Side Sheet

°»No.3

• No.3
3|

• No.8^^No.7

;

(^0.8

3 ' from Inside Face of Side Shef

•No.8 'h

•No.8 'No.? •No.S

~^No.I2 No.l2i

4" from Inside Face of Side Sheet

• No.8 ^No.? iNo.8

^ -.0-7 5 0.4S

No.I2*^ NoAZ" — No.l2»»-?

Diagram Showing Direction of the Circulation and Velocity In
Feet Per Second.

path returning to a previous position. An example of this is
found in one of the tests at hole 8. At 1 in. from the inside
sheet there was an upward flow of 1.71 ft. per second; at 2 in.
the flow was still nearly vertical ; at 3 in. there was a neutral
point at which no movement could be detected, while at 4 in., or
near the outer sheet, there was a vertical movement downward.
The same thing is seen in the Jacobs-Shupert firebox at holes
7 and 8, but without the indication of the neutral zone devoid
of flow.

So far as the tests showed there was no indication of eddy
or reverse currents in the radial-stay boiler. The moxcmcnt is
either vertical or back from the front to the rear, while in the
Jacobs-Shupert firebox there was one hole where the movement
was from the back to the front, evidently due to eddies set up
by the stay plates.

In order to ascertain the likelihood of there being a straight
flow of cold water from the front to the rear over the top of the
foundation ring, a thermometer was placed at the back lower
corner of the Jacobs-Shupert firebox. Feed water at a tempera-
ture of about 70 degrees was being used at the time and while
the boiler was working at 215 lbs. steam pressure the observed
temperature at that point was 380 deg. or only 13 deg. below
the boiling point at that pressure. In connection with these
circulation tests it should be remembered that both boilers at the
time of making the tests were fitted with two arch tubes.

LOW WATER TESTS.

A general account of the low water tests with photographic
illustrations was given on page 366 of the July, 1912, issue of
the American Engineer. The boilers mounted on a fill some dis-
tance from the works of the Lukens Iron & Steel Company were
arranged for firing with oil. The control of the fuel, the draft
pressure and the feed w-ater was centered in a bomb proof about
200 ft. from the nearest boiler. Water glasses were arranged
for reading to a point 25^ in. below the crown sheet and records
of the water level and steam pressure were obtained by means
of telescopes on the top of the bomb proof.

The Jacobs-Shupert boiler was tested first and 53 minutes
after the water had reached the level of the crown sheet the
test was discontinued for the lack of sufficient steam to maintain

-Cro^-n

Sheet Level

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BOILER

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Levels and Steam Pressures
Water Tests.

Boilers Dur

the draft. At this time 78 per cent, of the water in the boiler
liad been evaporated and the level was estimated to be about
35 in. below the crown sheet. Since the gages were arranged
only for reading at 25 .''2 in. below the crown sheet, its exact
level could not be obtained. At the beginning of the test the
conditions were arranged so as to provide for the evaporation
of 10 Ib^. of water per square foot of heating surface per hour,
an equivalent of 30,000 lbs. of w^ater an hour. This amount nat-
urally continued to decrease as the test progressed. The steam
pressure at the end of the test was 50 lbs. Graphical records of
the water level and steam pressure for both boilers are shown
in one of the illustrations.

At the completion of the test of the Jacobs-Shupert boiler the
radial-stay boiler was put in operation and tested under e.xactly
similar conditions. This boiler continued to operate for about
18 minutes after the water had reached the level of the crown

I'khku

I'M 3.

AMERICAN ENGINEER.

sheet ami I'mallv failed uitli the water 14,'.. in. helow the cnjwii
sheet. The failure was due to the pocketing of a considerable
section of the crown of the boiler. The sheet itself, however.
was not ruptured and the contents of the boiler escaped through
the staybolt holes, the aggregate area of which was found to be
approximately 186 sq. in. The explosion blew the brick arch
in all directions, forced down one of the arch tubes and dis-
placed the whole boiler for a distance of about 8 in.

A detailed inspection of the Jacobs-Shupert boiler after the
tests were completed showed a well defined line running around
the firebo.x appro.ximately 34 in. helow the crown sheet. Portions
below this section were soot covered and normal in appearance.
Higher up and in more exposed sections of the firebox the sec-
tions had the appearance of freshly healed steel. Between these
two sections was a belt 5 in. in width which was generally reddish
brown in color. The hottest sections in the whole boiler were
found to be at the center of sections 5 and 6, while sections 9, 10
and 11 did not appear to be as highly heated as the remainder
of the upper section of the box. The sections most affected dis-
closed a curvature which dropped Yi in. more than that which
was originally given them. The change in contour, while not
entirely regular, disclosed no evidence of a disposition to de-
velop pockets or to local failure by blowing out. It was noted
that notwithstanding the temperature to which the firebo.x was
.-.ubjected the color of newly heated metal nowhere extended to
the stay sheet, nor was there any point on the calking edge of the
stay sheet which had been heated beyond that temperature which
results in the reddish brown color. There was no evidence of
any leaking in the crown sheet.

The tube sheet was found to retain very nearly its original
shape with the exception of a small area on either side of the
center, near the middle of the heated zone, which was unsup-
ported by tubes and the plate here was bulged to the extent of
J4 in. A small leak was discovered at the top of the tube sheet
where it joins tlie first section. The joint here was made with a
copper calking strip. Four of the tubes were found to have
collapsed just inside of the tube sheet; 14 others were pulled
apart inside of the sheet. Tlie welds between the tubes and
the sheet were not disturbed in any case. It is probable that the
actual rupture occurred in the process of cooling oflf after the
test had finished. All tubes within the heated zone were found
deflected downward, the deflection .varying from a comparatively
small amount to an amount equal to the diameter of the tubes.
Tubes below the final water line remained in their original
straight condition. There was no distortion or evidence of leaky
staybolts on the door sheet and the arch tubes and arch were
in perfect condition. It is reported that at the conclusion of this
test the boiler, so far as the firebox construction was concerned,
was in condition for operation.

On the radial-stay boiler, the section of the crown sheet that
failed comprised 188 crown stays and staybolts. The button
headed stays failed by the stays breaking inside of the sheet and
the flat headed stays pulled through the sheet. Both side sheets
with their stays were in perfect condition, no evidence of leaky
staybolts appearing. The same is true of the door sheet and
side sheets and the tubes appeared to be as secure as when
originally welded in place. No tube was found to have been
sufliciently heated to sag.

As a result of this test Dr. Goss concludes that the superior
strength of the Jacobs-Shupert boiler permits it to be unduly
overheated without failure for long periods of time, where the
normal radial-stay boiler quickly fails and that where the over-
Ineating is so severe that it cannot be resisted, the result will be
a blowout and not a disastrous explosion.

MOVING PICTURES IN RAILWAY
EDUCATIONAL WORK

Coal. — The total amount of bituminous coal produced by Amer-
ican iTiines from the beginning of the industry to the end of
1911 is 6,468,773,690 short tons, and the total production of both
anthracite and bitutninous coal is 8,739,572,427.

Several years ago the Union Pacific established an Educa-
tional Bureau for the purpose of giving its employees an oppor-
tunity to increase their knowledge of railroad work through the
medium of correspondence courses. This same system has also
been adopted by the Illinois Central and the Central of Georgia,
and in each case has been taken advantage of by about 10 per
cent, of all the men employed by these roads. While this propor-
tion may seem small it should be understood that the work is
wholly optional with the men, and that at its best it can only be
given in an abstract form which lacks the personal element of
instruction so necessary to most students. The Educational Bu-
reau, not feeling satisfied with this small percentage, has been
endeavoring to work out a supplementary system of education
that would interest the other nine-tenths.

E.xperiments were begun with moving pictures about a year
and a half ago by D. C. Buell, chief of the Educational Bureau,
to ascertain if they could not be adapted to railroad educational
requirements successfully. The prohibitive cost of having mov-
ing pictures taken by professional operators pointed out the
necessity of developing the moving picture work as a part of the
Educational Bureau work, and consequently a moving picture
camera was purchased and experiments were started which re-
sulted satisfactorily, .^bout 2,200 ft. of film was exposed, show-
ing the story of fuel economy and the proper and improper
method of firing locomotives. These films were first exhibited
in connection with a paper by Mr. Buell at the annual meeting
of the International Railway Fuel Association at Chicago in
May, 1912. Since that time additional pictures have been taken
to round out the story and the film has been considerably
shortened and in its present state consists of about 1,500 ft. —
enough to occupy about 30 minutes if run through the projec-
tion machine without stopping.

Stereopticon lantern slides, colored to represent the dift'erent
conditions of fires, tabular matter, and other data have been
added, and about the first of October the Board of Examiners'
car on the Union Pacific, which was idle at the time, was fitted
with the moving picture projection machine and started over the
road in charge of a lecturer who was accompanied by the fuel
supervisor of each division. Lectures were given three times a
day, and from the start a great deal of interest was manifested
in this method of instruction, not only by the firemen and en-
gineers, but by men in other classes of service as w-ell. The car
has been crowded almost from the first day it was started out over
the road. There have been a number of times where eight or
ten of the engineers or firemen brought their wives down to the
lecture with them.

.■\s an indication of the impression this work makes, the man-
agements of several of the electric light companies who have
furnished the current for the operation of the projection machine
at difTerent towns have asked permission to send the engineers
and firemen of their plants to attend the lectures, and in each case
they have refused to charge for the electric current used on ac-
count of the economy they felt their own men w'ould manifest
from attending the lecture.

There has been a noticeable decrease in the amount of smoke
made around terminals and on the road, as well as the amount
of time that the engines pop off. This is so noticeable that it
is commonly remarked by conductors, trainmen, yardmen and
others. One engine watchman who was tending a locomotive
which was used to heat a passenger train nights at an inter-
mediate point, reported that he had burned S tons of coal a
night until he attended the lecture, and that he never burned
over 3 tons a night thereafter.

Officers state that no work of an educational nature that has
ever been done has created the discussion or caused the interest
being manifested in this moving picture work; the road fore-

AMERICAN ENGINEER.

\'nl.. S7. Xl

mill iif iiv^iiiics and fuel siipervisiirs report a noticeable reduc-
tiiiii in tlic aniounl nf fuel used in getting trains over the roads;
engineers report a saving of over half on some runs. It is too
early as yet to give out any comparative statistics of fuel per-
formance on the divisions tliat have been covered by the car,
although the results of the work will be reflected in the fuel
statements.

The original moving pictures were taUen with a dummy lire-
box, consisting of a door sheet, flue sheet, arch tubes, arch and
grates of a boiler, and a man then demonstrated the proper and
improper use of the scoop shovel liy liring into this dummy
lirebox, showing the extra lalior caused liy stiff-backed, or
jerky liring; the ease of liring witli a swing; the bad effects
of holding the scoop at the wrung angle, throwing the coal
over the arch, striking tlie arch ami fdrniing a bank, failing to
get coal up under the line sheet, liriii« unevenly, thus causing
banks, etc.

This series of pictures is followed liy a picture taken looking
down on to the deck of an engine and showing the fireman
actually at work firing. The pictures were taken w^itli the fireman
i.n the helper engine pushing a tonnage train up a hill. The
first series of pictures shows a good fireman liring according to
the correct principles, and the second pictures a poor fireman
firing improperly and uneconomicallv. This second picture in-
cludes baling in tlie coal, niit closing the door between fires,
throw/ing ofif the Umips instead of lireaking them uii, shoveling
off the slack coal instead of burning it, shaking the grates ex-
cessively, hooking the fire repeatedly, and making volumes of
black smoke and very little steam. The saving in labor due to
proper firing is plainly noticeable.

The next picture shows the waste of coal due to an engine
popping ofif, a man standing on the gnumd transferring a scoop
of coal from one platform to another each fifteen seconds while
the engine is popping off, indicating a waste of coal of tO lbs.
or more a minute due to the engine popping.

Other pictures show an engine just in oft the road ha\ ing
the fire cleaned. It was cleaned on tlie ground instead of into
the cinder pit, so that as the engine inilled away the great mass
of burning fire wdiich was dumped out could be plainly seen,
indicating the enormous waste due to firemen not being careful
to burn down the fire properly in approaching a terminal. One
shows the waste of coal due to filling the tank of an engine
too full when coaling it, some of the coal falling off the tank
;is the engine moved away from the chute, .\notber picture
sliows tlie work of a good fireman and a poor fireman, the
camera lieing set up on the rear of the observation car of a
passenger train, showing the graduations in smoke from the
clear landscape to one so thoroughly obscured liy black smoke
as to blot out all the scenery.

The closing picture of the series is a view of a double header
handling a tonnage freight train up grade, the fireman on the
first engine firing correctly, making practically no lilack smoke
and keeping the engine hot; the fireman on the second engine
firing incorrectly, fogging up the whole country and having an
uncertain steam supply. This picture w'as taken by hauling a
car, on which the moving picture camera was mounted, up tlie
hill ahead of the double header. The picture is so realistic tliat
one cannot doubt that the man liring the second engine wasted
as much coal going up the hill as the first man Inirned. Very
little lecturing is required to tell the story, and it leaves an im-
pression on a man's mind that makes him go out and try the
recommended methods of correct firing and demonstrate to
himself the labor saved and the economy effected thereby. .\
complete account of these moving pictures can lie obtained from
the secretary of the International Railway Intel .Vssociation.

The work done so far has demonstrated plainly that prac-
tically every employee of the railroad is interested in instruction
work of this kind. It is a certain way to reach "the other nine-
tcntlis." with instructive and interesting information. There
is one feature, however, that must be watched, anci that is, the

pictures must be absolutely jiractical. The slightest variation
from good practice is picked out and criticized by the men who
attend the car. It has been the experience of those on the car
that the men come back to as many lectures as they can spare
time to attend.

The problem of taking moving pictures is an intricate one,
and sliould not be attempted by an amateur. The cost where
the outfit is owned and operated chrectly, as in the case of the
Union Pacific, is very reasonable; in fact, the Union Pacific is
equipped to take any class of moving pictures for educational
work, and has alreadx had re(|uests from a number of outside
concerns and other roads for assistance in this line, 'file cost
of a projection machine to show the films after they are tiken
runs from $150 to $225. .\ coinmon passenger coach can be made
ready for the instruction work at a cost of not over $25.

Fuel moving pictures are now being shown by the Educational
Bureau on the Illinois Central and Central of Georgia as well as
on the Union Pacific. Other films are being planned for as soon
as the fuel lectures are completed. The proposition of loss and
damage to fr.eight is being prepared in story form, the safe
transportation of explosives being touched on in the same film.
A "safety first" film is being worked out; a film showing proper
maintenance of signals is being planned, and quite an elaborate
picture story of the cost of waste of time will also be worked
up at an early date. There is no doubt but that moving pictures
staged and taken by practical railroad men will create and hold
interest, more than any other kind of railroad echicatioiial vvork.

CURVES OF LOCOMOTIVE OPER.4TION

By L. R. POMEROY

On the opposite page is given a diagram showing the relation
between heating surface, evaporation per sq. ft., maximum tr.ictive
effort, speed in miles an hour, and fuel consumption per Imur at
different rates of evaporation per pound of coal. These are
shown for both saturated and superheated steam locoifotives

The highest speed at which a locomotive will maintain its
maximum tractive eflfort is readily found from this diagram if
the probable rate of evaporation is known. In the example
shown by the heavy dotted lines, a saturated steam locomotive
having 4,000 sq. ft. of be.ating surface and a maximum tr.active
effort of 50,000 lbs. can maintain it at 10 miles an hour if a rate
of actual evaporation of 10 lbs. per sq. ft. of heating surface is
obtained. .At this rate the fuel consumption will be about 6,700
lbs. an hour if the boiler gives 6 lbs. of steam for each pound
of coal, or 5,000 lbs., if it gives 8 lbs. of steam per pound o*"
coal. If the same locomotive has a superheater giving 200 deg.
superheat and still has an evaporation of 10 lbs. of water per
sq. ft. of evaporating heating surface, it will maintain its maxi-
mum tractive elTort up to nearly 13'/ miles an hour. The fuel
consumption will, of course, be the same in both cases.

The curves may lie used also for finding the rate of evapora-
tion, from any known heating surface for any speed at full
tractive effort, or the recpiired amount of heating surface at any
assumed rate of evaporation. The fuel consumption at any speed
and tractive elTort will be found by following horizontally from
their intersection to the scale at the right for a saturated steam
locomotive and to the f'lie on the left for locomotives having
superheaters.

These curves are based on a mean effective pressure equal to
S5 per cent, of tile boiler pressure and are governed liy formulas
derived as follows :

I ct II = diameter of drivers in inches.

lit of a cnbi

at tli(

effe

P = steam picssuie in the hoiler.
II. S. r= total heating surface in s<)uare feet.
. p. 111. = revolutions per minute of the drivers,
file total pounds of steam per revolution of the drivers cqual.=

Febkuary, 1913.

AMERICAN ENGINEER.

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AMERICAN ENGINEER.

Vol. 87, No. 2.

four times the cylinder volume in cubic feet times the weight of
steam per cubic foot at the mean effective pressure or
Total steam per revolution = .00182 d- s w
D X r. D. m.
Miles per hour =

336

Total pounds of steam an hour =

.85 P X d=

X s X r

. p. m

336
m. p. h. X

X T. E.
336 X T

. E.

.85 P
36.65 X m

X d= X s
. p. h. X

T. E.

X w

.85 P

The total pounds of steam an hour equals the square feet of

totnl heating surface multiplied by the rate of evaporation and

bjf equating, the fonnula will be reduced to

.1- X H. S.

m. p. h. =

T. E.

For saturated steam locomotives at the different rates of actual
evaporation :

For 8 lbs., X = 99.4

9 lbs., -r = 112

10 lbs., .r = 124

11 lbs., X = 137

12 lbs., X = 149

For superheated steam locomotives, taking w as the weight of
a cubic foot of steam at the mean effective pressure and having
200 deg. superheat:

For 8 lbs., j: = 130

9 lbs.. X = 149

10 lbs., X = 166

11 lbs., X = 184

12 lbs., X — 198

The curves for coal consumption are based directly on the total
amount of steam per hour.

Pounds of coal per hour = T. E. x m. p. h. x Z
For saturated steam locomotives at

7 lbs. of water to a pound of coal, Z = .0115

8 lbs. of water to a pound of coal, Z = .01006

9 lbs. of water to a pound of coal, Z = .00894
For superheated steam locomotives

At 7 lbs., Z = .00866

8 lbs., Z = .00758

9 lbs., Z = .00673

These formulas give a water rate of 25.1 lbs. of steam per indi-
cated horse power for saturated steam locomotives and 20.6 lbs.
for superheated steam locomotives.

TESTS OF SPRING STEEL

A fibre stress of 256,000 lbs. per sq. in. at the elastic limit
was obtained in some recent tests on spring steel made at the
McKees Rocks, Pa., works of the Crucible Steel Company of
America. This result was given by chrome-vanadium steel, the
pieces tested being taken from a pile of spring leaves shaped
and tempered ready for the application of the bands. The springs
were beiiig manufactured for one of the large railways for
service on unusually heavy locomotives.

The pieces selected measured 6 in. .x 5^ in. in section and the
length between centers in the testing machine was 18 in. Suc-
cessive loads, increasing by increments of 1,000 lbs. were applied
to the center of each of the leaves selected. On the first test
the leaf had a free height of 2^4 in. and at a load of 3,500 lbs.
the elastic limit was reached. The corresponding fibre stress
was 223,500 lbs. per sq. in. The second leaf tested had a free
height of 111/16 in. and the elastic liinit was reached with load
of about 4,000 lbs., the fibre stress being 256,000 lbs. per sq. in.
In the third test the leaf developed a fibre stress of 191,750 lbs.
at the elastic limit.

In each case the tests were continued until the leaves cracked,
which took place with a load of from 11,000 lbs. to 12,000 lbs.
At this time all of the leaves were bent to angles of more than
90 deg. and in one case the test piece was bent to an angle of
117 deg. before it cracked.

THE DIVISION MASTER MECHANIC

Most engine house foremen look on a visit from the master
mechanic with dread, as something to be gotten over with as
quickly as possible. If they can get knowledge of his coming
beforehand there is a scramble to get things cleaned up before he
arrives. If he drops in unexpectedly they make the best of it,
and heave a sigh of relief when he is gone.

This is a feeling that could be largely overcome by more fre-
quent visits of the master mechanic. Instead of being tied down
to his desk, doing office work that could just as well be done
by an assistant, and depending largely for his knowledge of road
conditions on his traveling engineer, he should himself get out
over the road and study conditions at first hand. There is on
many roads a lack of sympathy between the master mechanic and
his foremen, largely due to the relations between them being car-
ried on mainly by correspondence. A letter is, at best, a poor
means of getting in close touch with a man, and many cases of
foremen not making good can be directly laid to their not re-
ceiving personal encouragement from their superiors.

A man selected for a position as foreman is called to the mas-
ter mechanic's office, given a rough idea of the conditions e.xisting
at the shop or engine house of which he is to have charge, and is
told what is expected of him. A circular is issued announcing
his appointment and he starts in with the idea that it is all up to
him and that he must go it alone. He may have all the other
qualities requisite in a good foreman and lack diplomacy, in which
case he will probably get into an altercation with the transporta-
tion officials. Reports begin to reach the master mechanic's
office and are passed on to the foreman with a request to "please
explain." The master mechanic is busy ; he has many demands
on his time and when he finally has to get around to giving per-
sonal and close attention to the case of this particular foreman,
it has got to a point where a change is the only remedy.

There are a number of points from w-hich the division master
mechanic's duties may be considered and improvements sug-
gested. First, he needs a competent ofiice assistant. This does
not mean a chief clerk, but a man who has practical mechanical
knowledge and is fitted to have the title of assistant master me-
chanic. His duties need not be confined to the office, but he
should be available as head of the tnaster mechanics' office when
that official is away. A chief clerk is very necessary in a railroad
office, but signing the name of his chief to letters should not be
among his duties, nor should he, if he is not a man with a
mechanical training, be allowed to deal directly with correspond-
ence concerning strictly mechanical matters.

With such an assistant to depend on, the master mechanic is
at liberty to get out over the road much more frequently-. He
can ride on engines with his traveling engineer and see for him''
self just what the latter's troubles are, and what he is doing to
overcome them. Frequent visits to the various engine houses are
possible, and he can get in close touch with his foremen, hear
from their own lips what their diflSculties are, make suggestions
as to remedies and as to changes in methods and organization.
If he finds that one man has a particularly good way of handling
a certain piece of work he can tell the others about it, so that
they can try it out. In short, he can cultivate a family feeling
amongst all the foremen on his division and encourage them to
work in harmony. This feeling can be materially increased by
periodical meetings at which all the foremen are pr£sent. If
one man has an idea that his neighbor at the next station is
shirking work on engines and throwing it back on him, he has
an opportunity then to air his grievance and hear the other fel;
low's side.

The trouble between the mechanical and operating departments
is one that is as old as railroading itself. Engine house foremen
get the idea that superintendents and trainmasters are sitting up
nights thinking out ways to make it hard for the mechanical
department men ; and trainmasters think that if they only had a

February. 1913.

AMERICAN ENGINEER.

mechanical department that knew a little about railruading they
could handle the traffic pretty smoothly. Coming right down to
the base of the difficulty, it is probable that both are to blame to
some extent for the reason that one side does not try to under-
stand and co-operate with the other. Instead of trying to work
in harmony, one side giving a little here, the other side a little
there, it is "my engines" on the mechanical side, and "my trains"
on the other side. The division master mechanic has it in his
power, to a great extent, to overcome this feeling. He is as
much an operating as he is a mechanical officer, and can do a
great deal to bring the two sides together and smooth out the
rough places. If the trainmaster can be persuaded to attend the
meetings of the mechanical men, they can then discuss all the
matters at issue, with the master mechanic there as a mediator
to explain and suggest ; in most cases they will find the foremen
ready to meet them considerably more than half way. If the
operating officials will visit the foremen themselves frequently,
keep them in touch with the traffic conditions and with what their
plans are for moving the business, get in touch with the condi-

SUPERHEATER AND FEED WATER
HEATER

Arthur T. Lanz, W'interthur, Switzerland, has designed a
new type of high degree superheater and in conjunction with it
has arranged a feed water heater which employs the same design
of elements. In the superheater are three sets of two elements
each on each side of the boiler, connected to vertical headers as
shown in the illustration. Each of the elements consists of a
hollow casting shaped like a horseshoe, in which the ends of
three single loop heater pipes that extend back in the large boiler
flues are expanded. The elements are arranged with the open
space at the bottom, thus allowing brushes and tools to be in-
serted for cleaning the flues and the outside of the superheater
pipes. The inventor states that since superheater surface is
more efficient where the direction of flow of the steam and the
hot gases is opposed, he has inserted thin twisted strips of metal
in the return section of each of the loops to improve the efficiency

General Arrangement and Details of Lanz Superheater.

tions which surround the foremen and instruct their despatchers
to use a little more judgment and tact in ordering power and
asking for information, they will find that there will be much less
friction and much more satisfactory relations all around. The
master mechanic should be in a position to realize just what his
foremen are up against and also the conditions under which the
operating force is working. By the use of a little tact he can
bring home to both sides the fact that they are working to the
same end, and that if they work in harmony that end will be
much easier to attain.

Itali.^n Railway Earnings. — The Italian state railways
(pretty nearly the whole system of the kingdom) earned gross
in the fiscal year ended June 30, 1912, an average of $7,667 per
mile, which is $474, or more than 6}^ per cent., more than in the
previous year. The aggregate increase was $6,428,000.

of this part of the element and make all of its surface of equal
value.

The feed water heater has four of the same design of elements
connected in series in the feed pipe which enters at one side of
the smokebox and continues to the check valve on the opposite
side. The headers of these elements are located near the front
end of the smokebox so as to employ the heat of the gases in the
front end to some extent. There are no spiral strips of metal
inserted in the return tubes of these elements. With the arrange-
ment shown in the illustration it is necessary to provide a con-
tinuous feed from an injector or a pump. If the continuous feed
is not possible a combination check valve having a connection
to the lower part of the boiler and entering the feed pipe ahead
of the first element, would have to be provided. This check
valve would be arranged so that when the injector or pump
was in operation it would be closed, but when there was no fresh
feed water entering, the check would open and provide a circu-
lation from the boiler through the elements, thus preventing them
from being overheated. Dampers are provided for the super-
heater, but not for the feedwater heater. It will be noted that
plugs are provided opposite both ends of each of the pipes in the
elements allowing the interior of these pipes to be easily and
thoroughly cleaned.

Aviation Record. — An aviator, Faller, at Berlin. Germany, on
January 4, remained in the air for more than an hour, with five
passengers; and on January S, he ascended with seven passengers
and remained up seven minutes. The seven passengers, with the
aviator, weighed 1,242 lbs.

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AMERICAN ENGINEER

Vol. 87, No. 2.

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I'EHRUAKV. 1913.

AMERICAN ENGINEER.

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AMERICAN ENGINEER.

Vol. 87, No. 2.

NEW DESIGN OF TRAILER TRUCK

A new design of Hodges trailing truck has been applied to 20
Pacific type locomotives built for the Seaboard Air Line by the
Baldwin Locomotive Works. Five of these locomotives have 71
in. drivers and are intended for passenger service, while IS have
63 in. drivers and are to be used in freight service. They have
23 in. X 28 in. cylinders, carry 18S lbs. steam pressure and are
equipped with superheaters, outside steam pipes and Baker valve
gear. The boilers are of the wagon top type, 71 in. in diameter
at the front end and have 199 two-inch tubes, 19 ft. long, and
twenty-four 5}i in- flues. The firebox has a heating surface of
208 sq. ft., and is provided with a brick arch. The total heating
surface is 2,818 sq. ft., and the grate area is 53.1 sq. ft. The
passenger locomotives have a weight of 133,900 lbs. on drivers
and a total weight of 211,600 lbs. The weight on the trailer is
37,600 lbs. The freight locomotives weigh 139,150 lbs. on drivers
and 218,350 lbs. total. The weight on the trailer is 36,200 lbs.

The Hodges trailing truck, as heretofore built, has jointed
spring hangers arranged to swing in a plane perpendicular to
the center line of the locomotive and connected at their lower
ends to the ends of two cross beams, the one at the rear being
secured to the frames. The main equalizers from the rear driv-
ing springs extend backward parallel with the frames and rest
on the forward cross beam. In the new design the cross beams
have been dispensed with and the main equalizer is placed in a
diagonal position connecting directly to the bottom of the front
spring hanger of the trailer truck. At its forward end it rests on
a hanger supported by a cross beam connecting the rear spring
hangers of the driving springs. The rear spring hanger of the
trailer truck is carried from a bracket bolted to the frame.
Both trailer truck spring hangers are made up of links arranged

come any tendency for the trailer truck springs to get out of
alinenient with the truck frame when the locomotive is curving.
It will be noticed that a guide is provided to insure the correct
position of the front spring hanger. This is hinged to the frame
and allows free vertical movement.

TAKING UP LATERAL PLAY

BY JAMES STEVENSON.
Pennsylvania Railroad, O

Tlie method shown in the drawing, of taking up side play in
driving boxes, requires the use of a cast steel collar which is

Drtiffng ^xfe

Co/lar Turnec/'

A Method of Taking Up Driving Box Side Play.

clamped over a collar forged on the a.xle. The wear is taken
bv a brass liner which is attached to the face of the cast steel

Hodges Trailing Truck; Seaboard Air Line.

to swing in a plane tangential to arcs struck from the radius bar
pin as a center. The trailer truck frame has a spring centering
device arranged as shown in the illustration, which does not differ
materially from the previous arrangement. With this new design
of truck it will be seen that the absence of the cross beams per-
mits the better arrangement of the ash pan and its operating
gear, reduces the weight somewhat and also will probably over-

collar by liiilts with countersunk head
yet been tried out in practice.

This dev

has not as

Ore Shipments on the Great Lakes. — The total movement of
ore on the Great Lakes for 1912 was 47,435,777 tons, which is an
increase of 15,305,366 tons over 1911. — Iron Trade Review.

>F Pmactdc

MACHINE- SHOP KINKS

BY C.
ABSistant Master Mechanii

.. DICKERT.
Central of Georgif

TURNING AND THREADING RADIAL STAYS.

A convenient and economical method of turning and threading
radial stays is shown herewith. An ordinary turning tool is
used for finishing under the head but the ends are turned by a
special tool. This is made from a set- of worn out dies. Three
of them are ground flat and serve as guides while the fourth is
ground for cutting. They are held in an automatic die head
and perform the work satisfactory. Two sets of threading dies,
located on opposite tool holders of a turret lathe, turn the thread
on both ends of the stay at the same time.

The arrangement for holding the die chuck for the rear end
of the stay is adjustable and slides freely on ways fastened to
the turret. This die is started first, as it has the longer thread

Y-—3i

Arrangement for Turning and Threading Radial Stays.

to cut and the forward die is started so as to make them both
finish at the same time. The forward die cuts up under the
head, making a good fit in the boiler. Both dies are tripped
automatically. The dies are adjusted so that the threads will
carefully match with the boiler tap and the threads at the top
and bottom of the bolt will also be sure to match with each
other as the rear dies, being started first serves as a lead screw
for the forward die. This device has materially increased the
output and decreased the cost.

GANG TOOL FOR CUTTING PACKING RINGS.

The tool shown in the drawing is used for cutting cylinder
packing rings. The holder is equipped with six cutting-off
tools of tool steel, such as are used in the Armstrong cutting-
off tool holders. Between these tools are filling blocks, ma-
chined to suit the taper of the tools and made to a thickness
suitable for spacing the cutters to the width of the packing
ring that is to be cut. On this road two width packing rings
(^ in. wide for light power and 1 in. for heavy power) are
used, which require two sets of filling blocks. The filling blocks
are made slightly narrower than the width of the tools to al-
low the steel plate to firmly clamp the cutting tools when the

set screws are set up. A blind set screw is placed in the end of
the tool holder merely to take up the slack in the tools and
filling blocks, in order to maintain a uniform thickness of the
rings. Each tool is set in the holder 1/16 in. in advance of
the other, the top tool being the longer, so as to cause the first
ring to be cut through first. This tool is fitted to a 52-in. BuU-

^--fegir:

Gang Tool for Cutting Piston Rings.

ard boring mill. Similar gang tools have been described in
these columns, but they are somewhat different in detail.

DRIVING BOX KINKS

Drafts

BY .A.LDEN B. LAWSON,
in, BaltiiDore & Ohio, Baltimc

e, Md.
BRASS LINERS FOR DRIVING BOX SHOE AND WEDGE FIT.

The illustration shows a method of applying brass liners to
the shoe and wedge fits of driving boxes. In the case of old
boxes, M in. is machined off each side, which reduces the dimen-

H 4V,

Secfion /<7-/^.
Brass Liner for Shoe and Wedge Fit of Dpi'

ing Box.

sion A', the standard distance over the faces, by -34 in. The dove-
tailed slots are planed at an angle to the flanges, as shown. For
new boxes the width of the pattern is made 54 in. less than the

AMERICAN ENGINEER.

Vol. 87, No. 2.

standard dimension A', and the dovetailed slots are cast in. In
both cases the brass is cast on the box and is finished to the
standard dimension X. The slots at an angle with the flanges
prevent the brass from falling off in case it becomes loose while
being machined. When the liner has worn down to about y% in.
thick the brass is machined off, the slots are cleaned out and a
new liner is cast on, which saves the driving bo.x from being
scrapped.

.'APPLYING OIL PIPE FOR DRIVING BOX HUB.

A method of applying a hub lubricating pipe to driving bo.xes
which have brass hub liners cast on is shown in the drawing. A
No. 20D. wire nail is inserted in a piece of Y^ in. copper pipe,
about 2 in. long, and the end is allowed to extend into the oil

A Method of Ap

hole, as shown. The pipe is then held in the proper position
while the liner is being poured. After the hub liner is applied
the nail is removed and the end of the pipe is cut off and cham-
fered, as shown in the illustration.

IRON RACK FOR SHORT LENGTHS

BY W. H. WOLFGANG,
Draftsman, Wheeling & Lake Erie, Toledo, Ohio.

The rack shown in the drawings was designed for storing
material of less than 10 ft. in length. Concrete slabs are used for
the footing and they being only 10 ft. wide will permit of the
rack being moved from place to place, if necessary. Where this
is done, however, proper eyebolts should be anchored in the con-

J Hales hr
^"Rirefs

Cast ln>n Supports.

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Iron Supporh

Casi Iron Base.

Details of Iron Rack.

crate slabs for the crane chain hooks. Cast iron plates, 1 in.
thick, are made in convenient lengths and bolted to the concrete
slabs to prevent the abrasion of the concrete. They are cored
out as illustrated for the cast iron supports and for the 4 in.
I-beams so that they cannot move out of place. The cast iron
supports can be either bolted or riveted to the I-beams, and the
length of the support can be made to suit conditions. A 2}/^ in.

oak floor is laid on top of the rack for the storage of all ma-
terial too short to be placed in the bins. Iron ladders are se-
cured to each end so that a man can easily climb to the top of
the rack. The rack would be more convenient if located under a

Iron Rack for Storing Material of Less Than Ten Feet
in Length.

traveling crane so the material could be more easily handled.
The reason one end of the rack is narrower than the other is
because the narrow part was an old rack which has been bolted
to the new part.

REPLACING A DRIVER SPRING ON A
MALLET

BY J. D. ROGERS,
Inspector, Virginian Railway

\\ bile the writer was in charge of some heavy Mallets at a
pusher grade on the Virginian, it became necessary to change
an intermediate driving spring on the front engine of one of
them. The spring had 14 leaves Y% in. thick, and was 36 in. long.
No jacks or spring pullers were available, and to have sent the
engine to the nearest roundhouse would have held it out of serv-
ice probably 48 hours or more. A 33 ft. rail on the spark track
was removed and a 30 ft. rail substituted, filling out with a 3 ft.
section held with fish plates. The spring rigging was blocked
as high as possible by running the engine on a wedge ; the 3 ft.
section was removed between the main and intermediate wheels,
and the intermediate wheel was run over the opening, allowing
the box to drop down to the binder. The gibs were easily re-
moved and the spring replaced. .\ wedge was then placed in
the opening and the driver was returned to the rail. The total
time occupied, including that of removing the rail, was about
three hours. _

Railway Employees in Switzerland. — The Swiss railways
employ a total of 42,000 men, 35,200 of whom work on the state
lines and 6,800 on private roads.

The Bulldozer in Railway Shops

Typical Examples of Tvvo-Piece Dies Which Have
Been Used Successfully on This Type of Machine.

BY LEWIS D. FREEMAN,
Chief Draftsman, Kansas City Southern, Pittsburg, Kan.

The bulldozer has contributed very greatly toward the present
high efficiency of the railway blackstnith shop and is now used
in nearly every large shop of this kind and in many steel car
plants. While it was primarily designed for the hot bending and
shaping of heavy l)ar iron, it is also suitable for hot and cold
punching and cold flanging up to the capacity of the tools used.

It is desired in this article to set forth some experiments re-
cently made with this machine to determine just what can be
accomplished with two-piece dies, which have to be used on
tlie bulldozer, as will be explained later. Fig. 1 shows a No. 9
bulldozer built by Williams, White & Co., Moline, 111., the orig-
inators of this type of machine. This is one of the largest types
and is driven by a 50 h. p., d. c. motor, mounted on a bracket
on the side of the machine and geared direct to a reversing
clutch shaft so that the machine can be run in either direction
and reversed at will. On the clutch shaft is a heavy fly wheel
which runs in the same direction as the motor; the energy stored
in this fly wheel is sufficient to avoid any undesirable reduction

Fig. 1 — Large Type of Bulldozer.

in the speed of the motor as the power required by the work
fluctuates. The stroke of the machine is 24 in. and the die space
is 49 in. from the forward position of the moving crosshead to
the back stops or lugs.

When using small or medium size dies it is desirable to have
a suitable surface plate or table across the ways of the machine,
on which to set them. Such a table is shown in Fig. 2. It has
a crosstie at the back to rest against the lugs and is provided
with T-slots so that any die can be set on the surface plate, and
squared up and bolted down in the most convenient position,
saving the labor of placing odd packing back of the dies to bring
them up to the moving crosshead. In this way the dies can be
so designed that they will take up the entire die space and when
they come together with the thickness of the metal between
them, the proper pressure will be put on the shape under forma-
tion. The heavy set screws in the rear lugs are provided for the
purpose of bringing the stationary die up to the moving one and
to allow for variation in the material as well as for wear in the
machine itself.

The power exerted by this machine is similar to that of the

toggle joint. The nearer the crank pin approaches the forward
dead center, the greater is the power exerted ; but at the moment
of approaching the dead center it is impossible to calculate the
pressure exerted with any degree of accuracy. For this reason it
is not desirable to place dies on the machine that are much
higher than the rear lugs, even though the dies are tapered down
to meet the top of the lugs. The center of gravity of the shape
being formed determines the point of application of the reaction
of these lugs; therefore the higher the shape in the dies the
greater the stresses in the frame of the machine, which, while
massive in construction, is not meant to resist excessive over-
loading. Many well designed formers are broken by carelessness,

< . s'o- A

Noie: ff/s imporhrnf fhaf fhese cersHn^s be machtnecf
Y^Z^ "x /'" square and exocHt/ io dimenshns ^Jyen,

5lof FiVing Bars,
yymtlron
IZ- Thus.

I ^ Y '--^^ — 1 ! ""'t

I i< — laf^'-^ ssji- — ^ — /Sm'-^ !

'he 24- — ^4< 4'0- >j< 24- >J

Fig. 2 — Surface Plate for Holding Small Dies on a Bulldozer.

such as packing them too close to the moving crosshead, thus
throwing great stresses on both the dies and the machine.

Since the force exerted by the crosshead at the moment the
crank pin passes the dead center cannot be depended on, it is
apparent that considerable skill and good judgment must be
used in order to successfully design bulldozer dies. The question
of strength in the design is largely a matter of experience, and
once knowing how the machine acts with one set, it is safe to
assume that all similar ones for the same machine may be built
along the same lines. It is necessary to have the dies strong
enough to withstand the total power of the machine, regardless
of the power necessary to form the shape, as it is more con-
venient to let the crank make a full stroke so as to release the

AMERICAN ENGINEER.

Vol.. .'7. -Vo. 2.

work as r|iiickly as pi.issil)le. Tlie backward motion of llic ma-
chine is not available for power, and as parts attached to the

\ -^v 1

^^N/^\ rH

1 » i 1

2 <-

-6-

-^ "~^.

V2A

SecHon /J-B.
Fig. 3 — Dies for Bending Angle Iron.

crosshead have to depend on the bolts for strength, only two
piece dies can be used.

The illustrations show some examples of die practice now in
successful use on this type of machine. Fig. 3 represents a simple

-e'ei-

Fig. 4 — Dies for Bending Heavy Bar Iron.

form for bending angle iron. It will be noted that there is a
slot in the male die into which the lower flange of the angle is
pressed. This slot is just wide enough to permit the flange to

Fig. 5 — Combination Forming and Siiearing Dies.

enter, and keeps it free from buckling, while the vertical flange
is forced to take the shape determined by the angle B.
The dies shown in Fig, 4 are a heavy type suitable for bending

heavy bar iron, such as tender body bolster plates of 1J4 in. x 12
in. section. The lugs on the face of the female die are for center-
ing the plate before pressing, the shape of the die being exactly
the same as that of the piece to be pressed, with the proper allow-
ance for shrinkage. The coefficient of shrinkage for open hearth
steel and boiler plate is .0078 and for merchant bar iron is .0156.

,^<0\'^'

Z4-—

Sfroke of

^4:

Fig. 6 — Dies for Forming Freigiit Car Sill Steps.

In order to facilitate calculations, 1 plus the coefficient of shrink-
age is used. Thus, for a 12 in. piece of thin open hearth steel
plate, the calculation is 12 in. x 1.0078 equals 12.0836 in. or 12 3/32
in. nearly. Care should be taken to see that the proper coefficient
is used.

Combination forming and shearing dies are shown in Fig. 5.

( ^

V )

- .f-

kr Sh,k No.Z ^
Insert ^' Mck Wml
Imn liners cut fo same

€)

--2ii

ni-

'/%

Bolted

LJj

■

1 ''fast inn. 2-

1 /'

■7i4i ; 1 1 n

iisf] jl] ; |i]i I

^i si i iijl i

jl ! 1 111 I !l]l 1

I Fi'nll/ied Bolfsn^- 2oi »i

Counfersuntt

Fig. 7 — Dies for Making Coupler Horn Braces.

These may be used for heavy bar iron and also truck arch bars
which have not gib ends. By means of hinge joints on the top
of the male die, the shear blades are thrown back out of the
way while the forming is being done, and on the next stroke
of the machine they are let down and the ends of the stock are
cut oft' to the exact length required. The blades are made of tool
steel and there are also tool steel faces on the female die. This

Fei!rv.\rv, 1913.

AMERICAN ENGINF.EK.

operation is one vvliieli makes a good sliowiiig for the Inillclozer.
The work was at one time done under a steam hammer and took
live or six hours to complete, while it is now done on a bulldozer
witli two strokes of tlie machine, the actual time being less than
one minute. In addition to the work l)eing done quicker, there
is the advantage of having all of tlie parts exact duplicates.
The safety appliance law makes it necessary to apply many

new steps on old freight cars and Fig. 6 shows a wing type of
die suitable for making them. These dies form the U shape of
the step and also twist the ends at right angles for application to
tlie car. The wings JF and Y are operated by links attached
to the crosshead of the machine in such a way that the cross-
head can strike the slotted casting Z to prevent wrinkles forming
on the tread of the step. The wrought iron tie bar across the
ends of the wings is to overcome the reaction while the twisting

llie bolts. Wherever ])ossible it is better to make the dies solid,
but in this case it was necessary to finish the inside to make
the width of the braces the exact width to fit accurately between
the center sills of the cars.

In making dies for heavy machinery, the castings should, if
possible, be machined on their forming surfaces as well as on
the faces resting against the machine, to insure an even distribu-
tion of the load when a part is being forged. This prevents
damage to the dies, as well as to the machine. A great many
good dies are broken by either improper fitting up or not being
machined at all. It is essential that care be taken to properly
design and finish the dies.

The two-piece dies shown in Fig. 9 are used for pressing
diaphragms for steel car underframes. Several years ago a num-
ber of attempts were made to manufacture these on a bulldozer,
but little success attended them. The design shown here was
developed after a careful analysis of the other methods. To
obtain a perfectly formed diaphragm it was formerly thought
necessary to use a three-piece former, which can only be used
on a hydraulic press of suitable size. The operation of this
type has, however, been so successful that quite a number of
similar ones are now under construction. In the operation of
these dies, a blank sheet, properly sheared and heated to a bright
red heat, is placed in front of the female die. The male die
forces the sheet through the sizing section of the female die, the
shape emerging into the recess shown by the dotted lines. At
the end of the forward stroke, the sheet is forced against the
back of the female die, which straightens out the back or web of
the diaphragm. The flanges spread slightly and on the return
stroke refuse to go through the sizing section of the die through
which they previously came. The male die is then drawn back

'Sj Jfy/eNo.Z

Male Die. R.SL
Leff3ho>yn. \ ^,

CasI 'nyn \ ^^^ \(

-U

~~J?i//e7/o.T~

y f

' III

-, Li

k /2- J

M-H

Taperiz inS ,3

<-S-^

/74-

I
k-^-=

(<-

-^'k

Fig. 8 — Dies for Forming Diaphragms for Steel Car Underframes.

is being done and may be quickly displaced to remove the finished
step.

Fig. 7 illustrates dies for making two coupler horn braces at
one operation of the machine, the idea being to make one side
take the reaction of the other. The completed forging is shown
in Fig. 8. These dies are so constructed that two widths of the
forging can be made by them. In general it is not good practice
to make a built-up die for large work, as all the strain comes on

by the crosshead, while the pressed shape is stripped oft' and
remains in the recess of the female die, whence it may be pushed
out completed through the opening in the end.

Fuel Oil ix Austri.x. — The increased price of fuel oil has af-
fected the Austrian government, who will change tlieir oil-burning
locomotives back to coal burning.

AMERICAN ENGINEER.

Vol. 87, No. 2.

APPKENTIGE SCHOOLS ON THE ERIE

BY H. E. BLACKBURN,

Technical Instructor, Erie Railroad, Dnnmorc, Pa.

A system of .Tpprtntico schools was started on tlie Erie in
1908 and tin- road ni>w has live schools on its lines. The hoys

school as iiractical as possdile. '1 he instructur spends an average
of ahout live hours daily in the shop witli the Ijoys.

No special efforts are made to turn out draftsmen or foremen,
hut if a hoy shows an aptitude for any particular line of work
he is sent to the main shop of the road and is given every oppor-
tunity to advance to the position towards which his ambition
points. After a boy completes his apprenticeship, it is of course

Interior of the Erie Railroad Apprentice School at Dunmore, Pa.

chosen as apprentices are preferably employees' sons and must the aim to retain him in the company's employ, and every effort
be over 17 and under 21 years of age. When they are selected is made to do so.
they are given mental and physical examinations, and if ac-

ceptable are required to serve a three months' probationary period
in the shop before they are hnally accepted.

Each scliool is in session 40 weeks a year and the apprentices

P.\TENT .ArPLic.MiONS.— According to the report of the secre-
:iry of the interior for the year ended June 30, 1912, the U. S.

of the Models

Erie Railroad Apprentice School.

are required to attend two two-hour periods each week during
the three years of their apprenticeship. The time is given to
mechanical drawing, shop mathematics, and instruction in stand-
ard shop practice and it is the aim of the instructor to make the

patent office received during the year, 69,236 applications for
mechanical patents, 1,775 for designs, 195 for reissues, 7.238 for
trade luarks, 941 for labels and 362 for prints. There were
35,539 patents granted, including reissues and designs.

February, !913.

AMERICAN ENGINEER.

SHOP KINKS

al Fo

BY W. F. CANAVAN,
Missouri. Kansas & Texa:

Fori

Kans

AIR CLAMP FIIK DRIIX PRESS.

A pneumatic claiti]) for holding the work f)n a drill press is
shown in Fig. 3. It consists of a 6 in. x 8 in. air cylinder, which

TAHI E FOR SLOITlNi; IIRIVINC. H"\ IIRASSES.

A convenient method for clamping a driving box brass to a
slotting machine so that it may be machined for the driving box

Fig. 1 — Attachment for Slotting Driving Box Brasses.

fit is shown in big. 1. The brass is placed on three plugs in an
auxiliary table fitted to the center of the slotter table and is held
in place by a clamp nut fitted in the auxiliary plate as shown.

TOOL FOR TURNING ROCKER ARM BOSSES.

Fig. 2 shows a special tool for turning the bosses on rocker
arms. A forked head is made on a tapered shank with a hole in
the base of the fork for a centering pin. The tools are placed
on the inside of the fork and are held in position by set screws.

Fig. 3 — Pneumatic Clamp for Drill Press.

is located directly beneath the table with the piston rod extending
through it. The clamping rod is held in the upper end of the
piston rod as shown; one end is placed on the work and the
other on a block. A spring in the cylinder under the piston re-
turns the rod to its original position when the air is released.

GRINDING THROTTLE VALVES.

A convenient method of grinding throttle valves is shown in
Fig. 4. An air motor is carried on an old man fastened to a

Fig. 2 — Tool for Turning Rocker Arm Bosses.

Fig. A — A rvietliod of Grinding Throttle Valves by Power.

AMERICAN ENGINEER.

Vol. 87, \'o. 2.

IiciK-li :iiul turns thu val\e tliruugh an expansion shaft with two the spring is placed on a tnhle with one end resting against a

universal joints. The valve may be lifted froin the seat while notched block as shown in the illustration. The plunger is

the machine is running, thus eliminating the possibility of groov- equipped with a forked rain which forces the spring band from

ing the scat. its position.

PRESSING OFF SPRING B.XNDS. CYLINDER BORING B.XR.

\ discarde.l wlieel press fitted up and used for pressing off By using the bar shown in Fig. 5, anv cvlinder may be bored

spring bands is shown in Fig. 6. .\fter the band has been heated

without removing the pilot beam or truck. It was built so as to

Fig. 5 — Boring Bar for Cylinders.

Fig. 7 — Tool Post Used on Horizontal Bor
Tumbling Shafts.

IVlill for Turning

Fig. 6 — Wheel Press Arranged for Pressing Off Spring Bands.

February, 1913.

AMERICAN ENGINEER.

obviate the necessity of using olTset tools to machine the hack tuoi. kor turning tumbling shafts.

head and with it only straight tools are re.,uire,l. The har is The lunung of the hearings on tumbling shafts .s an awkward

short, running in a taper gland adjusted by a center in the stuf- nperati-.n where some such tool as that shown m h.g. / is not

Fig. 8 — Apparatus for Mounting Air and Steam Hose.

f^ng box The construction and arrangement are clearly shown used. This is simply a bar sufficiently long to a
in the illustration. to clear the table, and sufficiently st.tf to prevent

low the arms
:hattering. It

pjg. 9_Arrangement of Drilling Apparatus for Use on Boilers.

AMERICAN ENGINEER.

Vol. 87, No. 2.

is used on a horizontal boring mill, the table being lowered, and
operated by the longitudinal and transverse feed.

MACHINE FOR MOUNTING AIR AND STEAM HOSE.

The machine shown in Fig. 8 is a collection of devices for re-
moving and replacing nipples and connections in air and steam
hose. At the extreme left the machine A is used for breaking
the clamp bolt ; 5 is a tool for spreading the clamps open ; C is
an annular brush for cleaning the fittings ; Z) is a vise for hold-
ing the new hose while the fittings are being forced in ; £ is a
tool for cleaning the gasket grooves in the couplings ; F is for
tightening the clamp on the hose, and G is an air connection
for giving the hose its final test. The outfit is neatly arranged
on an I-beam and has given good service.

DRILLING HOLES IN BOILER SHELLS.

The boiler repair man knows what a difficult job it is to rig
up an "old man" on the side of a boiler to drill out a staybolt,
and the time lost in doing the work is considerable. The ar-
rangement shown in Fig. 9 is intended to simplify this work. A
frame made of structural shapes and bar iron is made as shown
in the illustration, and carries a large vertical lead screw fixed
in two two-wheel carriages running on the upper and lower
bars. An air motor is fixed on the end of a shaft that is car-
ried on a device operating on the vertical lead screw. The motor
is adjusted in and out by the lever A, is raised or lowered by
the lever B and it may be swung up or down, and held rigidly
in position by the clamp C. In this way it is universal in its
action and can be used in any position throughout the range of
the frame for drilling out staybolts, drilling and tapping for
studs, and for drilling holes.

SHOP HOSPITAL ROOM

MILLING ATTACHMENT FOR LATHES

BY E.

Instructor, Atchii

. SIEMANTEL,

n, Topeka & Santa Fe

Apprentii

A simple and useful appliance answering the purpose of a
milling machine in small shops is shown in the illustration. It
is made of a Zyi in. square rough iron rod, one end being turned
to fit in the tailstock of the lathe; the other is centered to fit
the lathe spindle.

The tool spindle A runs in a 2 in. brass bushing and has a

2^ -^q. Iron

Tiv;

I=q

i* -zs^i ^i^tff■- -II- -^-Sf-^-

Milling Attachment for Use on Lathes.

thrust ball bearing. It is held in position by two 1 in. nuts.
One end is threaded to receive cutters of various sizes. It may
be driven by either a belt or a motor, the post B being used as
a brace for the motor handle when it is used. The work to be
milled is attached to the carriage of the lathe and the various
feeds are used as desired.

Altitude Record. — R. G. Garros, a French aviator, attained a
height of 19,032 ft., exceeding the previous record by 1,151 ft.

Dead Weight of Vehicles. — The dead weight per passenger
of a horse-drawn vehicle is between 300 and SOO lbs. ; of a motor
car, about 1,428 lbs., and of a steel railway coach, from 1,200 to
1,700 lbs.

Along the lines of the "safety first" movement there is a certain
feature that should not be overlooked, and that is a hospital or
emergency room at the shops where the injuries of the employees
may be carefully and antiseptically dressed. The illustrations
show the emergency room of the Chicago, Rock Island & Pacific
shops at Silvis. 111. This plant employs about 1,400 men, and
during the three years the room has been in service there has been

Cabinef- Surgical Supp//e5
On Glass Top Tab/e Z4-ii £4'

Plan of Hospital Roo

d Shops, Sllvis, III.

no case where any man treated has been troubled with blood
poisoning afterwards. All employees are required to report the
slightest injury received and to have it dressed by the attendant
in charge. In case of a serious injury the patient is given
emergency treatment and is immediately carried to a hospital.
There is a special man in charge of the room who is thoroughly
familiar with the "first aid to the injured'' rules, and is ready
at a moment's notice to give aid. When he is not so occupied he
assists in the assistant shop superintendent's office on clerical
work.

The room is located just off the office of the assistant shop
superintendent, and in the central part of the main shop. It is

General Arrangement of Hospital Room at the Silvis, III., Shops of
the Rock Island Lines.

completely walled in and is kept in a clean, sanitary condition.
All the fixtures are of enameled iron and glass. The walls and
ceiling are painted with an enameled white so that they may be
easily washed. The floor is completely covered with a single
piece of linoleum, making it impossible for dust and dirt to collect
in the cracks of the floor. A complete report of each accident

February, 1913.

AMERICAN ENGINEER.

is made and placed (Ui lile, \Vc arc iiult-btcd to G. W. Scidol,
superintendent of shops at Silvis, for tlic illustrations and tlic
information.

MISCELLANEOUS SHOP KINKS

anotlicr, or in case of unloading car trucks or mounted wheels,
tuiloading from the car directly to the track over which they
may be wheeled to the shops. The base of the trestle has a
1<. iz'L ^

BY W. A. McGEE.

SMOKE STACK CRANE.

A simple crane arm to fit on locomotive stacks is shown in
l-'ig. 1. It is made from a 2 in. round iron liar, which is looped
over and welded at the end as indicated in the ilhistration. It

-r/f'

Fig. 1 — Smoke Stack Crane.

is handy for applying smokebox fronts or doors, a chain hoist
being attached to the end of the arm.

Section A'

PNEUMATIC LOADING HOIST.

A convenient arrangement for loading or unloading cars is
shown in Fig. 2. It consists of a trolley runway built up almost
entirely of wood, and a 4-wheel trolley wdiich carries the air

hoist. The runway extends over three tracks, having a span spread of 16 ft., which provides the necessary stability, and
of 38 ft., and in this way allows for loading from one car to the columns are made up of two 5 in. x 12 in. beams bolted

Fig. 3 — Trolley for 7-Ton Loading Hoist.

^ SecfhnA-A.

Fig. 2 — Pneumatic Loading Hoist Operating Over Three Tracks.

AMERICAN ENGINEER.

Vol. 87, No. 2.

together. The legs or braces arc made of 4 in. x 9 in. stock,
and are tied together 11' 2 ft. above the groiuid by a 4 in. x 9
in. beam with a % in. iron tie rod. The runway consi.sts of
two lYz X 13J/2 in. beams, which are supported at the center
by a yoke suspended from two diagonal braces of 4 in. x SJ/j
in. stock, extending over the runway and footing in the up-

/ Three-yyau Cock. „

hfffedccer^ ^ i "erf. Check ^./.e

shown in Fig. 6. It is made of a galvanized iron tank with ^
in. copper heads and 1 in. pipe with the necessary fittings. Air
is admitted the top of the tank through a tee. the upper end
of which is used for filling the tank with sand. The air pres-
sure in the tank is throttled down to about 10 lbs. per sq. in.
by a valve, as indicated, and the air pressure for the blast is

Fig. 4 — Air Cyiinder for Loading Hoist.

rights. The edges of the runway on which the trolley rolls
are protected by a 2 in. x 2 in. x 3/16 in. angles. The trolley,
as shown in Fig. 3, has four 12 in. wheels spaced 18 in. on
centers, which support the carriage with the hook to which the
hoist is attached. The air cylinder is shown in Fig. 4, and is
14 in. in diameter inside, and has a stroke of 9J/2 ft. It is made
in two sections, one 4 ft. long and the other 5 ft. 8^ in. long;
these are tied together by ten % in. rods. The details of the pis-

6 2 Shjds, ^ long

regulated by the globe valve below the shop Hne connection.
Two hooks are riveted to the sides of the tank so that it may

Fig. 5 — Piston and Hook fo

ton, piston rod, and swivel hook which fits on the end of the pis-
ton rod are shown in Fig. S. It will be noticed that the piston
is packed with a leather cup washer which is held out against
the cylinder walls by a }4 in- steel wire spring. With an air
pressure of 100 lbs. the hoist should easily handle 6 or 7 tons.
It is operated from the ground, two chains extending down
from the operating valve.

P0RT.\BLE S.\ND BL.-\ST.

A portable sand blast apparatus used for removing paint is

Fig. 6 — Portabie Sand Blast Apparatus.

be hung on the side of the tender or at any place convenient to
the work. The whole outfit can be easily carried by two men.

CABOOSE LAWS

The Special Conmiittee on Relations of Railway Operation
to Legislation, W. J. Jackson, chairman, has issued under date
of December 10, 1912, bulletin No. 43, on legislation prescribing
the construction of caboose cars as enacted in sixteen states.
The accompanying table gives an analysis of these laws.

These laws do not apply to narrow gage lines in South Dakota ;
to logging roads in Washington; to roads of less than 15 miles
in length with grades more than 200 ft. to the mile in New
York ; to passenger equipment used as a caboose in Nebraska,
South Dakota and Virginia ; to cabooses used in yard or trans-
fer service in Illinois, Indiana and Iowa; to cabooses used on
logging or lumber trains in Virginia and Wisconsin ; to cabooses
on work trains in Iowa ; to cabooses used in original construc-
tion work in Soufh Dakota; to unusual and unforeseen demands
of traffic in Illinois and Indiana; to emergencies not exceeding
36 hours in Iowa ; to cabooses used on account of accidents or
casualty in South Dakota; to cabooses in service March 30, 1911,
complying with the act except as to end doors and platforms in
Missouri ; and to cabooses in service April 25, 1910, complying

developed, and applied for letters patent on, a construction of
this type. In this device the platform and vestibule are so con-
structed and attached to the car that they will collapse in case
of a collision. This gives a shock absorbing distance between

End Construction of Steel Car Equipped witin a Wooden Vestibule,
two cars equal to the combined depth of the platforms. To ac-
complish this, the center sills are run only to the end of the
car body, and the connection between them and the platform

ANALYSIS OF CABOOSE LAWS IN THE SEVERAL STATES.

Height in feet 7

Length in feet 24* 24

Strength (A means equal to 30-ton freight

car constructed to M. C. B. standards) . . A ....

Number of trucks and wheels 2 — 4 2—4

Platforms, inches wide (S means not speci-
fied) 24 30

Doors (B means each end) B B

Guard rails (R means required) R R

Grab irons (C means required) C C

Steps (R means required; E means re-
quired with rod, board or guard) E R

Hand brakes

Air valve

Cupola (K means required) R R

Windows (R means required) R ....

Closets (F means water; G, type not speci-
fied) G

Penalties (dollars) 100 to

500

Existing equipment to be corrected (H

means at general repairs) H ....

Time extensions to be allow-ed by State

Commission

Enforcement of act (J means at discretion

of State Commission)

Tin. 1,

Date effective 1913 1909

•Including platform.

2—4 2—4

2—4
S

G G

00 to 100 to

100 to

10 to

500 to

100 to .

.. lOOto ..

.. 100 to

10 to

500 to 500 to

500 500

500

1,000

500

1,000 1,000

Tune 1.
1914

1912 1910 1909 1911 1907

1910 1911 1910 1910 1910

w'ith the act, except as to platforms if they are 20 in. wide, in
Ohio. There are no exceptions made in the other six states.

COLLAPSIBLE END CONSTRUCTION
FOR PASSENGER EQUIPMENT

The advisability of attempting to make a collision-proof end
for passenger cars has been held in question by many designers,
who claim that such a construction cannot be produced without
making the weight of the car excessive. An alternative which
has been sometimes suggested is a construction that will absorb
the shock of a collision by crushing, before serious damage can
be done to the car body.

The Barney & Smith Car Company, Dayton, O., has recently

sills is made of such strength that it will give way when anything
greater than the maximum service shock is received on the outer
end of the vestibule. The steps, vestibule door and hood will
of course collapse when the rivets shear on the sill extensions,
and these will assist in absorbing the energy of the shock. The
end of the car body is designed for great strength, heavy
sections being used for the end posts. It is generally claimed
that in the case of cars attempting to telescope, the point of
greatest shock is never over 20 in. above the floor line, and with
this in view the intermediate posts are reinforced for a distance
of about 4 ft. above the floor by angles riveted to the inside.
The end of the car is further protected by pressed steel triangular
shapes about 30 in. high, placed at the sides, as shown in the
illustration. In order to hold the end posts in position, and also
to prevent parts of the vestibule piercing the end of the car, it

AMERICAN ENGINEER.

Vol. 87, No. 2.

is covered entirely by a heavy steel plate, wliich is attached to
the roof and e.xtends to the bottom of the end sills. It is claimed
that this plate, in case the entire shock of a collision is not
absorbed by the collapsible vestibide, will tend to pull the roof
of the car down and throw the next car up instead of allowing
the two cars to telescope. Pressed steel shapes are also placed
below the platform end sill, forming a part of the collapsible

steel. A collapsible construction of wood has also been designed,,
which may be applied to car bodies of either steel or wood con-
struction. As shown in one of the illustrations, in applying this
type to a car of steel construction an auxiliary end of wood is-
used. This makes two walls at the end of the car, one the reg-
ular car end reinforced with wood, and the other the vestibule-
wall which rests directly against the end of the car. The entire

Collapsible Platfo

vestibule, and are designed to act as an anti-climbing device.
Heavy I-beams are used as vestibule center posts. These are
securely riveted above and below and it is believed that in case
of one car attempting to ride over the other, these beams would
be of sufficient strength to cause the rivets connecting them to
the sill extensions to shear off.

All-steel Car

platform, vestibule, hood and sill extensions are constructed as-
a unit, detachable and separate from the car body proper and'
can be applied, if necessary, after the car is built. It is presumed
that in case of a collision these would be the only parts seriously
damaged, and the car could therefore be repaired and replaced
in service with a minimum of expense and delay. The object o£

One of the illustrations shows a car constructed entirely of the entire device is to protect the car body from damage.

New York Central Lines Steel Coaches

Strong End Construction and Thorough Insula-
tion Distinguish the New Passenger Equipment.

The new all-steel passenger train cars recently put in service
■on the New York Central Lines are 70 ft. in length over the
€nd sills and 11 ft. 9j-4 in. over the buffers. The coaches have a
seating capacity for 84 passengers. These cars can be con-
sidered as representing the latest development of steel passenger
equipment for heavy truhk line service along conservative lines.
Two features of the design are particularly noticeable, viz. —
the exceptionally complete arrangement of insulation and the
substantial end construction, both of the car body and of the
vestibule. There are very few places anywhere in the car where

llic two designs. The posts terminate at the plate and the
lower deck carlines are in separate pieces. The posts, which are
all practically of the same section, are equally spaced throughout
the length of the car except at the point where the saloons
are installed. The interior finish is of steel except below the
window sills and on the ceiling where agasote is employed.
The steel is finished to imitate mahogany and the window sills
and window sash are of Cuban mahogany. The passenger
coaches are equipped with the axle light system and, including
the batteries and battery boxes, have a total weight of 142,000

-^^^^i^^^^JT^

Plan of 70-Ft. Steel Coach; New York Central Lines.

there is a continuous metal contact between the e.xterior and
interior, and careful provision has been made to prevent the
entrance of cold air between the outside and inside sheathing
or finish. A 2-j4 in. air space has been provided under the
floor which is sealed at the bottom by three-ply insulation
secured to Y^ in. steel plates arranged in comparatively small re-
movable sections.

Six inch I-beams, set in pockets in a cast steel underframe
and securely held at the top,, are employed for both the door
posts and the vestibule diaphragm posts. In addition the 6 in.

lbs., giving a weight per sq. ft. of interior floor area of 22.9
lbs. and per seated passenger of 1,690 lbs. Cars of the design
shown herewith have been built by the American Car & Foundry
Company and the Barney & Smith Car Company, the design
being prepared jointly by the engineers of the railway and of
the builders.

The center sills connecting the two large steel castings at
either end consist of two plate girders set 18 in. apart, each
having a Yj, in. web plate and two iY^ in- x 3j4 in. x Y^ 'n-
angles at the bottom and one ZY2 in- x 3j^ in. x Yz '". angle at

70-Ft. steel Passenger Coach for the New York Central Lines.

Z-beams forming the corner posts are braced by a substantial
cast steel knee resting in a machined pocket in the underframe.
This construction is such as will evidently offer the most de-
termined resistance to telescoping of the car body. An under-
frame somewhat similar to that employed by the Pullman
Company for steel sleeping and parlor cars is used. It con-
sists of a Commonwealth combination cast steel double body
bolster, end sill and platform connected by fish belly type center
sills and side sills of steel angles.

In other respects, however, there is little similarity between

the top. These girders are 31 in. in depth at the middle for a
length of 22 ft. 8^ in. They taper at each end for a distance
of 12 ft. 10^ in. to a depth of 13 in. A top cover plate, Yi in-
in thickness and 26 in. wide, is secured to both sills and over-
laps for the full length of the splice at the steel castings. There
is also a splice plate on the under side of each sill at this point
which is Y^ in. in thickness by 7^ in. wide and 3 ft. in length.
All the angles on the center sills are continuous for the full
length of the web plate with the exception of the inner angle
on the lower edge which does not form part of the splice

AMERICAN ENGINEER.

Vol. 87, No. 2.

February, 1913.

AMERICAN ENGINEER.

to the casting except as it is secured through the medium of
the bottom cover plate. The web of the center sill is provided
with four vertical stiffeners of 3 in. x 3 in. x ^ in. angles which
extend the full depth of the sill and are spaced equidistant be-
tween the cross bearers and the cross tie and one in each panel
between the cross bearer and the bolster.

The center sills are made with a 1% in. camber by shearing
the web plates tapering from the cross bearers to the ends.
All rivets in the center sill construction are ?4 in. and are

pressed steel center sill separator in two pieces and a pair of
pressed steel crossties all made of J4 '"■ plate flanged on all
sides. The form and arnujgement of this structure is shown
in one of the sections.

The side sills are 6 in. x 4 in. x ^/s in. rolled steel angles
extending in one piece for the full length of the car, being
securely riveted to the bolster castings and to the cross bearers
and cross tie. They are set with the flanges extending inward
and are fastened by eight horizontal rivets and two vertical

F/an af Cross Bearer

Plan at Floor Beam

I M^-^ \-3-3 ALJ-

H-'^/-l ._ . Trnrl- L----_------- " mfjr^^^ — '

.j_..__^. -^--*^-^ 1-^^ ^ ^-^ ^

I ^ ■ Ato/e-B

— ^ /.?/j H Sections E-EandF-F taken at

opposite end of car

Details of Underframe; New York Central Line's Steei Coach.

Section F-F

spaced at Xy^ in. pitch wherever they connect to the web plate.
The cast steel cross bearers are spaced 21 ft. 7s in. apart, coming
at the point of tapering of the center sills ; they are formed in
three pieces, properly shaped for fitting between the center
sills and between the side and center sills. They are cut out
for lightness as shown in the illustration, and have top and
bottom cover plates 6 in. x 5/$ in. x 4 ft. 4 in. in length, which
extend continuous over the top and bottom of the center sills
and are securely riveted to the flanges of the cross bearers and
of the center spacing plate. At the center of the car is a

rivets at each cross tie. the connection at this point also being
reinforced by a separate casting coming underneath the side
sill. The bottom of the side sill is 3 ft. lYi in. above the rail.
In addition to the cross tie and cross bearers there are seven
pressed steel, channel shaped, floor supports on each side,
secured between the center and side sills. These are formed
of y% in. plate and are 7 in. wide with 3^ in. flanges. They
are further stiffened by a groove IH in- wide x 34 in- deep
pressed in the middle for the full length and are located adjacent
to side posts in -each case. They have a maximum spacing of

AMERICAN ENGINEER.

Vol. 87, No. 2.

6 ft. The outside floor stringer consists of an angle, pressed
from % in. plate, extending for the full length of the car and
riveted to the side posts with four J4 in. rivets at each post.
The lower edge of this angle acts as a support for the false
floor. Intermediate stringers of Z shape, pressed from Y^ in.

resting on the center sill cciver plate and located midway between
the floor supports.
The side sill, formed of a 6 in. x 4 in. x Y^ in. angle; side

Cast Steel Knee Back of

plate, extend for the entire length of the car. They are in
five parts with proper shaped connection pieces at the cross
bearers and bolsters and are riveted to the floor support with
two Ys, in- rivets at each connection. A Yb in. extension plate
is riveted to each of these stringers and extends downward for

Central Lines.

posts pressed in channel section, with flanges, from J^ in.
plate ; a 5 in. 6.5 lb., channel, continuous for the full length of
the car, forming the plate; and a 5^ in. x AY2 in. belt rail form
the principal members of the side framing. The posts are shaped

-69-lli

Elevation of Body Side Framing at End of Car; New York Central Lines Steel Coach.

securing the false floor. The middle floor stringers are also
Z shape and of Y& m- plate. At each seat pedestal a 2>Y2 in. x
2Yi in. x ;4 in- angle, 13 in. long, is riveted to the stringer
which has an extra support in the shape of a pressed steel gusset

at the bottom to fit inside the leg of the angle and are cut away
at the top to clear the flanges of the channel plate which is
placed with its web horizontal and flanges extending downward.
The posts have a 1/16 in. cover plate riveted to the outwardly

February, 1913.

AMERICAN ENGINEER.

extending flanges, thus giving u full box section. The joint at
tlie side sill is made with two Yz in. rivets through the posts,
in addition to the exterior Y^ in. sheathing. At the plate are two
pressed 3/16 in. angles fastened with f| in. rivets. On account
of the width of the window panels at the ends of the car, three
special posts of simple channel section are used.

Back of the belt rail which extends continuous outside the
posts and in one piece for the full length of the car body, are
4 in. X 4 in. x 3/16 in. pressed steel angles fitting between
tlie posts and secured to them by 3/16 in. connection angles. The
side sheathing comes between the belt rail and these angles and
the three are secured with .)^ in. rivets. The upper row of these
rivets also secures the outer edge of the window stooling
which is pressed from 3/32 in. plate and covers the upper part
of the belt rail. It is continuous for the length of the car,
being cut out to clear tlie posts. Z-shaped pieces, attached
to the belt rail stiffentTS, support the stooling between the
posts. Otiier longitudinal members in the side framing consist

The lower deck carlines are pressed in channel shape from
Yi in. plate, to the contour shown in the illustrations. They
have flanges 1J4 in- wide except where the roof sheet joints
are tnade when the flanges are 2.^ in. deep. A carline is
located over each side post and they are secured to the side
plate with four f^ in. rivets where they have wide flanges and
two Yi in. rivets and a Yi in. pressed angle where the narrow
flanges are used. Spaced midway between these are the inter-
mediate lower deck carlines formed of XYi, in. x XYz in. x 3/16
in. angles. These are intended principally as roof sheet
stiffeners. At the upper end the carlines are fastened to the
combination deck sill and plate formed of a J^ in. sheet flanged
with a web 18 in. wide, a lower flange ZY^ in. wide, and upper
double flanges of 5 in. and XYz in., respectively. The web is
cut away for the deck windows, the openings being 10 in. x 30%
in. This plate is continuous for the length of the car body and
its top flange is stiffened by a \Ya in. x \Ya in. x Yi in- angle
located as shown in the section of the car. At each carline

60 Baf fen Centers >j

SecHon A <?/ Carline.

Sections of the Roof Framing; New York Central Lines Steel Coach.

of a 3'/2 in. x 2}^ in. x ;4 in. angle secured inside the posts for
a seat rest and a floor cove molding of 'g in. plate in an in-
verted J shape.

A 6 in., 15.6 lb., Z-bar is used for the body corner post and
sets in a pocket in the underframe casting at the bottom and
is secured to both the side and end plates at the top. This post
is backed by a large cast steel knee extending back along the
side of the car for a distance of 23J^ in. and reaching as high
as the belt rail. This anti-telescoping arrangement was furnished
by the Co"mmonweaIth Steel Company. The door posts are
6 in., I214 lb. I-beams, and are also set in properly shaped
pockets in the underframe casting. They are securely fastened
at the top to the end plate which is made of a 5 in., 6.5 lb.,
channel set with the web horizontal. This plate is secured
to the side plate and the deck sill by a gusset bracing and is
further reinforced with a wide stififener. The intermediate end
posts are 4 in., 8.2 lb. Z-bars, secured at the top and bottom in
the same manner as the side posts.

connection a malleable iron stififener is inserted. These are
shaped to also carry the screens and the ventilators. Ward
ventilators are used in the main part of the car and Globe
ventilators at the toilets. There are thirty-eight of the former
and two of the latter type.

On the upper deck the carlines are of Yi in. plate flanged
channel shape, 2Yi in. deep and 5 in. wide over the flanges.
These are formed to an 11 ft. 6 in. radius and are located with
the same spacing and directly above the main lower deck car-
lines. They rest on top of the combination deck sill and plate-
and are secured to it with four Vf, in. rivets at each end. Be-
tween these main carlines are intermediate deck carlines formed
by 2 in. x 2 in. x 3/16 in. angles shaped to the proper contour.
These are inserted for the purpose of making the joint of the
roof sheets, which are riveted to them with Ya in. rivets spaced
not over 5 in. apart. The roof sheet on the upper deck is of
No. 14 B. W. G. steel plate and the joints between the sheets
are welded. The eaves of the upper deck are made by riveting

AMERICAN ENGINEER.

Vol. 87, No. 2.

the roof sheet to the down-turned flange of the deck plate.
On the lower deck the roof sheets are of 1/16 in. steel plate,
except at the ends where a thinner plate is employed. The lower
roof sheets are also held with }i in. rivets and are welded at

Detail of Upper Framing at the End of the Car.

the joints. The lower deck eaves are formed by a special flanged jj^

eaves molding of ]/$ in. plate. This molding is riveted to the (< 3'/o~ —

lower part of the roof sheet and through the flange of the body sections Showing Detail Construction of the Side and End Frame.

Feiikuarv, iyi3.

AMERICAN ENGINEER

side plate. It is coiitimioiis on both sides and ends nf the
car.

Tlie vestibule diaphragm pusts arc also 6 in., 12;-.( lb. I-bcains,
set in pockets in the steel casting in the same manner as the
door posts. They are supported at the top by a 5 in. channel
extending straight back to the end frame and secured to the
gusset which reinforces the end plate. It also abuts the flange
of the end plate. There is also a similar channel secured to
the opposite side of the post, which extends upward and out-
ward to a connection at the junction of the deck end plate and
side plate. The former is a 5 in. straight channel with the
flanges cut away- at the end and the web turned inward for
riveting to the deck side plate. There is also a diagonal brace
from the top of the door post at this same point and large
gusset plates make the joint rigid and strong. Furthermore there
is a diagonal brace from the top of the vestibule diaphragm
post to the side plate near its junction with the corner post.
The vestibule corner post is % in- thick, pressed to the proper
contour and secured to the buffer beam extensions at the bottom,
and to the side plate and vestibule end plate at the top. The
vestibule end plate is a 354 in. x 3J4 in. x J4 'f- angle formed to
proper contour and is riveted to the vestibule diaphragm posts
above their connection to the diagonal braces.

It will be seen that this vestibule construction is designed to
offer great resistance to end sho.cks and that no provision has
been necessary for carrying the weight of the platform or the
vestibule from any of the roof members since the steel casting
in the underframe is amply sufficient to carry this weight. The
end framing of the body, however, is even more massive and
should the vestibule collapse, it would be practically impossible
for another car to enter the car body proper.

Patent leveled plate, % in. thick below the belt rail and 3/32
in. thick above, is used for the outside sheathing. The end
sheathing part is also 3/32 in. thick of the same plate, and the
vestibule has ^ in. sheathing. On the interior the finish is of
steel except as noted above. It was furnished by Hale & Kil-
burn. The floor is of Flexolith, 114, in. thick, laid on % in. gal-
vanized Chanarch of No. 22 gage. The latter was furnished
by the Acme Supply Company. It will be noted that the Chan-
arch is carried through to the side sheathing between the posts
and that the flooring is also continued, a joint being made, how-
ever, at the floor cove molding on the inside of the post. This
arrangement prevents the entrance of cold air in the space be-
tween the posts and back of the inside finish.

One of the most interesting features of the car is the ar-
rangeinent of the insulation, and in the cross sections it will
be seen that adjacent to the inside finish at all points there
is a 1/2 in. sheet of Resisto, or- H. W. Johns-Manville Com-
pany "Nycinsul" insulation, and on the inner face of the outer
sheets there is a l^i in. Resisto sheet. The latter is brought in-
ward around the posts and other members, and joins either
the inner insulation or the wooden fastening strip applied for
securing the inside finish. This insulation is secured to the
plates by fasteners spot welded in place. At no point is there a
continuous metallic connection between the inside and outside
of the car. All open spaces between the framing, where there
might be a possibility of circulation of cold air, are carefully
filled with wood blocks or otherwise.

The cars are mounted on the standard six-wheel trucks of the
New York Central Lines, set at 54 ft. centers. They have an 11
ft. wheel base. Some of the specialties employed are as follows :
Steel doors. Hale & Kilburn. The body end doors close against
a piece of solid rubber '/z in. square, and are also fitted with
metallic weather strips. Trap doors and window fixtures, Tuco
and Edwards; vestibule curtain, Acme Supply Company; draft
gear and buffer, Miner Draft Gear Company ; couplers. Tower ;
brakes, Westinghouse PC equipment with 16 in. service and 16
in. emergency cylinders; heating system. Ward Equipment Com-
pany ; lighting, Gould axle system ; seats, Hale & Kilburn walk-
over type; lock nuts. Columbia.

THE ELECTRO-PNEUMATIC BRAKE

At the January meeting of the New York Railroad Club, N. A.
Campbell read a paper on the electro-pneumatic brake, stating
that this type of brake is so arranged that under usual conditions
the pneumatic apparatus is operated electrically, but if the
electrical apparatus should become inoperative from any cause,
that part of the equipment controlled by air pressure is not
affected and the pneumatic operation will take place as usual.

There are several systems of operating air brakes electrically,
some of which have been in successful operation for a number of
years, principally on electric railroads operating multiple unit
trains. In the system described magnet valves are employed to
make local brake pipe reductions. It is believed that this system
is the most applicable to steam railroad service, as it can be used
in connection with the standard car and locomotive equipments
now in use, and will not interfere with interchange. It is also
applicable to multiple unit electric train service with substantially
the same apparatus.

The standard automatic brake valve is used and the positions
for electric operation are the same as those for pneumatic
operation. Each of the various positions of the brake valve for
controlling the air pressure throughout the air brake system has
a corresponding position on the electric controller. The con-
troller is connected to a series of wires passing throughout the
length of the train.

There are three magnet valves on each car, viz. : the applica-
tion, release and emergency magnet valves. They are attached
to one bracket to which the pipe connections are also attached,
so that a magnet valve can be removed without disconnecting
any pipes. In the normal position the application and emergency
magnet valves are closed and when energized, are opened. The
normal position of the release magnet valve is open and it is
closed when energized.

To make a service application of the brakes, the brake valve
is placed in the service application position. In this position the
application magnet valves are energized, which causes them to
open and reduce the brake pipe pressure simultaneously on each
car. The triple valves now operate in the usual manner, actuated
by the differential in the auxiliary reservoir and brake pipe
pressures, and permit auxiliary reservoir air to pass to the brake
cylinders and apply the brakes. As the brake pipe reductions are
made simultaneously on each car, and the action of the magnet
valves is instantaneous, there is no interval between the applica-
tion of the first and last brake. When a sufficient brake pipe re-
duction has been made, the brake valve should be returned to lap
position. The application magnet valves are now de-energized
and are closed by the air pressure, assisted by a spring, and the
release magnet valves are energized. When the brake pipe re-
duction ceases, the triple valves move to lap position and prevent
further flow of air from the auxiliary reservoirs to the brake
cylinders, as though operated without the use of any electrical
apparatus. The brakes can be applied with as many graduations
as may be desired, and more uniformly than is possible without
the use of the electrical apparatus, until full service braking
pressure has been obtained.

As the application magnet valves reduce the brake pipe pressure
at the same rate that the equalizing reservoir pressure is being
reduced by the brake valve, the brake pipe reduction is made
more rapidly than is possible with the automatic air brake, and
the brakes are applied more promptly, resulting in a shorter
service stop. For the same reason, the brakes are applied on
a train of any length as rapidly as on a single car, also no
electrical apparatus other than the generator and controller
need be applied to the locomotive, because the brake pipe re-
duction made by the application magnet valves on the cars is
sufficient to actuate the locoinotive equipment.

As the equalizing reservoir of the brake valve is always charged,
as when the brakes are operated pneumatically, and its pressure
reduced as usual when the valve is in service position, should

AMERICAN ENGINEER.

Vol. 87, Xo. 2.

the current be interrupted and the apphcation magnet valves
fail to reduce the brake pipe pressure, the brake pipe exhaust
will at once open and the ordinary pneumatic application will
be obtained. Should one or more application magnet valves in
any part of the train become defective and the brake pipe pressure
be reduced slower than that in the equalizing reservoir, the
equalizing piston will be raised by the higher pressure in the
brake pipe and promptly assist in making the proper rate of
brake pipe reduction. As this operation is entirely automatic
and insures at all times a positive action of the brakes either
electrically or pneumatically, on all cars in the train, it will
cause no confusion on the part of the operator and he need
not know whether the electric current is available or not. When
the application has been made as heavy as the circumstances re-
quire, the brake valve handle can be placed in holding position ;
when this is done the release magnet valves are energized and
are closed. Air is now being admitted to the brake pipe from
the main reservoir at the same rate as in running position. The
triple valves will move to release and charging position and the
auxiliary reservoirs will be recharged so that the maximum
braking pressure will be quickly available for either a service
or emergency application. The brake cylinder pressure will be
retained until the brake valve handle is moved to running posi-
tion, when the release magnet valves will be de-energized and
will open, allowing the brake cylinder pressure to escape to the
atmosphere.

If it is not desirable to allow all the brake cylinder pressure
to escape and entirely release the brakes, the brake valve handle
can be returned to holding position, when the release magnet
valves will again be energized and closed. The brakes can be
graduated off to any extent desired and the brake cylinder
pressure on each car will be uniformly reduced, thus avoiding
any shocks that would be produced by unequal reduction of
brake cylinder pressure and braking power. When an emergency
application is necessary the brake valve handle is placed in the
emergency position. The emergency magnet valves will be
energized and will open, causing an instantaneous and heavy
brake pipe reduction on each car sufficient to cause all triple
valves to move to the emergency position. The maximum brake
cylinder pressure is obtained on all cars in approximately the
same time.

MIRROR FOR INSPECTING ARCH BARS

Defects are as liable to develop on the inside of the arch
bars of freight car and tender trucks as on the outside, and
it is practically impossible to discover them by the ordinary

Fbsfeboard "f'n

^llrro^ Used on the Louisville & Nashville for Inspecting Arch Bars.

method of inspection. On the Louisville & Nashville the car
inspectors have been provided with a small hand mirror of a
shape and size shown in the illustration; by holding it on the

inside of the bar any crack or other defect can be readily
discovered.

Astonishing results have followed the introduction of these
mirrors. They were put in use at one or two terminals on
July 1, 1912, and all other inspection points on September 24.
From July 1 to November 30, 1912, a total of 1,488 defective
arch bars were detected in this manner. It is reasonable to
assume that most, if not all, of these defects would have been
overlooked without the aid of the mirror. Thirty-four broken
bars were discovered in this way in two months at one ter-
minal ; forty-two at another in one month, and seventy-six at
another in ten days.

TRUCK EQUALIZER DESIGN

BY L. V. CURRAN

In designing equalizers, forces other than those caused by the
car weight alone should be considered, although it is believed that
this is not commonly done. The part that the air brakes play
in the equalizer load distribution is by no means negligible, and
causes a very unequal distribution of the load, the magnitude of
which depends on several quantities. The most important of
these are the train velocity, the braking force, the angle of the
shoe hanger, the location of the hanger connection to the frame,
the equalizer proportions, and the car weight. While a large
factor of safety often prevents the consequences of faulty design,
a true conception of all conditions affecting the load capacity of
the equalizer should be sought for.

Referring to Fig. 1, a brake load delivered to the wheel hori-
zontally through the shoe will exert a component force through

Fig. 1 — Diagram of Brake Shoe and Wheel.

the center equal to L cos., B, in which /- is the brake load on the
wheels.

If / is the coefficient of friction at the train velocity investi-
gated, the tangential wheel load at the brake shoe will be = /■ /.
COS. 6.

The vertical component of this transmitted through the brake
hanger to the truck frame, and finally to the equalizers, will there-
fore be equal to: f L cos."© ^= P.

Take first the case of a four-wheel truck, and assume the
usual braking load, 80 per cent, of the light weight of the car
and 1.7 times this amount for an emergency application of the
brakes. Also assume .25 for f at 60 miles an hour. For an emer-
gency application of the brakes:

P = .0435 ic cos.=e
in which re is the light weight of the car.

From the direction of wheel rotation it is evident that the force
P will act down with the car weight on one equalizer spring cap,
and up against the car weight at the other spring cap. If the
brake hanger connections to the frame are practically the same
distance from the center as the spring caps, as is usually the case

Febrvarv. 1913.

AMERICAN ENGINEER.

witli inside hung brakes, the loads on the two springs will be:

/(■ (I'

\- P and P respectively, (C being the loaded w^eight of

8 8"

the car less the weights of the truck parts below the coil springs.
If the brake hanger connections are some distance from the
spring cap horizontally on the length of the truck frame the
effect of this lever arm will have to be considered. By taking
the sum of tlie moments around each spring cap separately the
correct spring load will be easily obtained.

The maximum bending moment at the spring seat is:
y A A (IK + 22 P)

Then the required depth obtained as alxivc and with the same
fibre stress becomes

=ip::|

Fig. 2 — Equalizer for Four-Wheel Truck.

Reference to Fig. 2 will show that the greater reaction or pres-
sure is at ]' and that it has the following value :

-(f-)(^H7-)(l)

B W + & B P + 2 C W A If + & B P

SA iA

The maximum bending moment, .1/, is then
C (A If + SB P-)

M = YC

Assuming that b is determined and that a fibre stress of 16,000
pounds per square inch is permitted for safe loading, the required
depth of the equalizer, h, is obtained as follows :
16.000 X / C (A IV + 8BP)

e " &A

1 ;■

I = — b li' .ind e = —
12 2

Therefore h =

\ 21,336 A b

In the case of six-wheel trucks, there are twelve brake shoes

instead of eight, and P becomes :

— X .0425 -V cos.^e = .028 w cos. =9
12

The brake hangers are usually hung in the proportions shown

Fig. 3 — Equalizer Spacing on a Six-Wheel Truck.

in Fig. 3, and when the truck travels in the direction indicated

the spring loads on one equalizer are: l->4 P, and on the

8
If

other 1- 2^4 P- The latter will govern the design.

8
The reactions at the ends of the equalizer when loaded, as
shown in Fig. 4, are :

2 f\v 11 \ 1 /w n \

F = - I - -f - P I and n = -(--f-P)

3X8 4 / 3 \8 4 J

I A 0y + 22 P)
~ "V 96,000 b

For use in stress investigation the following transpositions are
useful :

C (A W + SB P)

Maximum fibre stress = for four wheel trucks

1.33 li-A b

A OV + 22 P)
and = for six wheel trucks.

SPECIFICATIONS FOR POSTAL CAR
LIGHTING

The post office department has issued revised specifications,
dated December 28, 1912, for full postal cars, including the re-
quirements for lighting. The lighting is to be done by either
gas or electricity, wherever feasible. Mantles are to be used
on gas lights where practicable, and fixtures, wiring, etc., are
to conform to the railroad company's standards. Electrically
lighted cars must have storage battery capacity sufficient to fur-
nish for 12 hours, without any charging during that period, the
intensity of illumination specified ; while cars lighted by gas
must have storage capacity sufficient for 36 hours. The details
of the lighting specifications are as follows :

Location of Light Units. — The light units for illuminating the
bag rack and storage portions of the car shall be located on the
center line of the postal apartment. Direct lighting units shall
be located at such uniform height that the shadow of the paper
boxes is not cast on any bag rack label, nor higher than approxi-
mately 3 in. above the back rod of rack. In no case shall any
light unit (except oil lamps, the lowest point of which may be
6 ft. 9 in. from the floor) be mounted at a height of less than 7
ft., measured from the floor to the lowest point of the light
unit (spacing between adjacent units in the bag rack portion
of the car shall not exceed 8 ft. 6 in. in case of any direct sys-
tem of lighting, nor 14 ft. in case of any indirect system).

Light units for illumination of the letter cases shall be
mounted at the same height from the floor as the units in the
body of the car, and as far from the front of the face of the letter
case as possible, without the body of the distributor throwing
any shadow on his work. In standard construction, where the
letter case table is 17 in. wide, the above distance is 20 in.
Where the car construction does not permit the above distance
to be employed, a lesser distance, but not less than 16 in. may
be employed. Separation between adjacent letter case units shall
be such as to provide an illumination intensity at all points with-
in the requirements hereinafter specified.

If an indirect lighting system be employed, the provisions of

AMERICAN ENGINEER.

Vol. 87, Xo. 2.

the above paragraph will be waived. In such case, the only re-
quirements imposed for location of units of letter cases arc those
involved in providing for sufficient vertical and horizontal illu-
mination intensities to meet the provisions of these specifications
as hereinafter stated, all units in the car burning. For the pur-
pose of these specifications an indirect system is here defined as
any system in which at least 85 per cent, of the horizontal illu-
mination on the 46-in. plane of utilization is received, either di-
rectly or indirectly, by reflection of the light from the deck of
the car.

In the case of incandescent electric or mantle gas lamps, the
design of light unit, except letter case units, shall be such that
no portion of the bare lamp filament or the bare mantle is visible
to the eye when the unit is observed at an angle of 70 deg. or
greater from the nadir. (In general, light units are preferred
which emit no light or only a small amount of light between the
angles of 50 deg. and 100 deg. from the nadir.) The control
of the lights in the postal apartment shall be independent of any
other lights in the car, and the letter case units shall be con-
trolled independently of any other light units in the postal apart-
ment.

Initial Illumination Values. — All horizontal illumination values
shall be taken on a plane 46 in. above the floor line. Vertical
illumination values shall be taken on the vertical plane on the
face of letter case as specified below. New lighting installations
shall be such as to give initial illumination values in foot candles
within the following limits :

Location. Minimum. Maximum.

Bag-rack portion:

Center of car, horizontal 4.70 10.00

Mouth of bags, illumination measured 18 in. from side

of car, horizontal 2.50 10.00

Letter cases:

Over table, horizontal 4.70 16.00

Face of case, vertical 2.08 16.00

Storage portion, not behind obstruction, horizontal,

measured not less than 18 in. from side or end of car. 2.50 10.00

Illumination requirements at letter cases as above specified
shall be entirely fulfilled by letter case units, other units in the
car not burning; but letter case units may be considered as con-
tributing to the specified illumination values for the body of the
car.

If globes or reflectors of opal glass, rough crystal glass, pris-
matic glass, or aluminized metal, and those giving similar re-
sults (excluding heavy density opal with glazed reflecting sur-
face, mirror glass, porcelain enameled metal and those giving
similar results) be employed, the minimum values specified in the
above table may be reduced 20 per cent, and the inaxinium values
increased 20 per cent.

Above illumination values are based on an allowance of 40
per cent, for depreciation in service. Less efficient maintenance
must be compensated for by increased initial installation.

If an indirect lighting system be einployed, the minimum and
maximum values in the above table may be respectively decreased
and increased 40 per cent, in the bag rack and storage portions
of the car, and 25 per cent, at the letter case locations specified
in the above table.

Sen'ice Illumination Values. — While the car is in active serv-
ice the lighting installation shall be maintained at all times
to give illumination values (in foot-candles) not less than the
following minimum values :

Location. Minimum.

Bag-rack portion:

Center of car, horizontal 2.80

Mouth of bags, illumination measured 18 in. from side of car,

horizontal 1-50

Letter cases:

Over table, horizontal 2.80

Face of case, vertical _ 1-25

Storage portion, not behind obstructions, horizontal, measured not

less than 18 in. from sides or ends of car 1.50

Illumination requireinents at letter cases as above specified

shall be entirely fulfilled by letter case units, other units in

the car not burning; but letter case units may be considered

as contributing to the specified illumination values for the body
of the car.

If globes or reflectors of opal glass, rough crystal glass,
prismatic glass, aluminized metal, and those giving similar re-
sults (excluding heavy density opal with glazed reflecting sur-
face, mirrored glass, porcelain enameled metal, and those giving
similar results) be employed, the minimum values specified in
the above table may be reduced 20 per cent.

If an indirect lighting system be employed the minimum
values in the above table luay be decreased 40 per cent, in the
bag rack and storage portions of the car, and 25 per cent, at
the letter case locations specified in the above table.

A light failure is defined as the condition where for a period
exceeding 30 minutes the primary lighting system fails to give
sufficient illumination to permit distribution of mail matter to
be continued. It will be considered that whenever the lamp
voltage falls below 80 per cent, of the normal operating lamp
voltage such a condition of light failure has been reached.

A car moveinent is defined as the use of a postal car by a
crew of postal clerks over the length of their run in one direc-
tion. Where a car covers more than the run of one crew, each
separate run shall be considered a car movement.

The percentage of failure of the lighting system is defined
as the ratio of the total number of failures to the total number
of car movements of each primary system of lighting (gas and
electrically lighted cars to be considered separately) on each
railway system. The determination of percentage of failure
shall be based on the operating performance of each car for
the preceding twelve months period. Only such failures as are
promptly reported by the railway mail service to the operating
railroad shall be considered in comptuing the percentage of
failure.

Emergency Lighting. — If the percentage of failure of the
primary system of electric or gas lighting does not exceed 1
per cent., candle lamps will be accepted as a suitable emergency
light. If the percentage of failure of the primary system of
gas or electric lighting exceeds 1 per cent, and is not greater
than 4 per cent., an emergency system of suitable oil lamps,
gas or electric lights, maintained by independent storage ca-
pacity, may be required. Such emergency system must provide
illumination values not less than 50 per cent, of the minimum
operating illuinination values specified above for the primary
system, with the exception of letter cases and center line of
car through bag rack portion where the illumination shall not
be less than 60 per cent. ' If the percentage of failure of the
primary system of electric or gas lighting exceeds 4 per cent.,
a new installation or a second complete primary system of
lighting will be required on cars ,so failing.

Motor Sleeping C.\rs for Austr-^ll^. — It is reported that two
motor cars will be used on the Transcontinental Line in Aus-
tralia so arranged that the back of the front seat and the cushions
in each car may be used for sleeping accommodation.

Co.-\CH Cleaning on the Pennslv.'vni.^. — In the Pennsylvania's
yard at Sunnyside, Long Island, over eleven thousand cars are
cleaned every month, and only the cars on long distance trains,
and dining cars are handled here. Before the completion of the
tunnel system connecting Long Island with Manhattan and New
Jersey, all trains went to the yard in Jersey City, w-here over
18,000 cars a month were cleaned. The problem of exterior
cleaning is being studied very carefully by the Pennsylvania.
E.xpcriments are being made witli different solutions for this
work, the principal ingredients of all being oil and soap. Every
solution is tried out for a period of tliree years and each time a
car is cleaned it is recorded. When the car goes to the shops
at Altoona to be overhauled data is compiled froin these records
to be used in determining which solution is the most effective
and economical.

DE¥II€

HORIZONTAL

DRILLING
MACHINE

AND BORING

A new type of horizontal drilling and boring machine has
been developed by the Pawling & Harnischfeger Company, Mil-
waukee, Wis., that has found extensive application in railway
shops. It is designated as No. 8, and is a development of the
No. 3 type. The machine consists of a fixed vertical head on
which the tool head may be raised or lowered over a range of
6 ft. 10 in,, and a table mounted on four small wheels running
on short rails imbedded in concrete. The machine will operate
over a surface area of 60 sq. ft., and will drill and tap holes
up to 3 in. in diameter. It will also operate boring bars over
the same area.

Special attention has been given to a wide range of spindle
speeds and for this purpose a 7'.< h. p. variable speed motor
of 750 to 1,700 r. p. m. is provided with four mechanical speed
changes, which, with 20 speed changes in the controller, gives
a total of 80 different speeds graduated from 10 r. p. m. to
475 r. p. m. There are eight feeds for each spindle speed
ranging from 0.008 in. to 0.148 in. per revolution of the spindle.
The diameter of the spindle is 3^4 in., it is provided with a
No. 6 Morse taper and has a range of horizontal feed of 30 in.

The motor is located on top of the column and drives a ver-
tical shaft through a pair of bevel gears. From this vertical shaft
the motion is transmitted to a horizontal shaft upon which the
reversing clutch is located. From this point the motion is
transmitted to the first speed clutch, which is of the same design
as the reversing clutch, and thence to the second speed change
which is provided with a simple jaw clutch. The feed is taken
from the spindle through four feed change gears and a pair of

carbon steel, horizontal thrust being taken up by a ball bear-
ing. The carriage weighs 3,500 lbs., and may be moved up
and down either by hand or by power. It is balanced by a
counterweight, sliding on the back of the column, which also
weighs 3,500 lbs.

The controller is attached to llie top of the colunni and is

Horizontal Drilling and Boring Machine for Heavy Work.

back gears. The spindle can also be fed by hand. All the
friction clutches and high speed gears are enclosed in an oil
and dust tight casing, and are lubricated by the splash oil
system. All the gears are cut from cast steel blanks and the
pinions are of high carbon steel. The spindle also is of high

provided with a vertical shaft extending down to the carriage
and a hand wheel traveling with the carriage. All levers and
hand wheels are located so that the operator may reach them
without leaving his work. Upon completion of a tapping operation,
the operator may reverse the spindle, throw in the high speed

•99

100

AMERICAN ENGINEER.

Vol. 87, No. 2.

gear by means of the friction clutch, and thus withdraw the tap.
The table is 8 ft. long, 6 ft. wide, 18^4 i"- high, and weighs
8.200 lbs. It is moved on the rails by a lever engaging in a
notched wheel. After locating the work it is securely clamped
to the rails. The following are tests with 3 in. and 1 in. drills :

Medium Steel-
Cast Iron. .15 to .20 per cent, carbon.

Size of drill 3 in. 3 in. 1 in.

Make of drill Celfor Celfor

Revolutions per minute 124 88 290

Peripheral speed (in feet) 98 69 75.8

Feed per minute (in inches).. 2.23 1.56 3.48

Feed per revolution of spindle.. 0.018 0.018 0.012
Time to drill hole 4 in. deep... 1 min. 45 sec. 2 min. 33 sec. 1 rain. 28 sec.

Total amperes 40 44 to 56 28

Amperes to run machine 5 5 5

Net amperes to drill 35 39 to 51 23

Drill lubrication None None None

The No. 3 type of this machine has been in use in the Mil-
waukee shops of the Chicago, Milwaukee & St. Paul for seven
years, and the parts noted below are drilled or bored on it. Cylin-
ders are drilled or tapped, the holes being faced, where necessary.
The steam pipe ring joints and relief valve ring joint are also
faced. The hole in the spring lug on the reverse shaft is drilled
easily and quickly, the shaft being clamped on the table with V
blocks; the time required to do this job is about one-half that
required on a vertical drill.

Steam chests for slide valve locomotives have the stuffing box
and relief valve holes bored and faced ; also the stud holes for
glands are drilled. The steam chest is clamped on the table
and the only movement necessary is to move the table to bring
the holes in line with the bar. This chest formerly was bored
with a horizontal boring bar and was then taken to a drill press
to have the stud holes drilled. It has also been bored on a
vertical boring mill, but requires an angle plate to bolt the chest
to, all of which is eliminated on this machine.

It is necessary when a driver wheel spoke is cracked to drill
it before it can be thermited. The wheel is taken to this machine
without removing the axle, and the holes are drilled quickly and
easily. Formerly it was necessary to drill the holes with an air
motor, which required about three times the time it now takes.
Steam pipes are drilled and the joints faced, the pipes being
clamped on the table. When this job is done on a vertical drill a
pit is required and it is a difficult job to clamp, the pipes and
level them up. Tee heads and collector castings for superheaters
are easily drilled, as they will lie flat on the table where the work
is directh' in front of the operator.

Air pump brackets and link supports are drilled, it being a
simple job to clamp such work on the table of the luachine.
When done on a vertical drill it is difficult to set up these cast-
ings. Cast steel bumper beams are also drilled quicker and
with less handling on this machine than on vertical drills.

The main features of this drill that make it specially adapted
•to locomotive work are the horizontal drilling arrangement,
which allows of the work being placed in a vertical position
directly in front of the operator, and the movable table.

Indian R.mlw.w Policy. — The present policy of improving
existing lines prior to making new extensions is justified by past
experience. Opening a settled and thickly populated country,
such as India by railways, is a very different enterprise to open-
ing new countries. In the latter, population and cultivation fol-
low the railway, and traffic grows slowly with the development of
the country, so that the resources of the line are not suddenly
taxed, but grow gradually with the traffic requirements. It is
different in India, where the country pierced is often rich and
railway facilities are taken advantage of fully from the opening
of the line. Much of the complaints about insufficient arrange-
ments for traffic are due to this feature. The call on the new
lines is so great that the older lines even become congested with
the rapidly increased traffic. In new countries this would not
happen ; growth of traffic would be more gradual.

SHAPER FOR DRIVING BOXES

A powerful machine designed principally for rapid work in
connection with heavy cuts on the crown brass fit of steel driv-
ing boxes is shown in the illustrations. It is a push stroke shaper
having a circular feed and is designed for cutting to a diameter
of IS in. with a IS in. stroke. The boxes are clamped to the
face of a substantial angle plate on the front of the machine,

View Showing Circular Feeding Mechanism.

which is provided with adjustaljle screw stops on either side for
steadying. The angle plate in connection with the piece below
has adjustments in both directions and the box can be quickly
centered on the cutter bar. The machine is driven by a 10 h. p.
motor which carries a pinion that engages a large driving spur
gear which in turn transmits the motion to a large plate gear
which operates the ram through a Whit worth drive, giving a

Heavy Duty Shaper for Driving Boxes.

quick return stroke. The uiacliine has a positive IS in. stroke
with clearance to permit the feeding mechanism to operate.
The cutter bar is a solid forging having double tapered bearings
in the front of the ram and is provided with a spring tool relief
at the rear. The circular feeding mechanism is simple and
operates through the medium of a ratchet wheel, the amount of

pEnRUARY, 1913.

AMERICAN ENGINEER.

101

the movement being controlled by the location of an adjustable
incline which the end of the bell crank, carrying the dog, strikes
at the completion of the return stroke. This shaper is of ex-
ceptionally heavy construction throughout and is simple in its
arrangement and operation. It is designed and built by the
Newton Machine Tool Works of Philadelphia, Pa.

A NEW DESIGN OF CAR COUPLER

The principal feature of the Stark coupler is the plunger which
is shown in the sectional view of the illustration. This plunger
slides in a socket which is cast in the coupler shank, and is
cushioned by a spring at the bottom. A dowell in a slot at the
side of the coupler shank prevents the plunger from moving out
too far. In coupling, the knuckle of the opposing coupler forces
this plunger in against the spring, slides by it and engages with
the other knuckle. The plunger is then forced out by the action
of the spring and prevents the knuckle disengaging until released

New Design of Automatic Car Coupler.

by the movement of the locking pin. The knuckle locking pin
has a corrugated surface on the side next the plunger, which
has corresponding corrugations at this point. In pulling, the
tongue of the knuckle forces the locking pin against the plunger
and the corrugations prevent the latter from moving and thus
allowing the couplers to disengage.

It is claimed for this coupler that it is automatic under any
coupling conditions, with knuckles either open or closed and on
either straight or curved track. It is patented by C. H. Stark,
Strasburg, Virginia.

AUTOMATIC CYLINDER COCK

Cylinder cocks require frequent attention to keep them tight
and in operating order. The failure or inability of the engine-
man to open the cocks before starting has been the cause of
many broken cylinders and cylinder heads. Even more serious
are the possibilities of the unexpected starting of a locomotive
having a leaky or but partially closed throttle, which, unless the
cylinder cocks are left open, is almost sure to occur.

To correct these troubles so far as it is possible to do so by
design and construction, the Watertown Specialty Company,
Watertown, N. Y., has developed an automatic cylinder cock for
locomotives which operates in a manner similar to certain designs
of gage glass fittings, and employs a bronze ball which is held
against its seat by the pressure of the steam inside the cylinder,
but falls to the bottom of a cavity and opens a passage to the
atmosphere when the pressure is released. This type of cock
opens as soon as the throttle is closed and remains open until
steam is again admitted to the cylinder, and will allow no col-
lection of water in the cylinder previous to the admission of
steam. It is remarkably simple and should require the minimum

attention to maintain in operating C(jndition. Arrangements are
made for unseating the valve when there is pressure in the
cylinders through the medium of the usual gear. The arrange-
ment of the plunger for forcing the ball back is clearly shown
in the illustration. ^

This valve has a gray iron body which fits close to the cylin-
der and gives an increased clearance as compared with the usual
design. The valve seat is bushed with a bronze bearing and the

Watertown Automatic Cylinder Cock.

Ijall is also of bronze accurately ground to shape. The screw
plug at the end of the ball chamber allows the valve to be in-
spected or cleaned. It is said that cocks taken from switch
engines that have been in use for three years show practically
no wear on the ball or its seat. This cylinder cock is distributed
by the Diamond Specialty Company, Harrison building,
Philadelphia, Pa.

PRIES OUTSIDE METAL CAR ROOF

The qualities most desired in a car roof are that it should be
leakage proof, durable, simple in construction, cheap to maintain
and that it will not add excessively to the weight of the car.
These features have been considered in the Pries corrugated steel

Pries Corrugated Roof for Freight Cars.

freight car roof, illustrated herewith, which is manufactured and
sold by the Union Railway Equipment Company, McCormick
building, Chicago. The roof is composed of three parts, viz.,
the sheets, tie rods and malleable iron running board saddles.
The sheets, of No. 24 gage corrugated, galvanised steel, 30 in.

102

AMERICAN ENGINEER.

Vol. 87, No, 2.

wide, are continuous over the full width of the car and are laid
over a wooden roofing. They are lapped two and one-half cor-
rugations in application and are held in position by j4-in. tie
rods which are secured to the side plate at one end and to the
metal running board saddle at the other. The rods follow the
groove at each lap of the sheets and hold them securely, making
the joint water tight. There are no perforations of any sort in
the sheets except at the edges of the end sheets, which are
tacked to the end plates for a finish. The sheets are manufac-
tured with a steel roll to prevent any fracture in the metal and
are then galvanized, being supplied to the railroad with the radius

Oafmnized Iron F/ashinff made o/ No B3 Qalyanized /ron.
Nailed on before roo/ /s applied. ^-^

~ ^"A/^ao t. I. —x: . ^

be easily renewed by releasing the tie rods over that particular
sheet, as there is sufficient space underneath the running board
to slide the sheets through.

IMPROVED ROD BRASS

Master Mechanii

BY J. E. OSMER.

Chicago & North Western, Bo

Several improvements have been made in the rod brass which
was illustrated and described on page 26 of the January, 1912,

\i—'4" ^1

Application of Pries Corrugated Freigtit Car Roof.

at the eaves, and formed at the peak of the roof, as illustrated,
ready for application.

The desired flexibility is obtained by the manner of lapping
the sheets and by the corrugations. This simple construction
eliminates the necessity of a multiplicity of small parts, such
as caps or clips, which provide pockets for rust. All the sheets
are made to a uniform standard width of 30 in. and are suitable
for any length of car, as the end sheets may be lapped over the
adjacent sheets a sufficient amount to overcome any variation
without cutting the sheets. This roof is also claimed to be well
adapted to use on old cars by trimming the roof boards flush
with the side plates, applying a bevel edged facia, removing the
old running board and laying the metal sheets over the old
roof, securing them with the rods as shown in the drawing.

The running board is applied to wooden blocks wjth screws,
the blocks being bolted to the metal saddles, which in turn are
held firmly in position by the tie rods. The transverse running
boards on the ends of the car are fastened with screws to wooden
stringers, which are fastened to the running board saddles with
bolts and at the eaves of the car with curved anchor bolts secured
by 5^-in. carriage bolts through the side plate below the edge of
the sheets. The simple construction of the roof makes an easy
application, requiring no expert mechanics, and any sheet may

issue of the .Imcrkan Engineer, and it is now so arranged that
the brass may be reduced, the rod lengthened or shortened, or

Arrangement of li

nproved Main Rod B

UUJ LLlJ

the wedge key lined down without removing any of the rod
bolts. As shown in the illustration, this has been accomplished

Febrvarv. 1913.

A.Mi:kUAN ENGINEER.

103

by tile eliiiiinatinn of the llaiige at the frniit ul the brass on the
outside of the rod. In this way the wedge can be adjusted or
removed, the liners can be inserted, etc., without removing the
brass. This, taken in connection with the use of a brass key
at the top and bottom between the two halves of the brass, which
on removal' of the nut and washer and return crank, if the
Walschacrt valve gear is used, can be taken out and planed
off sufficient to permit the brass to be closed the desired amount,
allows all usual adjustments to be made without removing the
rod bolts. This construction has demonstrated its usefulness in
service and has resulted in a decided reduction in the time and
cost of maintaining main rod brasses.

PNEUMATIC DRILL PRESS CLAMPS

The illustration shows an application of the Thomson pneu-
matic clamps to a 3-spindle Foote-Burt drilling machine. The
capacity of the machine has been greatly increased by their use.
The application of the work is greatly facilitated and it is thus
possible for the workman to keep the three spindles working
most of the time. They clamp the work under the drill instantly,
and are of simple construction, consisting of a small cylinder,
located at the rear of the machine, which is connected to the
shop air line. When the air is admitted by the valves shown

DEVICE FOR SECURING HAND HOLDS

Thomson Pneumatic Clamps Applied to a 3-Spindle Foote-Burt
Drill.

in front of the machine, which are placed in a convenient position
for the operator, it forces a plunger against the clamping lever.
This lever fulcrums in a yoke, easily fastened to any part of
the table by T-bolts, and may be applied in almost any position.
The clamps are also adapted to other makes of drill press and
are in use on all such machines in the Beech Grove (Ind.) shops
of the Cleveland. Cincinnati, Chicago & St. Louis, where the cost
of drilling lias been materially reduced by their use. They are
made by the Thomson Pneumatic Tool Company, Indianapolis.
Indiana.

BY NICHOI^S C. THALHEIMER

To meet the re<|uirenients of the Interstate Connnerce Com-
mission regarding safety appliances, without incurring any great
expense, a device for securing hand holds and ladder rounds
has been adopted on the Baltimore & Ohio for refrigerator cars
and steel passenger train cars.

The device as applied to freight equipment cars consists of

-I— 1— t

Nolo IVood Screirs
f^'Lonff

A Method of Securing Hand Holds to Wooden Cars.

a malleable iron pocket secured to the back of a timber at the
end of an elongated hole which passes through the timber. This
pocket is so designed as to seat a T-head bolt when it is passed
through the elongated hole and given a quarter turn. A malle-
able iron washer is applied at the outer end of the hole in such
a way as to keep the bolt from moving out of center.

Securing Device for Hand Holds on Steel Cars.

The ladder round or hand hold is then apphed to the bolt and
held in place by nuts. Its use on refrigerator cars avoids the
necessity of removing the ice-boxes when applying ladders.
In the application of hand holes to steel passenger equipment

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AMERICAN ENGINEER.

Vol. 87, No. 2.

cars, a pressed steel plate or pocket is secured by rivets to the
back of the corner post or side sheet, covering a slotted hole
which is so shaped as to permit the entrance of a square headed
bolt. This bolt when passed through the slotted hole, drops
down a short distance and seats itself. The pocket prevents the
bolt from turning when the nut is applied, and also avoids pierc-
ing the inside lining of the car. When applying a hand hold
with this device, one of the holes for the bolt head is inverted,
thus avoiding any possible chance of the hand hold disengaging.
This device is patented.

COMPOUND LOCOMOTIVE AIR PUMP

Patents on a new design of locomotive air pump have been
granted to F. Tuma, master mechanic of the Erie at East Buf-
falo, N. Y. This design has been prepared for the purpose of re-
ducing the liability of failure and decreasing the steam consump-
tion. The use of hollow pistons and tappet rods has been dis-
pensed with and the design is such that if one side of the pump
becomes disabled the other will continue to operate. The in-
ventor claims that the pump will give 14.03 per cent, thermal
efficiency and 95.06 machine efficiency with 200 lbs. steam pres-

two steam cylinders operate on the normal, full stroke compound
principle, the steam admission being on the left hand side and
the exhaust at the right of the valve chamber.

At the air end of the pump provision is made for an atmos-
pheric intake to both cylinders, and the only moving parts, out-
side of the pistons themselves, are a series of check valves which
are entirely automatic in their operation and are held on their
seats by gravity when there is no pressure in the system. The
arrangement of the passages and check valves is such that the
discharge from the low pressure cylinder enters the space at the
opposite end of the high pressure cylinder, and when the pressure
is low it also partially discharges to the main reservoir. When
the reservoir pressure becomes greater than the pressure between
the high and low pressure cylinders, this outlet directly from the
low pressure cylinder to the reservoir is closed and the air dis-
charged from the low pressure cylinder passes directly to the
high pressure and assists in compressing the air on the opposite
side of the high pressure piston. The inlet to the high pressure
cylinder from the atmosphere is ready for operation and does
operate whenever the differential pressures will permit it to open.
It is expected that this pump will be able to maintain a pressure
of 140 lbs. in the main reservoir with a steam pressure of 125 lbs.

sure, and correspondingly lower efficiencies with the lower
pressures. All four pistons move in the same direction at the
same time. The steam valve is connected at its upper end to a
V shaped casting, which in turn is secured to two rods passing
through stuffing boxes into the different cylinders. These rods
are of such a length that they will be struck by the pistons when
near the end of their strokes and the valve will be reversed. It
will be seen that if either half of the pump is inoperative the
other pistons will continue to move the valve in the proper man-
ner. The steam chest with its valve is located at the centre and
between the two steam cylinders which are on the lower end of
the pump. The arrangement of the passages and the method of
operation will be clear by an inspection of the illustration. The

CAR AND TRUCK LOCKING DEVICE

When the undcrframe of a passenger car rises above that of
the next car in a collision, it generally results in the two cars
telescoping. If the two underframes could be kept in line, they
will absorb the shock and telescoping will be prevented.

A ckxitL Ills Imii (kxeloped on the Grand Trunk which locks

Device for Locking Car Trucks to the Underframe.

the trucks and the body of the car together, thus adding the
weight of the trucks to that of the car body. It is beheved
that this additional weight will help to keep the underframe
from rising in case of a heavy buffing shock or collision.

Reference to the illustration will show the form and applica-
tion of the lock. It consists of two steel keys, with flanges at
the top and bottom, which pass through the body and truck
bolsters. The king pin is inserted between the keys, spreading
them out and the flanges prevent the body and truck bolsters
from becoming separated. This arrangement has been made
standard on both the Grand Trunk and Grand Trunk Pacific.

Preliminary plans are being made for the electrification of the
Chicago, Milwaukee & Puget Sound for a distance of 450 miles,
from Harlowtown, Mont., to Avery, Idaho.

The Pennsylvania Railroad is to have lirst aid outfits carried
in all baggage cars, so that each passenger train will carry two
separate outlits, one in the baggage car and one on the locomotive.

The "Banner Limited," of the Wabash, running between Chi-
cago and St. Louis, is now made up wholly of steel cars. This
is the first of ten new solid steel trains to be put in service by
the Wabash.

The New York, New Haven & Hartford has announced that
the line between Stamford, Conn., and New Haven, 40 miles, will
be ready for electric propulsion by July 1, next. With this
extension trains can be hauled by electric locomotives from
New Haven to New York, 74 miles.

The state of Texas has begun suit in court against the Gulf,
Colorado & Santa Fe, and the Galveston, Harrisburg & San
Antonio, to collect penalties aggregating $700,000 for running
trains behind time, in violation of the law of that state under
which a penalty is imposed if a passenger train is more than
thirty minutes late.

The Pennsylvania Lines have issued a booklet for circulation
among their employees, calling attention to the fact that the
injuries to employees for the first nine months of 1912 show an
increase over the same period of 1911, and exhorting everyone
to increased care in order to prevent injuries. Special sug-
gestions are made for employees in the different departments.

The first-aid-to-the-injured car of the American Red Cross
Society is being run over the Lehigh Valley, stopping at all
division and terminal points, and employees are invited to attend
lectures and demonstrations by first-aid experts. Two physicians
who were pioneers in this form of relief are in charge of the
car. Men on other railroads and in nearby manufactories are
invited.

The new governor of Indiana. Samuel M. Ralston, in his in-
augural address calls for stricter regulation of the railroads
and recommends the passage of a public utilities law. A bill
has been introduced in the legislature providing for the abolition
of the present state railroad commission and creating instead
a public utilities commission, to have extensive powers like
those exercised by the commissions of New Y^ork and cer-
tain other states.

At Sacramento, Cal., January 8, there was unveiled a bronze
tablet, at Front and K streets, commemorating the fiftieth an-
niversary of the beginning of work on the Central Pacific. The
monument stands on the spot where Governor Leland Stanford
turned the first shovelful of earth. Dr. David Starr Jordan,
president of Stanford University, delivered an address in the
presence of a large number of veteran railroad men. Trains on
the Southern Pacific everywhere were stopped for five min-
utes at the time of the unveiling.

SAFETY ON THE NEW YORK CENTRAL LINES

The months of September, October and November, 1912. as
compared with June, July and August of the same year, showed
considerable decreases in the number of employees injured in
the shops of the New York Central lines. The decrease in
injuries on the Cleveland, Cincinnati. Chicago & St. Louis ranged
from 11.9 per cent, at the ;\It. Carmel shops to 168.4 per cent, at
the Bellefontaine shops. On the Lake Shore & Michigan South-
ern and subsidiary lines the percentage decreases ranged from

3.4 at the Kankakee shops to 87.7 at Root street, Chicago.
During the six months, June to November, 1911, there were
killed in all departments and branches 72 employees, and in the
same months of 1912, 58 employees, a decrease of 19.4 per cent.
It is claimed that credit for these decreases is largely due to
the safety movement.

LOCOMOTIVES IN NEW YORK STATE

The annual report of the Public Service Commission for the
Second district of New York shows that the number of loco-
motives owned by the railroads which operate wholly, or in
part, in the state of New York, increased 4.6 per cent, in the five
years from 1907 to 1912. The average tractive effort increased
17.1 per cent., and in 1912 was 30,200 lbs. In the same report
an analysis is given of the causes of engine failures, and it is
shown that hot healings are responsible for 12.5 per cent., low
steam for IS per cent., steam leaks for 19.9 per cent., broken ma-
chinery for 19.5 per cent., miscellaneous, such as loose nuts,
bolts, tires, wheels, burst air hose, etc., for 33.1 per cent. The
New York Central & Hudson River had a locomotive mileage of
6,928 miles per engine failure during 1912. This includes all
types of locomotives. The Delaware & Hudson had a mileage oJ
6,250 miles per engine failure. The report states that there have
been no boiler explosions proper within the state in the five years
during which the commission has supervised this work, notwith-
standing the fact that there are over 6,000 locomotives constantly
in use within the state and a large number additional in service
a portion of the time. It is shown that the average age of boil-
ers on the 9,201 locomotives recorded is 10.15 years.

FIREMEN'S WAGE DISPUTE

The committee representing the eastern railroads some days
ago submitted to the representatives of the firemen a proposal
that the questions of wages and other conditions now at issue
between the companies and the men be settled mainly on the
lines of the award recently made by the arbitration board in
the matter of enginemen. The main feature of this offer is
a minimum rate, but with modifications for locomotives weighing
over 70 tons on the drivers. As in the case of the enginemen,
the proposed schedule would increase the pay of firemen on many
smaller roads, but not much on the larger systems. The prin-
cipal rates are: passenger engines, $2.40 per 100 miles; over 70
tons and up to 87'.^. tons, 10 cents additional; 87>^ tons and
over, 15 cents additional, but with a maximum of $2.70 Through
freight, $2.75; engines weighing over 70 tons, 10 cents addi-
tional, with a maximum of $3; engines weighing over 87^ tons,
IS cents additional with a maximum of $3.25; switching engines
$2.45. Mr. Carter, president of the firemen, rejected the offer
of the companies and suggested that no more time be lost in
"useless conferences," but that matters be at once submitted to
arbitration under the Erdnian act. He said that the firemen
would waive the clause in that act requiring a settlement in thirty
days and would be willing to make the time limit sixty days.
He submitted a tentative draft of an agreement to arbitrate.
The roads replied that they wanted seven arbitrators, not
three, which is the number provided for by the Erdman act.
The eflforts of Messrs. Knapp and Neill to find a ground for
arbitration failed after a week of conference, and Mr. Carter
announced that they would at once vote on empowering the
officers of the brotherhood to order a strike. The result of
the vote now being taken is not to be made known until Feb-
ruary 10, but the railroads are confident that the vote will order a
strike. They also concede that there should be adjustments
in the pay of the firemen, but they desire arbitration by a

105

106

AMERICAN ENGINEER.

VuL. 87, No. 2.

board sufficiently large to look at the controversy from all
vie\vi)oints, and appointed by some disinterested body.

MEETINGS AND CONVENTIONS

Railway Suf'ply itanufactnrers' Association. — The assignment
of space for the exhibits which will be held in connection with
the Master Mechanics' and Master Car Builders' conventions at
Atlantic City next June, will take place on February 14.

AVic )'ork Railroad Club. — The paper on the electro-pneumatic
brake, by N. A. Camel, presented at the January meeting, is
given in extract elsewhere in this issue. The discussion was
confined exclusively to the use of the electro-pneumatic brake
on passenger equipment, and it was shown that it has been in
successful service on elevated and subway lines, and particularly
on the New York, Westchester & Boston, W'here the braking re-
quirements are unusually severe.

A'ew England Railroad Club. — At tlie December meeting the
subject of fire protec-tion was brought up for discussion, being
introduced by a paper from J. Albert Robinson, superintendent
of lire records, National Fire Protection Association. The paper
consisted largely of statistics on fire losses, both as to their cost
in material and loss of life. The general causes of fires were
briefly outlined and it was shown that carelessness caused the
greatest number. Fire protection committees are doing excellent
work in reducing fire hazards in some of the larger cities, and
the methods employed and results obtained were mentioned by
the author. The paper was discussed by a number of experts
on fire protection, and the proceedings containing the account of
the meeting forms an excellent treatise on the subject.

Central Railway Club. — The annual meeting was held in Buffalo
on Thursday, January 9. Arthur Hale read a paper on Freight
Car Tactics at the afternoon session. At the election which fol-
lowed \V. F. Jones, general storekeeper of the New York Cen-
tral & Hudson River, was elected president ; W. Elmer, Jr., super-
intendent motive power of the Pennsylvania, first vice-president;
H. C. Manchester, superintendent motive power of the Delaware,
Lackawanna & \\'estern, second vice-president ; E. J. Devans,
superintendent of the Buffalo, Rochester & Pittsburgh, third vice-
president; and Harry D. Vought, secretary. The annual ban-
quet, held at the Hotel Statler during the evening, was largely
attended. H. H. Vreeland, of New Y'ork, acted as toastmaster,
and A. J. Grymes, manager marine department of the Erie ;
Arthur Hale and William McClellan, electrical engineer of the
New Y'ork Pubhc Service Commission, Second district, responded
to toasts.

Canadian Railway Club. — L. C. Fritch, chief engineer of the
Chicago Great Western, presented a paper on railway ter-
minals at the January meeting. Impressive statistics were pre-
sented in connection with the cost of recent passenger terminals,
showing that in several cases the fixed charges and inaintenance
of these terminals practically equaled the gross passenger earn-
ings centering at these points. As an example, it was shown
that the combined value of the passenger terminals in which the
Pennsylvania Railroad is interested in the cities of Washington,
Baltimore, Philadelphia and New Y'ork aggregate $178,000,000,
or an average of nearly $800,000 per mile of road for the 223
miles from Washington to New York. The fixed charges alone

RAILROAD CLUB MEETINGS

on tliis investment average nearly $40,000 per mile on this part
of the system. The subject of freight terminals was then con-
sidered in some detail, and the plan proposed by Jarvis Hunt for
the terminals in Chicago was briefly explained. The subject of
electrification of railway terminals was mentioned and, in the
author's opinion, it is a matter that merits thorough investi-
gation. Extracts from the address delivered by James J. Hill
at the recent dinner of the Railway Business Association closed
the paper.

Railzcay Club of Pittsburgh. — "Practical Methods of Abating
Smoke," was the subject of the paper presented by J. M. Searle,
chief of the division of smoke inspection of the city of Pitts-
burgh, at the November meeting. This paper drew attention to
the enormous damage resulting from the smoky atmosphere and
illustrated, by means of lantern slides, some of the methods and
apparatus that are proving successful in eliminating it in con-
nection with stationary boilers in the plants around Pittsburgh.
The author complimented the railways on the work they have
been doing in the reduction of smoke, and expressed a belief that
the more extensive use of the locomotive stoker would continue
to decrease the trouble. Conditions which the locomotive stoker
must meet were outlined. The subject of smoke from round-
houses was inentioned as one of the greatest nuisances, but no
suggestions were offered as to the best method of reducing it.
In the discussion D. F. Crawford stated that the records of
21,000 trips of stoker locomotives show that on about 75 per
cent, of the trips all of the coal was handled by the stoker, and
on the remainder it ran from 99 per cent, to zero. The experience
has been such as to lead the Pennsylvania to continue the ap-
plication of the device. D. J. Redding explained the method by
which the Pittsburgh and Lake Erie brought its passenger trains
in the city without smoke.

The following list gives names of secretaries, dates of tiext or regular
meetings, and places of meeting of mechanical associations.
Air Brake Association. — F. M. Nellis, 53 State St., Boston, Mass.

Convention, May 6-9, 1913, St. Louis, Mo.
American Railway Master Mechanics' Assoc. — J. W. Tay-or, Old Colony

building, Chicago. Convention, June 11-13, 1913, Atl: ntic City, N. J.
American Railway Tool Foremen's Association. — A. R. ] \avis. Central of

Georgia, Macon, Ga.
American Society for Testing Materials. — Prof. E. M^iiburg, University

of Pennsylvania, Philadelphia, Pa. Annual convent -on, June, 1913.
.American Society of Mechanical Engineers. — Calvin W. Rice, 29 W.

Thirty-ninth St., New York. Annual meeting, Dc tember 3-6, Engi-
neering Societies' Building, New York. Railroad session, Thursday

morning, December 5.
Car Foremen's Association of Chicago. — Aaron K'ine, 841 North Fiftieth

Court, Chicago; 2d Monday in month, Chicago.
International Railway Fuel Association. — C. G. Hall, McCorraick build*

ing, Chicago. Convention, May, 1913, Chicago.
International Railway General Foremen's Association. — William HalU

Chicago & North Western, Escanaba, Mich.
International Railro.^d Master Blacksmith's Association. — A. L. Wood-
worth, Lima, Ohio. Convention, August 18, 1913. Richmond, Va.
Master Boiler Makers' Association. — Harry D. Vought, 95 Liberty St.,

New York. Convention, May 26-29, 1913, Chicago.
Master Car Builders' Association. — J. W. Taylor, Old Colony building,

Chicago. Convention, June 1618, 1913, Atlantic City, N. J.
Master Car and Locomotive Painters' Assoc, of U. S. and Canada. — A.

P. Dane, B. & M., Reading, Mass. Convention, Sept 9-12, 1913,

Ottawa, Can.
Railway Storekeepers' Association. — J. P. Murphy, Box C. CoIIinwood,

Ohio. Convention, May 19-21, 1913, Auditorium Hotel, Chicago, 111.

Next
Meeting.

Title of Paper.

Canadian I Feb. UJStreet Railway Construction K. M. Hannaford

Central I Mar. UlRules of Interchange Report of Committee.

New England Feb. 11 j Charcoal Iron Boiler Tub. ' i. -i—

New York ' Feb. IjiSafety First

Pittsburgh ' Feb. 28 Locomotive Superheaters

Richmond I Feb. 10 Electric Shop Equipment.

Ec(

Simplified

of Railway .\ccidents

nkead.

Coon

Ryder.. .

W. O. Kellogg.
W. W. Wheatley.
George Bradshaw.

. Powell Room 13, Windsor Hotel, Montreal.

D. Vought.... 95 Liberty St., New York.
n. E. Cade, Jr. 683 .Atlantic Ave., Boston, Mass.

D. Vought.... 95 Libertv St., New York.

'nderson.. Union Station, Pittsburgh, Pa.

F. O. Robinson..
B. W. Frauenthal
Jos. W. Tavlor . .

C. J; O. Ry., Richmond, Va.
Union Station, St. Louis. Mo.
390 Old Colony Bldg., Chicago.

Februarv, 1913.

AMERICAN ENGINEER.

107

Personals

// is our desire to make these columns cover as completely
as possible all the changes that take place in the mechanical
departments of the raihvays of this country, and we shall greatly
appreciate any assistance that our readers may give us in help-
ing to bring this about.

GENERAL

J. H. Cari'EXTer has been appointed chief nmtive pmver clerk
of the Chesapeake & Ohio Railway of Imliaiia. with headquarters
at Peru, Ind.

George O. Hammond has been appointed assistant to the me-
chanical superintendent of the New York, New Haven & Hart-
ford, with headquarters at New Haven, Conn.

Li.ovD B. Junes has been appointed assistant engineer of mo-
tive power of the Pennsylvania lines west of Pittsburgh, with
oflice at Toledo, Ohio.

M, J. McCarthy, assistant superintendent of motive power
of the Cleveland. Cincinnati, Chicago & St. Louis, has been ap-
pointed superintendent of motive power of the Baltimore &
Ohio Southwestern and tlie Cincinnati, Hamilton & Dayton, with
headquarters at Cincinnati, Oliiu. Mr. McCarthy was born at
Susquehanna, Pa., in 1868. He served an apprenticeship with
the Erie Railroad at Susquehanna, leaving that road in 1889.
Subsequently he worked in various railroad shops in the West
and Southwest as a machinist and foreman. He was with the
Chicago, Burlington & Quincy at Burlington, la., for ten years
as machinist, inspector and general foreman ; four years as di-
vision master mechanic of the Michigan Central at St. Thomas.
Ont. ; two years as division master mechanic of the Lake Shore
& Michigan Southern at Elkhart, Ind. ; three and one-half years
as superintendent of shops of the Cleveland, Cincinnati. Chicago
& St. Louis at Beech Grove, Ind., and assistant superintendent
of motive power of the latter road at Indianapolis. Ind., for 18
months.

J. E. OsMER has been appointed superintendent of motive
power and machinery, and master car builder of the ^lanistique
& Lake Superior, with office at Owosso, Mich.

Benjamin T. Payne has been appointed general bonus super-
visor of the Atchison, Topeka & Santa Fe, with oiifice at Topeka,
Kan., succeeding John Epler.

A. P. Prendergast, superintendent of motive power of the
Baltimore & Ohio at Cincinnati, Ohio, has been transferred to
Baltimore, Md., with the same title.

J. H. Tinker, master mechanic of the Chicago & Eastern Illi-
nois, at Danville, 111., has been appointed acting superintendent
of motive power, succeeding S. T. Park.

H. C. Van Buskirk has resigned as superintendent of motive
power and car department of the Colorado & Southern, owing
to ill health.

MASTER MECHANICS AND ROAD FOREMEN OF
ENGINES

J. A. Barker, road foreman of engines of the Chesapeake &
Ohio Railway of Indiana, has been appointed trainmaster, with
headquarters at Boston, Ind.

John Benzies has been appointed supervisor of locomotive
operation of the Chicago terminal and Illinois divisions of the
Rock Island Lines, with headquarters at Chicago, 111., and will
report to the master mechanic. He will have charge of the
mechanical operation of all engines in service for the purpose
of improving economies in the use of fuel, lubricating material,
tools and other supplies, and in the operation of the locomotive.
His efforts will also be directed toward reducing the cost of

maintenance of locomotives and other operating costs, through
improvements that may be brought about liy liettcr supervision
and instruction of enginenien.

F. T. Chase has liecn appointed master mechanic of the .Smith-
ville district of the Missouri, Kansas & Texas Railway of Texas,
with headquarters at Smithville, Tex.

J. H. Dougherty has been appointed acting master mechanic
of the Waco district of the Missouri. Kansas & Texas Railway
of Texas and the Texas Central, with headquarters at Waco,
Texas.

George E. Fuller has been appointed road foreman of engines
of the Chesapeake & Ohio Railway of Indiana, with headquarters
at Peru, Ind.

D. Hartei. has been appointed assistant road foreman of en-
gines of the Chicago division of the Baltimore & Ohio, succeed-
ing George Novinger, promoted.

O. A. Hoffman has been appointed assistant to the road fore-
man of engines of the Chicago division of the Baltimore & Ohio,
in charge of the instruction of firemen.

Fred. Judy has been appointed road foreman of engines and
air brake inspector of the Morgantown & Kinwood.

J. C. Love has been appointed road foreman of engines of the
Los Angeles division of the Atchison, Topeka & Santa Fe, with
headquarters at San Bernardino, Cal. The headquarters of A. L.
Crew will lie at Los Angeles and the territory of the division
will be divided between the road foremen in accordance with the
jurisdiction of the trainmasters.

J. P. McAnany has been transferred as district master me-
chanic of the Canadian Pacific from Revelstoke, B. C, to Moose
Jaw, Sask.

A. Mallinson, general foreman of the Canadian Pacific at
Revelstoke, B. C, has been appointed district master mechanic
of the same road at Nelson, B. C.

George Novinger has been appointed road foreman of engines
of the Chicago division of the Baltimore & Ohio.

D. Patterson, master mechanic of the Kansas City, Mexico
& Orient at Wichita, Kan., will hereafter handle all matters
pertaining to the motive power and car departments, and the
office of superintendent of motive power and car departments
heretofore held by F. Mertsheimer is aboHshed.

G. W. RoBB, master mechanic of the Grand Trunk Pacific, has
transferred his office and staff from Rivers. Man., to Transcona,
I\Ian.

M. Scott has been transferred as district master mechanic of
the Canadian Pacific from Nelson, B, C, to Revelstoke, B. C.

J. R. Tierney has been appointed road foreman of engines
of the Parsons district of the Missouri, Kansas & Texas, vice
C. I, Evans, promoted.

CAR DEPARTMENT

N, A. Alquist has been appointed general car inspector of
the Missouri, Kansas & Texas, with office at Parsons, Kan,

SHOP AND ENGINE HOUSE

W. B. Chenoweth has been appointed erecting shop foreman
of the Trinity & Brazos Valley, at Teague, Tex., vice C. Murphy.

W. L. Cooke has been appointed erecting foreman of the
Southern Pacific at Houston, Tex., succeeding W. T. Berger,
assigned to other duties.

Oscar C. Dibble has been appointed machine foreman of the
Rock Island at Cedar Rapids, la., succeeding W. A. Yonda,
resigned.

John Dumphy has been appointed foreman boiler maker of

108

AMERICAN ENGINEER.

Vol. 87, No. 2.

the Rock Island at Argenta, Ark., succeeding J. H. Cotter,
resigned.

J. C. Douv.\L has been appointed apprentice instructor of the
Southern Pacific at Houston, Tex.

W. R. Earl, machine shop foreman of the Baltimore & Ohio
at Philadelphia, Pa., has been transferred in a similar capacity
to Cumberland, Md.

G. W. GiLLELAND has been transferred as general foreman of
the Seaboard Air Line from Monroe, N. C, to Hamlet, N. C.

Hugh Grant has been appointed assistant boiler foreman of
the Southern Pacific at Houston, Tex.

A. H. Little has been appointed general foreman of the Sea-
board Air Line at Raleigh, N. C.

A. McArthur, locomotive foreman of the Canadian Pacific
at Sutherland, Sask., has been appointed general foreman of
that road at Revelstoke, B. C.

E. J. McMahon, general foreman of the Southern Pacific, at
Houston, Tex., has been appointed shop superintendent at
Houston, vice M. J. McGraw, resigned, to go with the Chicago
& Alton at Bloomington, 111.

R. McPherson has been transferred as shop foreman of the
Canadian Pacific from Brandon, Man., to Moose Jaw, Sask.

A. L. Monroe has been appointed general foreman of the
Seaboard Air Line at Monroe, N. C.

C. Perry has been appointed shop foreman of the Canadian
Pacific at Brandon, Man.

Harry S. Rauch has been made apprentice instructor at the
Avis, Pa., shops of the New York Central & Hudson River.
Mr. Rauch held a similar position at the Oswego, N. Y., shops
of the same road until a couple of years ago, when he resigned
to go into other business. He was awarded the first prize in the
Raihmy Age Gazette Shop Section competition on tlie Instruc-
tion of Workmen and .Apprentices in .•\pril, 1911.

W. Reni.x has been transferred as locomotive foreman of the
Canadian Pacific from Moose Jaw, Sask., to Sutherland, Sask.

E. S. Sheppard has KEfen appointed machine shop foreman of
the Baltimore & Ohio at "Philadelphia, Pa.

Wm. Urban, gang foreman, has been appointed general boiler
foreman of the Atchison, Topeka & Santa Fe at Newton, Kans.

A. G. Walther has been appointed piece work inspector of
the Baltimore & Ohio at the Mount Clare shops, Baltimore, Md.

New Shops

PURCHASING AND STOREKEEPING

U. K. Hall has been appointed general storekeeper of the
Oregon-Washington Railroad & Navigation Company, with
headquarters at Portland, Oregon, succeeding J. E. Mahaney,
resigned.

J. E. Mahaney, general storekeeper of the Oregon-Washing-
ton Railroad & Navigation Company, with office at Albian,
Oregon, has been appointed purchasing agent of the Spokane,
Portland & Seattle, the Oregon Trunk, the Oregon Electric
and the United Railways, with headquarters at Portland, Oregon,
to succeed F. A. Bushnell, resigned to accept service with another
company.

J. R. Mueller has been appointed purchasing agent of the
Hocking Valley, with office at Columbus, O., succeeding C. B.
Duffy, deceased.

L. B. Wood has been appointed general storekeeper of the
Sunset Central Lines of the Southern Pacific, with headquarters
at Houston, Tex., succeeding R. L. Pries, who at his own re-
quest, on account of ill health, has been made storekeeper at
Houston.

Boston & Maine. — The work on the classification yard and
engine terminal at Mechanicville, N. Y., has been started.
The engine house, machine shop, coaling plant, etc., will be
improved.

Canadian Pacific. — It is reported that this company will
move the headquarters of the Dominion Atlantic division, to-
gether with the car shops, from Kentville, N. S., to Middleton.

Central New England. — The improvements at Maybrook,
N. Y., consisting of an engine house, power house, machine
shop and coaling plant,' are about completed, and the engine
house is in operation.

Chicago & North Western. — This company has purchased
260 acres between Kenosha, Wis., and Racine, for yards, engine
houses and shops.

Detroit, Bay City & Western. — The engine house at Bay
City, Mich., was destroyed by fire January 8. It is estimated
the loss will amount to $20,000.

Grand Trunk Pacific. — It has been reported that during the
present year new shops will be erected at Edmonton, Alberta.
The expense will be defrayed from a $2,000,000 appropriation.

Gulf, Colorado & Santa Fe. — Work on the 8-stall engine
house at San Angelo, Tex., will be started in the near future,

Houston & Texas Central. — It is reported that the machine
shops at Hearne, Tex., will be enlarged to about double their
capacity. There will be additions made to the yard as well.

International & Great Northern. — Plans are being pre-
pared for an engine house and machine shop at San Antonio,
Tex., which will cost approximately $35,000.

Louisville & Nashville. — It is reported that this company-
will spend about $200,000 in enlarging its shops at Howell, Ind.

Missouri, Kansas & Texas. — The shops at Denison, Tex.,
will be enlarged.

Missouri, Oklahoma & Gulf. — The engine house and shops
at Muskogee, Okla., were recently burned, causing a loss of
about $40,000. They will be rebuilt on a larger scale.

Northern Pacific. — This road will build a large addition to
its car shops at Tacoma, Wash. It is reported that a new en-
gine house will be built at Toppenish, Wash.

Pennsylvania. — The work on the addition to the engine
house at Morrisville, Pa., has begun. Nine new stalls, a black-
smith shop, and a new machine shop will be built. The old
machine shop is to be converted into a power house.

Pittsburgh & Lake Erie. — New shops w-ill be built by the
company at Dickerson Run, Pa. The power house will be 60
ft. x 70 ft., the engine house 100 ft. x 60 ft., and the machine
shops 60 ft. x 130 ft. The plans are now being made by the
road, and it is expected that the details will be ready in the
spring.

St. Louis, Brownsville & Mexico. — A coach repair shop will
be installed at Kingsville, Tex.

San Antonio & Aransas Pass. — This company is erecting
three additional buildings at its shops at Yoakum, Tex., SO x
ISO ft., 28 X 100 ft., and 50 x 80 ft.

Scott City Northern. — A two-stall engine house, store
house, and a blacksmith shop has been built at Scott City, Kan.
This work was started last September.

Southern Pacific. — The plans for the re-location of the re-
pair shops at Sacramento, Cal., are nearly finished. Improve-
ments will cost approximately $100,000.

February, 1913.

AMERICAN ENGINKI'.U.

109

Supply Trade Notes

J. B. Rider, general manager of tiic Pressed Steel Car Co.,
has been elected a director of that company.

The Carbon Steel Company, New York, has moved its offices
from 30 Church street to the Cameron building.

G. E. Fuller, Aroa, Puerto Cabello, Venezuela, would like to
receive catalogs of railway machine tools, locomotives, cars and
appliances.

Harry Lowman, formerly in the mechanical department of
the Southern Railway at Washington, D. C, has entered the
sales department of the Chicago Car Heating Co., Chicago.

J. L. Stark, general inspector of the car department of the
Hocking Valley, at Columbus, Ohio, has resigned to become a
representative of the Chicago-Cleveland Car Roofing Company,
with office at Chicago.

Gilbert H. Pearsall, secretary of Joseph T. Ryerson & Son,
in charge of railroad sales, with headquarters in New York,
has resigned to engage in business for himself. Edward T.
Hendee, assistant to the president, has assumed the duties
formerly devolving on Mr. Pearsall.

J. E, Chisholm has been made a representative of the Uni-
versal Flexible Packing Company, Pittsburgh, Pa., with offices
in the Old Colony building, Chicago ; and George R. Argo has
been made representative of the same company, with office in the
Third National Bank building, Atlanta, Ga.

Fred Gardner, for several years railroad representative for
J. T. Ryerson & Son, Chicago, resigned on January 1, and is
now representing the Jacobs-Shupert Firebox Company,
Oxweld Railroad Service Company, Burden Iron Company,
Boss Nut Company, and other railroad specialties, with office
at 339 Railway Exchange building, Chicago.

The General Pipe, Bending & Erecting Company, with head-
quarters at 3020 Liberty street, Pittsburgh, Pa., has been in-
corporated under the laws of the state of Pennsylvania. The
incorporators are James W. Prenter, W. L. James and Wal-
ter C. McMinn, all of whom were formerly connected with the
Best Manufacturing Company. The new company will manu-
facture and fabricate piping materials of every description.

William B. Hall has resigned as vice-president and general
manager of the Illinois Car & Manufacturing Company, to pro-
mote the interests of the Union Railway Equipment Com-
pany, of Chicago, which has taken over the patented devices
invented by Herman Pries, superintendent of the Haskell &
Barker Car Company. Mr. Hall was formerly superintendent
of equipment of the Mather Horse & Stock Car Company.

The annual convention of the sales and factory organizations
of the Chicago Pneumatic Tool Company, was held at the show
rooms of the company, 1337 South Michigan avenue, Chicago,
on January 9, 10 and 11, concluding with a banquet on Satur-
day evening, January 11, at the Chicago Automobile Club. Nearly
100 of the company's representatives were present. The meet-
ing was opened on Thursday morning with an address by
President W. O. Duntley, and the succeeding meetings were
divided into sessions devoted respectively to the air compressor
department, railroad department, Cleveland plant, general sales
department, Detroit plant, electrical department and commercial
automobile department.

The Burden Sales Company, with general offices at 30
Church street. New York, and sales offices in Chicago, Atlanta
and St. Paul, has been organized by Gilbert. H. Pearsall, presi-
dent ; H. H. Linton, vice-president, and Craig Graves, secretary
and treasurer, to be a distributor of the products of the Burden
Iron Company of Troy, N. Y., makers of staybolt iron, "Burden

I lest" high grade relincd irun fur car wurk, engine bolt iron and
ijurdcn iron rivets. In connection with the general offices of the
Burden Sales Company will be the eastern sales office of the
Jacobs-Shupert United States F'irebox Company and the Oxweld
Railroad Service Company. Notice of Mr. Pearsall's election
to the vice-presidency of these companies appeared in the August
and September, 1912, issues of the American Engineer.

Tlie Standard Heat & Ventilation Company, Inc., 141 Cedar
street. New York, has recently been incorporated and has
bought the rights of the Ward Equipment Company, New York,
and the Safety Car Heating & Lighting Company, New York,
relating to car heating and ventilating, and. will make and sell
the devices in these special lines hitherto furnished by the two
latter companies. The Safety Car Heating & Lighting Com-
pany will also act as its agent. The company has now at its
disposal a new plant especially equipped for the manufacture
of railway car heating and ventilating appliances. The directors
of the company are as follows : C. B. Adams, Wm. Barbour,
R. M. Dixon, A. W. Kiddle, W. B. Albright, J. F. Deems, W.
L. Garland, A. C. Moore and John E. Ward. The officers of the
company are as follows : President, J. F. Deems ; vice-presi-
dents, A. W. Kiddle and A. L. Whipple; treasurer, A. C, Moore,
and secretary and assistant treasurer, John J. Clapp.

George Myrick Sargent, of Evanston, 111., the founder of the
first plant in the United States for the exclusive manufacture
of brake shoes, and at the time of his death a director of the

American Brake Shoe
& Foundry Company,
died at Atlantic City, N.
J., on January 16, at the
age of 83. Mr. Sargent
patented in 1878 an im-
provement in brake shoe
manufacture which led
to the development of
tlie American Brake
Shoe & Foundry Com-
pany. He was born
in Sedgwick, Maine,
March 29, 1830, and
after being engaged for
several years in various
lines of business in the
east entered the iron in-
dustry at Moline, 111., in
1870 as part owner of
the Moline Malleable
Iron Works. In 1876 he
removed to Chicago and
invented and designed an improved brake shoe, subsequently
known as the Congdon, and organized a company for its pro-
duction under the name of George M. Sargent & Co. In 1878
it was incorporated as a stock company under the name of the
Congdon Brake Shoe Company, and in 1893 a new corporation
was organized to carry on the business under the name of the
Sargent Company, with Mr. Sargent as president. The com-
pany operated two plants, one for the exclusive manufacture
of cast iron brake shoes, and another, which after 1896, was
devoted almost entirely to the production of couplers, knuckles
and steel brake shoes. This business was successfully carried
on until 1901. when the American Brake Shoe & Foundry Com-
pany, promoted by W. D. Sargent and others, was organized
and when it purchased the Chicago Heights plant. Shortly
afterward the original plant of the company at Fifty-ninth
street, was acquired by the American Steel Foundries. Mr. Sar-
gent was a director of the American Brake Shoe & Foundry
Company, and was a past president of the Live Poultry Transpor-
tation Company. In 1901 he was elected vice-president for
Illinois of the National Association of Manufacturers.

George M. Sargent.

110

AMERICAN ENGINEER.

Vol. 87, No. 2.

Catalogs

Cold Met.\l S.wvs.— The Vulcan Engineering Sales Company,
Fisher Building, Chicago, has issued a catalog illustrating vari-
ous types of cold metal saws. It also deals with rotary planers
and power driven hack saws.

Heading M.\chines.— The National Machinery Co., Tiffin,
Ohio, has issued a three page pamphlet describing the die box
construction of the National wedge grip header. This is num-
ber six in a series of talks on this machine.

Power H.'\mmers. — Beaudry & Company, Incorporated,
Boston, Mass., have issued a six-page pamphlet illustrating
and describing their belt-driven hammers. These are made in
two types, one being intended for heavy forging and the other
for plating, drawing, etc.

Air Compressors. — Bulletin No. 34-F from the Chicago Pneu-
matic Tool Company, Chicago, 111., comprises 26 pages devoted
exclusively to a mechanical description of the design and con-
struction of the Class G Chicago air compressors. This descrip-
tion applies to belt, steam and motor driven compressors,
and is fully illustrated, both with photographic reproduc-
tions of various parts and sectional drawings showing the
interior arrangement.

Electric Forge Blowers. — Forge blowers direct connected to
either alternating or direct current motors and providing any
desired quantity of air up to 400 cu. ft. per minute and at
pressures up to 2 oz., form the subject of bulletin 3313 from
the Emerson Electric Manufacturing Company, St. Louis, Mo.
The bulletin gives a very full description of these machines and
includes tables of capacities, dimensions, weights, etc., for each
type and size.

Metal Paint. — A 12-page pamphlet has been issued by the
Formastat Mining Company, St. Louis, Mo., describing their
paint pigment particularly adapted to the preservation of iron,
steel, metals, woodwork, or any artificial surface exposed to
the elements and influence of destructive gases. The pigment
Formastat is described and its various characteristics men-
tioned. Various formulas are contained in the pamphlet for
its different uses.

Current'o Scope. — Fairbanks, Morse & Company. Chicago,
111., have distributed a device made of celluloid, which shows
by means of the standard vector diagram, the relation of the
instantaneous values of an alternating current in a three-phase
circuit. By a simple mechanical arrangement this shows how
these currents combine in the windings of a three-phase motor
to produce the phenomenon of the revolving field. The device
is very ingenious, and illustrates very clearly just the manner
in which these currents act. Instructions for use accompany
the Current'o Scope.

Gate Valves. — A small catalog devoted exclusively to gate
valves made with either brass or iron bodies for steam pres-
sures from 125 lbs. to 250 lbs., or for water pressures from 175
lbs. to 400 lbs. per sq. in., is being issued by Jenkins Bros., 80
White street. New York. These valves are of the solid wedge,
double faced type and have an improved body and bonnet, de-
signed to secure an increased strength and rigidity, and en-
abling the valve to resist the severe stresses of poorly sup-
ported piping, temperature changes, etc., without distortion.
The stuffing boxes can be repacked when the valves are open
and under pressure. Many sizes and designs are illustrated in
the catalog and each is accompanied by a complete price list.

Pipe Machines. — The Bignall and Keeler Manufacturing
Company, Edwardsville, 111., has had thirty years' experience in
the designing and building of improved pipe machines, and is
among the best known specialists in this line. The three styles

that it manufactures, which differ from each other principally
in the design of the chuck, are all of the stationary die type.
The die head is bolted to a carriage which slides forward
toward the chuck as the thread is cut. These are very fully
illustrated and described in a recent catalog issued by this com-
pany. Each of the three styles is built in several sizes, and each
size has a capacity of from eight to ten sizes of pipe. Machines
are generally shown as belt driven, although an example with a
motor drive is included. Several of those shown are provided
with a gear box which gives eight changes of spindle speed.

Electric Appliances. — Among the recent bulletins from the
General Electric Company, Schenectady, New York, is one on
electric hardening furnaces which supersedes the previous
bulletin on this subject. It gives a full description of the con-
struction and the method of operation of the electric furnace
for hardening tool steel. Another bulletin from the same com-
pany describes and illustrates portable and stationary air com-
pressor sets having a piston displacement of from 15 cu. ft. to
100 cu. ft. per minute. These are motor driven and are auto-
matic in their operation. Polyphase induction motors is the sub-
ject of bulletin A-4063, which supersedes a former publication
on this subject. This type of motor is being widely used and
has many advantages where the ability to carry large over-
loads for considerable periods and without serious overheating
is desired. The bulletin thoroughly covers the subject and is
fully illustrated. Electric fans in practically all sizes and ar-
rangements are shown in bulletin A-4065 from the same com-
pany, and Mazda lamps for standard lighting service are illus-
trated in bulletin 4850-C.

Transporting Perishable Products. — The Moore system,
which combines refrigeration, heating and ventilation of cars
intended for transporting perishable products, is illustrated and
fully described in a catalog issued by the Moore Patent Car
Company, St. Paul. Minn. With this system it is not necessary
to break the seal or enter the car to change to or from re-
frigeration, heat or ventilation. The arrangement provides ice
tanks just below the ceihng in the center of the car and a heater
box enclosing a coal stove is under the floor and has an out-
side door. The heater is entirely automatic in its operation and
draws fresh air from the outside which, after being heated, is
discharged to the interior of the car. For ventilation there are
six openings in the roof at the center of the car, three on
either side so arranged that the covers on one side open toward
one end of the car while those on the other open in the oppo-
site direction. In this manner air is forced in at one side and
discharged from the other and a positive circulation in the car
is insured independent of the direction in which it is moving.
The illustrations make the construction and operation clear.

.Acetylene Welding and Cutting .\pparatus. — Catalog Q of
the Alexander Milburn Company, Baltimore, Md., consists of
32 pages principally devoted to illustrations and description of
the oxy-acetylene welding and cutting apparatus manufactured
by this company. This includes an acetylene generator, in which
the feed is rotary, and of the indirect carbide-into-watcr type
which makes it impossible to get an excessive charge of carbide
or to feed in any way except through the normal working of
the generator. The apparatus and operation are simple and the
generator is readily adapted to any pressure desired from 2 lbs.
to 15 lbs. Oxygen is provided in cylinders which are usually
loaned and refilled or exchanged at various depots throughout
the L^nited States and Canada. Portable sets, both those hav-
ing an acetylene generator and the other apparatus mounted on
a truck, and those where both the oxygen and acetylene are
stored in tanks are illustrated. For use in places where oxygen
supply stations are not convenient an oxygen generator is fur-
nished, and is fully illustrated and described in the catalog.
Torches, regulator valves, gages and other welding supplies are
also shown.

Marih. I')13.

A.MI'.KICAX I':X(;i\l-.l'.R

Engineer

"The Railway Mechanical Monthly"

{Including the Railway Age Gazette " Shop Edition,")

Published on the First Thursday of Every Month, by the

SIMMONS-BOARDMAN PUBLISHING COMPANY,

83 Fulton Street, New York, N. Y.

CHICAGO: Transportation Bldg. CLEVELAND: Citizen's BIdg.

LONDON: Queen Anne's Chambers, Westminster.

EoWAXD A. Simmons, President. Henrv Lee, Secretary.

L. B. Sherman, Vice-President. A. E. Hooven, Business Manager.

The address of the company is the address of the officers.

Roy V. Wright, Editor. R. E. Thayer, Associate Editor.

E. A. AvERiLL, Managing Editor. A. C. Loudon, Associate Editor.

George L. Fowler, Associate Editor.

Subscriptions, including the eight daily editions of the Railway Age
Gazette published in June in connection with the annual conventions of
the Master Car Builders' and American Railway Master Mechanics' associa-
tions, payable in advance and postage free:

United States, Canada and Mexico $2.00 a year

Foreign Countries (excepting daily editions) 3.00 a year

Single Copy 20 cents

Entered at the Post Office at New York, N. Y., as mail matter of ihe
second class.

WE GUARANTEE, that of tiiis issue 4,150 copies were printed; that of
those 4.150 copies. 3. £00 were mailed to regular paid subscribers and 130 were
provided for counter and news companies' sales; that the total copies printed
this year to date were 14.426 copies — an average of 4,809 copies a month.

\'oLUME 87. March, 1913. Number 3.

CONTENTS

EDITORIALS:

Car Department Competition Ill

Answer Circulars from Committees Ill

The Gee Locomotive Stoker Ill

Mechanical Department Appointments Ill

Car Men and Interchange Rules 112

Electric Locomotives 112

Making Improvements in Operation 112

Vestibule Locomotive Cabs 112

Water Tube Fireboxes ■ 113

Standard Freight Cars 113

Pasis for Comparing Machine Tools 114

New Books 114

COMMUNICATIONS:

Guide Bar Blocks 115

Handling Scrap Material 115

Exhibits C^pen in the Evening 116

Air Brake Hose 116

GENERAL:

Canadian Pacific 4-6-2 Type Locomotive 117

Locomotive Deck Shields 1 22

Forms for Locomotive Operation and Costs 124

Service of the Brotan Boiler 128

Experimental Electric Locomotives in France 129

SHOP PR,\CTICE:

Cracked Cvlinder Repaired with Concrete 131

Punching Spring Planks 131

Protecting Slide Valve Feed Valves in Shipment 132

Grinding Piston Rings in Air Brake Apparatus 132

A Basis for Measuring Lathe Capacity 133

Motion Work Kinks 1 36

Safety on the Chicago & North Western 137

Boiler Shop Kinks 1 42

Tool for Removing Driving Box Cellars 142

CAR DEPARTMENT:

Car Design from the Repairman's Standpoint 143

Pittsburgh & Lake Erie Two Car Gas-Electric Train 143

Shop Arrangements and Facilities 144

Equipment for Clearing Wrecks 145

Application of Safety Appliances to Cars 147

Express Refrigerator Cars 1 49

Locating Defective Car Wheels 152

The Instruction of Car Men in Interchange Rules 154

NEW DEVICES:

The Gee Locomotive Stoker 15S

Improved Force Feed Lubricator 157

Anti-Friction Side Bearings 1 58

The Kling Bolt 158

Motor for Shop Service 159

Testing Equipment for the Pennsylvania 159

Grapho-Metal Packing 160

Blower Valve 160

NEWS DEPARTMENT:

Notes 161

Meetings and Conventions 161

Personals 163

New Shops 165

Supply Trade Notes 166

Catalogs 168

^ riu- I'Jir clcpiirlnicnt cimiiK-titinn, uliicli

clnscd 1)11 I'chruary \s. Iirouglit in :i iium-
Oepartment i r i r i T- t ^■i1 . i

htT pf splcndul articles on ditferent pliascs

Competition ^i jf^g ^.yr department wiirk. These have

l)een i)repared for publication and will be submitted to the
judges witliin the next week or two. We hope that we will
be able to announce the prize winners in the April issue. A
survey of the various articles indicates that this competition
has been one of the most successful which have ever been held
in either the Knih^ay Age Gazette Shop Section or the Amer-
ican Engineer, and we take this opportunity of thanking those
who participated for their assistance and co-operation.

Answer
Circulars From

Criticism is heard each year because of
the delay of printing and putting the
reports of the various committees in the
Committees hands of tlie members of the Master
Mechanics' and Master Car Builders' Associations. It is
naturally impossible for a member to present a satisfactory
discussion on a committee report which he has had no op-
portunity to digest, but sucli a member has no right to
criticise eitlier the secretary or the committee, if he permits
the circular requesting inforination to lay unanswered on
his desk or on the desk of some of his subordinates for
weeks and in some cases, months. It is as much your duty
to answer these circulars as it is to pay your dues to these
associations, and if more members would appreciate this
fact the criticism of late reports and of incomplete discus-
sions would cease. The Master Car Builders' Association
has already issued twenty-live circular letters this year, more
than half of which require an answer. How many of these
or of the live or six circulars from the Master Mechanics'
Association still remain unanswered bv vou or vour office?

The Gee

Locomotive

Stoker

ihe latest design of locomotive stoker,
which was developed on the Pennsylvania
Railroad at --Mtoona. is now undergoing se-
vere service tests which, so far, indicate

that it will be a success. It has already successfully fired at
least fifty trips of a large locomotive, doing 100 per cent, of
the firing. This stoker was designed by X. E. Gee, of the
mechanical engineer's office at Altoona. is of the overfeed,
scatter type, and distributes the coal by means of intermittent
steam blast used in connection with movable wings for ctm-
trolling the direction inside the firebox. This stoker fulfills
all of the conditions laid down by the committee of the Master
Mechanics' Association and does not in any way interfere with
the ordinary firedoor. The arrangement is simple and the
moving parts are very few in number. The construction in-
cludes features which have proved successful on other designs
while differing essentially from any previous arrangement.
The crusher, convej'or and source of power are the same as
have been successful on the Crawford stoker, and the distribu-
ting system is a simplification of the arrangement successfully
used on the Hanna stoker. While, as built at present, no ar-
rangement is made for an automatic distribution, such as can
be obtained with the Hanna design, it is evident that this can
be easily included in later stokers if it seems desirable.

Mechanical Judging from the number of minor nie-

^ chanical officers who resign or are "as-

Uepartment . , , , . „ •. j

signed to other duties, on some railroads,

Appomtments j^ would almost seem that there is a prece-
dent against keeping a man in one position for more than a
few months. This is a phase of the organization question
which in many cases should receive more attention. It is fre-
quently difficult to make a suitable selection in filling a vacancy,
but when the same position has to be filled several times in a

112

AMERICAN ENGINEER.

Vol. 87, No. 3.

single year because the men selected do not give satisfaction,
it is time tlie officer who makes the choice, or some one above
him, began investigating his capability of making such selections.
Very few men can take a position as foreman or master me-
chanic and become familiar in a few days or weeks with the
conditions obtaining, and in no case should it be required. It
is unreasonable to expect that a paragon can be obtained to
fill every position, and the appointing of average men and ex-
pecting them to do supernatural things is responsible for a
great many "resignations." The superintendent of motive
power in selecting master mechanics, and the master mechanic
in selecting foremen, can get excellent results from the care-
fully selected average man if, instead of leaving him, after the
appointment is made, to sink or swim by himself, they keep
in personal touch with him, encouraging him to ask for help
in solving his problems and letting him see that he is an im-
portant part of the railroad's machinery. No organization can
be perfected while the members are being continually changed,
and this changing works very decidedly against general
efficiencv.

„ ,, , It would be difficult to estunate the pro-

Car Men and . r -.r r~ -r, . ^u ^

portion of M. C. B. repair cards that are

Interchange improperly made out and the time lost in

Rules making the necessary corrections, but

every car department officer will agree that it is much too
large. This is largely the fault of the men who have to make
the repairs and make out the cards, but it can scarcely be
doubted that by adopting some educational method the greater
part of the errors could be overcome. The rules of inter-
change are not easily grasped by a beginner, and if they are
not carefully and thoroughly studied till a good working knowl-
edge of them is obtained, there is little likelihood of their
being mastered later, as the changes made from time to time
require much study, even from the experienced car man.
Sending a copy of the rules to each man concerned, whether
a letter calling attention to the changes made accompanies it or
not, is no help to the average man in solving the difficult prob-
lems that arise, and some method of instruction should be de-
veloped which will be commensurate with the importance of
the subject. Elsewhere in this issue a solution of this problem
is suggested in an article on The Instruction of Car Men
on Interchange Rules. The establishing of a system of writ-
ten examinations may not be the required remedy, but there
is food for much thought in the suggestion.

As might be expected in a field which

Electric is as new and is developing as rapidly

Locomotives ^s the design of electric locomotives,

there is far from a general agreement
on even the more essential principles. Service records are
the final court of appeal for any design of railway equipment
and naturally the decision is long delayed. Not for many
years and possibly never will a conclusive decision be ob-
tained on the comparative merits of direct current or alter-
nating current operation and other features, such as driving
through gearing or through rods, the type of control apparatus or
the proper voltage, will probably be subjects of active dis-
cussion for years to come. One of the French railways, the
Chemin de Fer du Midi (Southern), has completed plans for
the electrification of a large part of its lines and in under-
taking this work has naturally desired to determine on the
most satisfactory design of locomotive. It therefore pre-
sented to the various builders a specification which included
only such requirements as weight limits, draw bar pull and
temperature rise, together with clearance and curvature in-
formation. In response to this, it received six proposed
designs from as many builders and has extended to them

the privilege of building a machine from the designs sug-
gested, with the understanding that if it satisfactorily ful-
fills the conditions on an actual trial it will be accepted.
So far three distinct designs have successfully passed the
trials and are now in operation on the short sections already
electrified. Of at least one of these, duplicates have been
ordered. The other locomotives are to be given trials as
rapidly as possible. Of the three accepted, each is dis-
tinctly different from the others in its principle of operation
as well as in minor details. The fact that each fulfills the
conditions indicates the wide possibilities and the active
state of the art as it now exists. One of the locomotives was
built by the French Westinghouse Company and has two
600 horse power motors geared to jack shafts which in turn
drive the locomotive through a yoke and side rods. Another,
from the Thomson-Houston Company, has two slow speed
600 horse power motors and drives through main rods to jack
shafts which in turn are connected to the drivers by side
rods. The third, from Jeumont, has three 500 horse power
motors each geared directly to one of the drivers which in
this case are not connected by side rods. In the latter case
the electric control arrangement is such as to form an anti-
slipping device which insures that each of the drivers will be
revolved at the same speed as the others. The features of
the design of the other three locomotives have not yet been
made public.

w , . An improvement toward economy can sel-

dom be made without a knowledge of the
Improvements in ,.,. j ^i ■ i i j n

conditions, and this knowledge is usually

Operation dependent on accurately maintained rec-

ords. Criticism is often heard of the large increase in clerical
force required in connection with the introduction of any of the
successful methods of production improvement that are grouped
under the term, "scientific management." The fact is that the
benefits of any of these systems and the decision as to the
changes that shall be made are always dependent on a knowledge
of details which are only procurable through elaborate records.
This multiplicity of systematized information, combined with a
knowledge of how to use it, is the fountain head in which the
benefits have their source. In most railway shops as few records
are maintained as possible, and the consequence is that a method,
design or organization has to be glaringly inefficient before a
correction can be made. In cases where systematic records have
been maintained on a few features, the results, almost without
exception, are beneficial, and there is little doubt but that a
saving in the clerical pay roll is, in many cases, very costly. Any
master mechanic or other motive power official reading Mr.
Heckman's article in this issue cannot help but realize in how
much better a position he would be to make recommendations
or changes if he had the information available that is given
by the forms presented. It must be admitted that it is easily
possible to expend considerable money for records which are
not worth while, and care must be used in deciding which
information should be tabulated. It is better, however, to keep
too many records tlian too few, provided the knowledge is at
hand as how to use them to advantage.

,, ,., , A locomotive cab as ordinarily arranged

Vestibule , • , r , , , ,

IS anything but a comtortable place when
Locomotive ^^^^ locomotive is in operation during cold

Cabs weather, which, in the northern part of

the country, exists for a greater part of the time during five
months of the year. That the locomotive crew is entitled to
as comfortable surroundings as conditions will permit is un-
dtniable and the Canadian Pacific proposes to have the engine
crews on their passenger trains, at least, protected from cold
and wind. While this line traverses a country where the win-
ter weather is more severe and prolonged than most others.

March, 1913.

AMERICAN ENGINEER.

113

there arc sections in tliis country, particiihirly nn sonic of the
western lines, where something better than the inefficient can-
vas cab curtains would seem to be justified. The vestibule cab
of the Canadian Pacific is entirely enclosed and will evidently
be as comfortable during very cold weather as the ordinary
cab in the month of May. By the application of a coal pusher
on the tender there is no necessity for the fireman to go back
into the coal space, nor will the coal gates have to be opened
The arrangement of the sealed connection between the engine
and the tender has been very ingeniously worked out with but
little complication. While designing the tender for use in con-
nection with the vestibule cab, a distinct advance was made by
arranging the tank and underframe as one unit, practically
doing away with the latter. The interior of the tank is so
braced and stiffened as to be self-supporting and is carried by
a single box-girder type center sill. In addition to the reduc-
tion of weight, this has proved to be a safety arrangement for
the crew, since in the case of a severe collision the tank can-
not move on the underframe, and thus is not forced into the
cab. One of the photographs given by Mr. Winterrowd in his
discussion of this design, shows a tender which had been in
a severe collision, and it is evident that, in addition to the
greater safety to the crew, there could not be a better place,
from the standpoint of cost of repairs, for the shock to be
absorbed.

Water

Tube

Fireboxes

So far as the records show there is not a
locomotive boiler with a water tube fire-
box of any description in operation in this
country, although both in England and on

the continent boilers, having fireboxes either partially or wholly
constructed of water tubes, have been in successful service for
several years. At a meeting of the Western Railway Club in No-
vember, 1895, William Forsyth, then mechanical engineer of
the Chicago, Burlington & Quincy, suggested such an arrange-
ment and presented a sketch to illustrate his ideas, which con-
sisted of practically a Yarrow type water tube boiler arranged
to take the place of the firebox of an ordinary locomotive
boiler. Since that time a number of arrangements incorpo-
rating this idea have been suggested, although apparently none
of them have appealed with sufficient force to get a trial in
actual service. In these times when boiler capacity is the thing
most desired on locomotives, it would seem that some type of a
water tube firebox would be worthy of at least a trial. With
the example of what can be accomphshed in the shape of ca-
pacity per unit of weight by water tube boilers in stationary
practice and in marine service it would appear to be a field
well worth developing. It will probably be admitted that the
most valuable heating surface in a locomotive is in the arch
tubes and suggestions have been made that an increase in the
number of arch tubes would be advisable. W'hile there is a
limit to the number of arch tubes, as at present located, that
can be applied in a firebox, there is no reason why a similar
effect cannot be obtained by tubes arranged in a somewhat
different location, and such a firebox has been suggested by
S. S. Regal, and drawings were published on page 136 of the
1906 volume of this journal. On the London and South West-
ern Railway a number of locomotives with water tubes extend-
ing diagonally upward and across between the side sheets have
been in successful operation for a number of years. Both of
these constructions, however, can be considered as fireboxes
with water tubes as distinguished from a water tube firebox,
the essential difference being that there is practically no re-
duction in the number of staybolts in the former case, while
in the latter the staybolts are almost entirely eliminated. Of
the latter type the Jacobs-Shupert firebox can be considered as
a compromise between the truly water tube design and the
usual arrangement. The next step is illustrated by the McClel-
lan boiler, w'hich was shown in the January, 1911, issue of
this journal. This design forms the water legs of a series of

tlatteiK-d tubes and does not require the use of staybolts, ex-
ceiit in the throat sheet and back head, but still retains the
mud ring, having a large size opening which gives communica-
tion between the bottom of the different tubes. The complete
water tube firebox, however, is found in the Brotan type, and it
is this design that has jiroved so successful on several of the
continental railways. This boiler completely eliminates the
staybolts. It was fully illustrated in the December, 1910, issue
of this journal. Experiments made with the utmost care on
a Russian railway showed a fuel economy of over 14 per cent.
for these boilers and the report of three years' service, which
is given in this issue, indicates that the maintenance troubles
have not proved at all serious. In fact, the Brotan firebox
has been made standard on some of the Russian railways and
is rapidly coming in favor in other countries. The superheater
has shown us how a coal saving device can be effectively used
as a capacity incrcaser. The water tube firebox would appear
to offer a similar opportunity.

o. , , One of the ways in which the cost of

standard . ■"

. repairs to freight cars could be very

materially reduced would be the adop-
^^^ tion of a standard design for each of

the more generally used types of car. Efforts leading to
the adoption of standard general dimensions are being made
by the American Railway Association. The standardii>ation
of various parts subject to wear or frequent renewal has
been the work of the Master Car Builders' Association for
many years. While there have also been spasmodic efforts
to arouse interest in complete standard cars at various times
practically nothing tangible has been accomplished. Some
of the larger roads have more or less standardized their own
cars and, in some instances, have succeeded in having the
same designs adopted by controlled or leased lines. If it
is a paying proposition for a large road which transports
practically every conceivable commodity and operates under
all the different conditions as to grades, curvature, sidings,
etc., to do this, why would it not be even more profitable for
all of the roads to agree on the standard design so far as
the essential parts of the car are concerned? In a paper
before the New England Railroad Club, Chas. A. Lindstrom,
chief engineer of the Pressed Steel Car Company, states
that at the present time every railway seems to be a law
within itself, no matter what the size of the road, and ap-
parently very little if any notice is taken of designs of cars
alread}' in successful operation by other roads which could
be duplicated at less cost than new designs. He states that
it seems to be the main object to get out something new
regardless of its intrinsic value. Sometimes the designs
may be as good as those in existence, sometimes they may
contain some minor improvements of more or less value,
but they frequently contain defects which give trouble in
operation and on the whole there was no necessity for their
creation. He points out the fact that new designs of cars
cost a great deal in the way of drawings, dies, templates,
etc., which must be paid for by someone, generally the cus-
tomer. The creation of a new design for the mere purpose
of getting up something different should be discouraged.
For railways owning comparatively few cars the original
cost and the cost of repairs would be greatly reduced if
they would adopt as their own, the standards used by the
larger roads with which they have traffic connections. As
Mr. Lindstrom truly states, it is difficult to understand the
necessity for different designs of cars for roads having the
same class of freight to carry. Cars belonging to two dif-
ferent roads are frequently loaded at the same mines, hauled
by the same locomotives and unloaded at the same wharf
or factory, and yet an examination of the cars will show that
while they are of the same carrying capacity and have the

114

AMERICAN EXGIXEER.

Vol, 87, .\o. 3.

same general dimensions they differ radically in general con-
struction and details. Both may he equally good and serv-
iceable and if so there is no difference between them and
one would answer the purpose. On the other hand if both
designs possess meritorious features civcr each other, they
could readily be joined together in one ilesign witli a result
that would be greatly to the common good. It is suggested
that an engineering board should be created to prepare the
designs for all cars used in interstate commerce and that
no new designs of cars or details should be allowed to be
used until approved by it. Such a board could be created
by the roads now forming the Master Car Builders' Asso-
ciation or the American Railway Association. Although the
efforts toward standard cars which were made in 1896 and
the few following years, by the Master Car Builders' Asso-
ciation met with no success, it would seem as if the condi-
tions were now more propitious and another efifort might
be successful. The cost of car maintenance is enormous
and if it is merely personal prejudice wliich is standing in
the way of a movement which is sure to .greatly reduce this
cost, prompt action should be taken.

There has never been a logical basis on
which the ability of two lathes to do the
work for which they were designed could

Basis for
Comparing
Machine Tools ],g determined and compared from a knowl-
edge of their general features. When two machines of the same
size which have the same number of speeds and feeds, the same
convenient arrangement and appeared to lie equally well built,
are available, it has generally been a matter of price or some
similar consideration that has determined the selection. It may
be, and frequently is, possible that one of these machines will do
25 per cent, more work of the kind on which it is to be used
than the other, and is worth decidedly mure ti> tlie purchaser.
This, of course, is well known to the men wlmse duty it is to
select machine tools, but they have never had an opportunity
of proving which is the better except by actually making a prac-
tical trial or test. These men will undoubtedly be grateful to
Mr. Pomeroy for the methods he has developed which will per-
mit an accurate knowledge to be obtained of the aliility of the
different machines to do the work desired with siniidy a knowl-
edge of two or three of the main characteristics. This method
is fully explained, and examples of its use are given on page 133
of this issue. The number of pounds torque at a one-foot radius
that can be obtained at each spindle speed provided in the ma-
chine is the basis adopted. This, taken in connection with for-
mulas developed by Dr. Nicolson in his extensive research, will
show just how large a cut can be taken at any radius at each
of the spindle speeds provided in the machine. This, of course,
determines the amount of metal to be removed per minute which,
in many cases, is the controlling feature. Two actual 24 in.
lathes that are now on the market, and which are generall\- con-
sidered as being equally good, are used as examples of the value
of the method, and one is shown to be very decidedly better
than the other. Although the examples selected are lathes, the
same procedure will apply to either horizontal or vertical In .ring
mills.

NEW BOOKS

Ecoiinmics cf Railroad Construction. Second Edition, liy Walter I-oring
Webb, C.E. Bound in cloth. Illustrated, 332 pages. 5 in. n 8 in. Pub-
lished by John Wiley & Sons. 43 E. 19 Ftreet, New York. Price $.'.50.

The scope of this book, which was tirst brought out six years
ago, is well explained by its title. It includes seventeen chap-
ters covering such matters as organization, capitalization, valu-
ation, and volume of traffic in the first part, operating ex-
penses, motive power, car construction, track economics, train
resistance in part two, and physical elements of a railway in

part three. The book is written from the standpoint of the
constructing or operating engineer and deals briefly with prin-
ciples and their practical application. The present edition has
been thoroughly revise<l and the chapters on operating ex-
penses, distance, curvature and grade have lieen practically
rewritten

Diary of n RoiniJIiouse Foreman. By T. S. Reilly. Bound in cloth. 158
pages. 5 in. X 7 in. Published by the Xorman \V. Henley Company^
132 Nassau street, .\"ew York. Price, $1.00.

The book is published in the form of a diary and gives in
colloquial form the experiences and trials of the engine house
foreman. The hero of the story is a young college graduate who
is serving his a|)prenticeship and has endeavored to push his
way to the top. Many suggestions are given for the diplomatic
handlirg of men.

The Electron Tlwory of .Magncli.'W. By E. H. Williams. Bulletin No. 62
from the Engineering E.vperiment Station of the University of Illinois.
Bound in ])aper. Illustrated. 66 pages, 6 in. x 9 in. Published by
the University of Illinois, W, F. M, Goss, Director of the Engineering
Experiment Station, Uibana, 111. Copies free.

In the study of physical phenomena, various theories have been
advanced from time to time as to the nature of magnetism. The
tnost interesting and important of these is the electron theory
and in this bulletin the experimental evidence leading to the de-
velopment of the theory is traced, its present status defined and
certain phenomena which it fails satisfactorily to explain in its
present form arc iminted out.

-l/nr/iiii,; Dcsign~Hoist.<:, Dorrioks, Cranes. By W. D. Hess. M.E. Bound
in cloth, 364 pages, 6 in. x 9 in., 336 illustrations. Published by J. B.
Lippincott Company, Philadelphia. Price $5.00.
While this book is intended principally as an aid in the work of
machine design instruction in technical schools and colleges, it
will also prove useful in drawing rooms where a general field
of machine design is covered. The problems presented by the
author have been selected with this in view, rather than that of
appealing to the specialist in crane design. .\s may be judged
from its size tlic work is most complete. There are eighteen
chapters and each of the various types of cranes is discussed sep-
arately. The book is profusely illustrated and gives photographs
(jr drawings of the latest developments in this field. Many of
the formulas are also shown in diagrammatic form, and tables
for constants are numerous. In discussing the theory, practical
examples are given in each case and the complete evolution of
the formulas make it possible for the designer to accurately judge
their application to his problem.

Ma.-.tcr Car Biii/.d-rs' .-Is.toeialion. Proceedings of the 1912 Con-.cntioii.
Illustrated. Bound in cloth, 983 pages, 6 in. x 9 in. Published by
the Master Car Builders' .Association, Jos. W. Taylor, secretary. 390
Old Colony building, Chicago. Price $7.50.
Each year the progress in the design and operation of freight
and passenger cars is focused by the activities of the Master
Car Builders' -Association at its annual convention. While the
same length of time is devoted to this work as in years past the
better organization, the improved 'quality of the committee re-
ports and the enforcement of sensible rules for the discussions
at the meetings has made it possible to decidedly increase the
aiTionnt of work accomjilished at each succeeding convention.
At the 1912 conventinn there were twenty-three committee re-
ports presented, discussed and acted on. Some of these, of
course, were perfunctory, but others were subject to the closest
scrutiny and extended discussion. The fact that the printed vol-
ume of proceedings contains nearly one thousand pages in addi-
tion to ninety-one double page plates of standards and recom-
mended practice, is an index of the work accomplished last year.
The vcilume cnntaiiis the complete verbatim account of the dis-

March, 1913.

AM KRICAN KNCI NKER.

115

•Clissinn wliic-h I'ulliiw ud llu- niHirt nf (.[ll-Ii iMmniilU-i', ami in
.additinii thrrt' is t;iM-'" a list ni' tlir nuinlu-rsliiii witli the daUs ni,
uliicli i1k-\ jdiiu-il ami ilu' miiiilicr i>\ oars represented by each.
A <.-(i|iy of the eciistitiuicni aiiil liy-la«s, a list giving the names
i)t' the members of the committees to report at the 1913 conven-
tion, together with the results oi tlie voting by letter ballot on
the various subjects ordered to be so submitted at the previous
convention, are also included.

Ihuiil Rook of Railroad Eyl'c

Klexil.lL- Icathe

Katon. McGriiw-Ilill
bimling. .>55 pages.

Mr. Eaton's l)ool< on Railroad ( )per,-itions — How to Know Them
was lor a good many years a standard book on railroad oper-
ating expenses as gi\en in the annual reports made by the com-
panies to their stockholders. Since the Interstate Commerce
Commission has put into effect its uniform classification for
operating expenses and for other accounts of railroads, a good
many changes have been made by some roads in their system of
accounts, and Mr. Eaton's earlier book became to a certain ex-
tent obsolete. In the present book is included Mr. Eaton's
exposition of the various items under operating expenses, and
also the text of the Interstate Commerce Commission's classi-
fication of operating expenses, income account, balance sheet,
etc. Cnder operating expenses the full text of the commis-
sion's classification and instructions is given, and there are in-
corporated in this text revisions which the commission has
issued as supplements to its original orders. One hundred and
fifty-two pages of the book are devoted to an index which is
very complete. Mr. Eaton says that all existing indexes of ex-
penses have been freel\- drawn on and acknowledges especially
his indebtedness to the index in use on the X'ew York Central
& Hudson River.

The greatest importance of this book lies in this index. There
has been a very distinct need, ever since the Interstate Com-
merce Coinmission promulgated its classitication of expenses,
for a field book of operating e-xpenses. This book of Mr. Eaton's
appears to supply this want admirably. The Interstate Com-
merce Commission itself mav well find the index of great use.

Traz'cling Engineers' Association. Proceedings of the liacntictli annual
convention. Illustrated. Bound in leather, 410 pages, in. x 9 in.
Published by the Traveling Kngineers' ,\ssociation, W. O. Tliuniiison,
Secretary. Buffalo, N. Y. Price $1.50.

At the last convention of the Traveling Engineers' Association,
held in Chicago, August 27-30, 1912, a number of the more im-
portant and interesting" problems in connection with locomotive
and train operation were presented for discussion. In each case
the author of the paper, and especially the meinbers discussing it,
approached the subject with the evident intention of obtaining
the greatest benefit possible in the time at their disposal. In
consequence both the papers and the discussions were most
valuable. 1 hey are given complete in the proceedings. The
cominittee on subjects wisely provided but six topics, as follows:
Benefits to be derived from chemically treated waters in con-
nection with the increased efficiency of locomotives; Fuel econ-
otny and the relation of mechanical appliances, such as super-
heaters, mechanical stokers, brick arches and the handling of
trains ; Handling of long passenger and freight trains with
modern air brake equipment; Inspection of locomotives and form
of work reports that should be required of engineers on arrival
at terminals ; How to interest enginemen in the economical use
of fuel and lubricants, and the advantages and disadvantages of
lead on modern locomotives. The volume includes a copy of the
constitution and by-law-s, a list of members with their addresses,
and a list of the subjects presented for discussion at each of the
previous conventions. The subjects which will be presented for
discussion at the next convention to be again held at Chicago
ill Auyust, 1913. are also given.

Communications

C;U1DK BAR BLOCKS

l:,\TrLK Crekk, Mich., January 27, 1913.

To TiiK EiiiTiiK OF Till-: .\.\iERic.\N Encinker:

In making guide bar blocks our usual process has been to
have them forged to approximately the required size, and after-
wards shape off the four sides to the exact diinensions. A
new method has been developed which, considering both the
forge shop labor and the work done in the machine shop, is a
considerable improvement. As most guide bar blocks are of
standard size, it is easy to procure cold rolled steel bars con-
forming to the dimensions of the finished blocks and the roll-
ing is quite accurate enough for all practical purposes. The

J i

■^

k- 3'- A

V'-'i'-A

Guide Bar Block and Centering Jig.

bars are sawed to the proper length in a high speed power
hack saw, at practically no other cost than the price of the
saws. They are then, centered in a drill press with a standard
countersink and drill combined, using the jig shown in the il-
lustration for this purpose. The bushing is made the proper
diameter for the countersink drill. All that is then required is
the lathe worK, which can be done in less time than the forgings
can be machined on the end and turned up, leaving out the
question of shaping the sides afterwards. I was afraid at first
that these blocks would not last as long as the forged ones,
but after two years' observation I believe they last quite as long
or even longer. M. H. W'estbrook.

HANDLING SCRAP MATERIAL

West .\lb.\ny, N. Y., February 8. 1913.

To THE Editor of the Americ.'^n Engineer:

In an article which received first prize in the Kailivay Age
Gaccltc Shop Section competition on Reclaiming Scrap Ma-
terial which closed July 15, 1911, A. A. Burkhard described the
methods then in use at the West Albany scrap platform of the
\ew York Central & Hudson River. We are now operating
at this point 25 heavy iron crane buckets, SO in. x 50 in., each
having four wheels and a trip attachment. The wheels are
very important, as at times when we are unable to get crane
service promptly the buckets can be moved easily by hand.
We use a 15-ton self-propelling magnet crane with a 40 ft.
boom, and with it the buckets effect a great saving in the cost
of handling scrap.

In unloading scrap to the pile at our sorting bins in the center
of the platform, we use the magnet crane for about 80 per cent,
of the cars. We operate a row of buckets on both sides of the
pile, so that when the crane is handling buckets on one side we
have th'e men work on the other side, thus avoiding accidents.

While at times the filling of buckets may seem slow, scrap is
being sorted all the time. The practice at a great many scrap

116

AMERICAN ENGINEER.

Vol. 87, No. 3.

platforms is to have men sorting and loading trucks, and when
scrap is handled in this way, either the truckman waits for the
sorter to load his truck, or the sorter waits for the man with the
truck to return. This is not only expensive, but is also the cause
of holding commercial cars at the platform when they should be
in road service.

We use the crane buckets over the entire length of our 790 ft.
platform for carrying material of all kinds, including the trans-
fer of rubbish to the rubbish cars. We also place them in front
of the shop cars when there is a good run of straight scrap, the
crane carrying all the buckets to cars under load, or to bins as-
signed to the different classes of scrap.

Some scrap foremen will no doubt question my claims for the
crane bucket, but I believe that where once used it will never be
dispensed with. B. J. Froehuch,

Foreman, West Albany Scrap Platform.

EXHIBITS OPEN IN THE EVENING

Chic.\go, February 17, 1913.

To THE Editor of the Americ.\n Engineer:

I most heartily concur in the suggestion made in your Feb-
ruary issue, of having the exhibits at the Atlantic City Conven-
tions open during the evening, and trust that it can at least be
given a trial. I believe that the exhibitors would find it so
greatly to their advantage that, after a short trial, they would
insist on a continuance of the practice. In attending the con-
ventions I feel that it is my duty, both to myself and my company,
to obtain the greatest amount of benefit from the meetings of the
associations and I attempt to be present during the full sessions
each day. The result is that I have but from two to three hours
a day to examine the exhibits and when the amount of time con-
sumed in greeting old acquaintances is deducted, the remainder,
even including Saturday and some early morning visits, does not
permit me to see hardly one-quarter of the apparatus shown
that I would like to examine. If they will hold the exhibits
open in the evening my time for this purpose will be practically
doubled and in view of the smaller crowds that would be present
at that time, I could probably cover the whole exhibit to my
satisfaction. R.-^ilrcader.

AIR BRAKE HOSE

Chicago, February 15, 1913.

To THE Editor of the American Engineer:

The interest now being manifested in the question of
air brake hose is probably brought about by the quite general
impression that the manufacturers of rubber hose are furnishing
the poorest product possible. Some manufacturers are making
a better hose than others. Some are inclined to put in too much
of the shoddy materials, which mean larger profits and less life.
Has the general railroad world come to a realization .that dam-
age to life and property results from poor and cheap hose burst-
ing? There are two ways of looking at this: First, the best
hose must eventually cause a failure, perhaps a serious one.
Second, failures from poor hose will be greater in number, be-
cause if the poor hose gives an average service of 8 months
and the good serves 24 months, for the moment neglecting fail-
ure from outside causes, then three cheap hose must play out,
or fail, to one good hose. It may be expected, therefore, that
the total number of failures will be less with good hose. By
failures is meant the bursting of a hose on a freight car when
in motion.

Hose that are removed because the cover is cracked or
deteriorated, or because of "kinks" or other defects readily ap-
parent might, perchance, last months before failure. It is, how-
ever, wise to remove hose which appear to be about ready to
fail. If better, or rather the best quality of air brake hose is
used economy follows. That the best is the most economical
cannot be refuted. Reducing this to a percentage basis— assume

that air hose will last an average of 16 months, and that these
hose at 34 cents per foot (cheapest price) cost 62..3 cents each.
Such a hose is worth 9 cents as scrap. The net cost to a rail-
road is, therefore, approximately 53 cents each, or about 3yi
cents per month. The better hose, costing 77 cents each, or
about 68 cents net, would cost 454 cents per month (at 16
months). For economy the more expensive hose should last
77 X 16

= 23'4 months, or have 45 per cent, increased life.

53
This, of course, disregards the cost resulting from increased
failures due to poor hose, cost of stripping and fitting up, apply-
ing to and removing from cars, handling, shipping, etc. ; nor
does it take into consideration the matter of mechanical abrasion
or injury or other causes of failure other than natural deteri-
oration.

When it is considered that railroads purchase air hose to the
extent of from 1,000 to 6,000 per month at a cost of $620 to
$3,700 for the cheaper hose and $770 to $4,600 for the more ex-
pensive, it becomes quite evident that positive economy should
be practiced in the treatment of this easily damaged material.
An increase in cost for hose from 62 cents to 77 cents each
would not be warranted unless at least a corresponding increase
in service would be received. It is generally known that very
few hose remain in service during their expected life; they are
removed for causes which should be eliminated. The highest
percentage of hose are removed on account of mechanical abra-
sion, most of which takes place at the nipple end. This is caused
by trainmen using some instrument for hammering the angle
cock handle open or closed as they find it necessary. A brick-
bat, piece of iron, or even the heel of a boot will invariably cut
the hose when it misses the handle. The effects of such blows
are increased by the nipple being rigidly held in the angle cock
which acts as a base in receiving the blow. Probably more atten-
tion to the easy working of the angle cock would eliminate some
of these failures ; also the use of suitable protectors at tiie nipple
end will prevent any injurious blows being delivered to the hose.
The time limit provision will, of course, be impracticable, as in
the present rush of traffic every car man knows that he will be
unable to get together car inspectors who will follow this matter
closely enough to do any good.

The increased cost of such practice in loss of serviceable hose
to the railroad can be reckoned on an average of at least three
months. It would appear better for the rubber manufacturers to
labor for the production of an air hose which will have more
time resisting qualities than for the production of a hose which
permits a high amount of stretch. There is no conclusive evi-
dence that rubber which will stretch well will last well. In com-
pounding, they should perhaps be excused from producing
an air hose which will never be subjected to the
stretch required by the M. C. B. specifications. The manufac-
turers claim that the tensile strength requirement in rubber will
insure long life, which sounds reasonable, and will, perhaps, be
either proved or disproved within the next few months.

If railroads, and particularly the purchasing departments, real-
ize that service is of more importance than price, and if a good
hose is obtained and protected from injury as much as possible,
the troubles resulting from defective hose will naturally cease,
and the present situation be improved to a marked degree.

There are many angles from which to view the whole train
line subject, and in some cases this important part of train
operation has been overlooked. A locomotive coupled to a train
is rarely seen standing with the air pump at rest; it is continu-
ally working to supply the air lost through leaks. Among the
contributory items are injured tubes resulting from machine
mounting, clamping, burrs on the shanks of couplings and nipples,
gaskets of poor quality, rusted couplings and in some cases hose
which are very apparently worn out and which leak, being left
on cars. J. S. Sheafe. .

Engineer of Tests, Illinois Central.

Canadian Pacific 4-6-2 Type Locomotive

Equipped with an Enclosed Vestibule Cab and
a Combined Tender Tank and Underframe

BY W. H. WINTERROWD,
Mechanical Engineer, Canadian Pacific Railway, Montreal, Que.

A little over a year ago the Canadian Pacilic built and put
in service a number of Pacific type locomotives that had several
experimental features. These locomotives, constructed at .Angus
shops in Montreal, were in service but a short time before the
merit of some of the new arrangements was so conclusively es-
tablished that they were adopted on the locomotives of following
orders.

The Pacific type locomotive illustrated is practically the stand-
ard type of passenger locomotive in use on the Canadian Pacific,
and while it is not so heavy as some of the locomotives of the
same type on some other railway, it is marked by a refinement
in design that has been brought about by the necessity of obtain-
ing the maximum amount of power with the least possible weight,
a necessity imposed by bridge and right of way restrictions. It
is different in a number of ways from any of its predecessors,
some of the minor differences being the increase from 21 to 22><

similar to that used around the windows, is riveted on the out-
side. The doors are made of wood, the lower portion being
panelled, and the top part filled with an 18 in. x 30 in. fixed
window. These doors swing inward and are hinged on the side
toward the front of the cab. A sliding bolt is used Ui hold
them closed. Long handrails are provided on each side of the
doors, and below each door is a set of steps making access to
the cab as easy as, if not easier than, with the usual style. It will
be noted from the illustrations that one of these door handrails
is longer than the other and is curved and carried over the
windows parallel to the running board. The arrangement is the
same on both sides of the cab and is used in conjunction with
the running boards, which extend 3 in. beyond the side of the
cab, thereby providing easy access to the front of the engine.
The ordinary front door is provided on the left side of the cab,
but on the right side the door is reduced to 14 in. x 32^4 in.,

standard Pacific Type Locomotive w

in. in the diameter of the cylinders, and the use of various
vanadium steel parts in order to obtain the necessary strength
without increasing the weight. The chief and most evident dif-
ferences are the use of a vestibule cab and a tender with an
integral tank and frame.

On account of the intense and prolonged cold often encoun-
tered in the territory traversed by this railway, the problem of
protecting the enginemen has always been one of considerable
moment. Various experiments were made from time to time
until finally a cab was developed that afforded the crew the de-
sired protection. This cab, aptly called the vestibule cab. is so
constructed that the space between the engine and tender is
completely closed in by a simple, flexible arrangement that af-
fords constant protection regardless of the relative movement
between them.

The cab is built of steel throughout, the top and sides being
No. 10 I. G. W. steel plates, while the back and front are made
of 3/16 in. plate. A noticeable feature is the use of round
corners on the front of the cab. These are not only very strong
and stiff, but are pleasing to the eye and are in keeping with
the symmetrical lines of the cab. On account of the elimination
of the open gangway, access to each side of the cab is provided
by means of hinged doors located just back of each seat box.
The door openings are 22 in. x 75 in., and are reinforced with
IH in. X V/z in. angles riveted inside of the cab. while beading,

ith Vestibule Cab; Canadian Pacific.

to permit the screw reverse gear reach rod to pass below it.

In the cab corners, just back of the side doors, are metal
lockers which take the place of those ordinarily found on the
tender, but which have the advantage of being located where no
water can reach them when the tank leaks or overflows. As the
space known as the shoveHng deck is entirely enclosed, passage
from the cab to the tender is possible only through the coal
gates or through the sliding window provided for that purpose
in the back of the cab. These windows are made large enough
for a man to go through them and are located slightly above
the top level of the tender. The back window on the right side
of the cab is reached by two metal steps, which are hinged to
the locker on that side, and can be turned up and held out of
the way by small catches. Two handholds are provided, one
inside the cab, fastened to the top of the locker, and the other
just outside and fastened over the window.

Aroimd the edge of the opening in the back of the cab is
riveted a 5/16 in. diaphragm ring, or rubbing plate, similar in
appearance to the diaphragm ring on vestibule coaches, except
that it is much wider and heavier. Another ring of the same
contour is held against the one riveted to the cab by means
of four plungers. These plungers are enclosed in pipe cylin-
ders screwed in cast steel guides, which in turn are riveted
to the front plates of the tank. Around each plunger is a coil
spring to force them forward and keep the two diaphragm

117

118

AMERICAN ENGINEER.

Vol. 87, No. 3

March, 1913.

AMERICAN ENGINEER.

119

rings in contact. A 3/16 in. plate with an opening cut out to
correspond to the opening in the tender coal space is riveted
to the tender diaphragm ring. To this plate are hinged, at
right angles, two 3/16 in. vertical plates, which are held by
means of springs, four to each plate, against the walls of the
tender that form the entrance to the Cv)al space. These plates
are supported by a specially designed hinge that permits a cer-
tain amount of lateral movement when the engine is rounding
a cur\e.

The entire arrangement allows of any regular movement be-
tween the engine and the tender, and yet keeps the diaphragm
rings against each other and the space in the vestibule enclosed.
The top is closed and made weather proof by means of a cover
plate riveted to the tender diaphragm plate. This cover plate
slides over another plate which forms the top of the entrance
to the tender coal space. With the tender full of coal, the open-

Vestibule Cab and Front End of Tender.

ing through the coal gates is closed and can be kept so by means
of the coal pushers with which the tenders are equipped.

That these vestibule cabs are fullilling all expectations is
evinced by the fact that at the present time 9 of them are
in service, and others are under construction or have been speci-
fied for new locomotives.

The tenders of these locomotives have a coal capacity of 12
tons and a water capacity of 5,000 imperial gallons (equivalent
to slightly more than 6,000 U. S. gallons) and are constructed
in such a way that the necessity of the ordinary tender under-
frame is eliminated, the bottom of the tank itself taking the
place of the usual underframe. In this design even the use of
side sills is unnecessary as the tank is entirely self supporting.

The whole tank is built up with the center sills as its foun-
dation. These sills consist of two 13 in. 37 lb. channels, placed
tiack to back and spaced 26 in. apart, with a J^ in. top cover
plate 42 in. wide. This cover plate extends the full length of the
sills. The bottom of the tank, consisting of three ^ in. plates.

butt jointed, is riveted to and made integral with the top cover
plate and center sills. To the bottom of the center sills another
Yz in. plate is riveted. In this manner the foundation of the
tank is an exceedingly stiff and strong box girder. The sides
and back are constructed of ^ in. plate, in the ordinary man-
ner, the front walls being made of 5/16 in. plate. The sides
are supported and held together by J4 'f- plate stays, some of
which are the full height of the tank for its full width, passage
for the water being provided either by holes or by the top and

p^j ;--^- ^,^

Rear of Cab and Arrangement of Coal Gates; Canadian Pacific.

bottom corners of the plates being cut away. These lateral
stay plates are also riveted to angles or tees, which are in turn
riveted to the bottom of the tank. Between some of these
lateral stays and supporting plates are J-:} in. plate gussets.
Their size and method of fastening to the tank side and bottom
is clearly shown in the illustration. Vertical J4 '"• tie plates
form a dividing wall along the center line of the tank. These
plates are cut so that the water can pass through or around
them and are riveted to angles on the lateral plates. All these

Effect of a Collision on the New Design of Canadian Pacific Tender.

plates and gussets serve the double purpose of supports and
swash plates.

The tender male center castings are fastened directly to the
box girder center sills and have cast steel side bearer brackets
on each side. These brackets are riveted to the center sills and
to the tank bottom, and are so located in each case that they are
directly beneath one of the lateral stays and supporting plates
in order to get the benefit of its resistance when the side bear-
ings come into action. The advantages of this design of tank

120

AMERICAN ENGINEER.

Vol. 87, No. 3.

March, 1913.

AM I 'R I ("AN ENGINKKR.

121

art ill tlu' Inct that it is easy to construct, is stiff and strong, and
is a niiarantic against any trouble that might be experienced
due to the cistern moving nn its frame.

These assertions are borne out Ijv one of the illustrations
which shows the rear of a tender of this type that was in serv-
ice behind a large and heavy freight engine in a butting col-
lision. In this case the speed of the trains was very close to 30
miles an hour. It is reasonable to believe that had the usual
style of tender, with the tank placed on top of the underframc,
been in use. llic tank would have slid forward into the engine
cab doing great damage. In this instance the cab was injured
but little, a few of the plates being slightly bent, the entire shock
being absorbed ty the front of the engine and the rear of the
tender.

The tenders are equipped with air operated coal pushers hav-
ing two air cylinders, one on each side, with centers 29 in. apart.

u lO'gi,"- ^

\^9'-^ S'S- % 3'8'- + B'di'

Weight in worlung
Weight on drivers
Weight on leading
Weight on trailing
Weight of engine a
Wheel base, drivin.
Wheel base, total,
Wheel base, engine

order 224,500 lbs.

147,000 lbs.

truck 41,000 lbs.

truck 36,500 lbs.

id tender iri%orking order 361,000 lbs.

nd lendc

.13 ft.
.33 ft.
59 ft.

CylUulers.

Cylinders, kind : : Simple

Cylinders, diameter and stroke 22 J4 in. x 28 in.

Valve, kind Piston

Valve, diameter 1) in.

Valve, greatest travel 6^ in.

Valve, outside lap 15/16 in.

Valve, inside clearance ■_■% in.

Valve, lead ■ •,;.-'/'^ '"■

Type of valve gear Walschaert

Wheels.

.3!/2

Wheels, driving, diameter over tires

Wheels, driving, thickness of tires •

Driving wheel journal, main, diameter and length VA in. x l.i

Driving wheel journal, others, diamfter and length 9 in. x 12

Engine truck wheels, diameter 34

.^ Z4 ^^^v-^— H

Vestibule Cab for Pacific Type
The back corners of the tank are curved, which improves the
appearance and prevents coal and dirt from accumulating on the
top of the tank. The trucks in use are the standard tender
pedestal type which give excellent service under the most exact-
ing conditions.

The general appearance of tliese locomotives is striking. All
piping clamped below the running board is concealed by a
scarfing that extends back under the cab and is broadened out
to make a support for the cab steps. The motion work is com-
pact and the most noticeable feature is the location of the
crosshead arm, union link and combination lever. These are
all placed inside the guides. The appearance of these loco-
motives is in direct keeping with their excellent performance.
The main driving axle, main crank pin, piston rod and front
frame rails are of vanadium steel.

The general dimensions and weights are as follows:

Gage 4 ft. 8'^ in.

Service Passenger

Fuel P.ituminous coal

Tractive effort 32.100 lbs.

Locomotives on the Canadian Pacific.

ck journals
uck wheels,
nek journal;

diameter 45

Boiler

Poller, style Extended w agon top

Poller, working pressure 200 lbs.

Boiler, outside diameter of first ring 67-'s in.

Boiler, outside diameter dome course Ih^/z in.

Firebox, length and width, inside 7 ft. lOH in. x 5 ft. 9?g in.

Firebox, plates, thickness H in. and ^1 in.

Firebox, water space 5'-^ in. front. V/i in. back, 4'4 in. side

Tubes, number and outside diameter 18—2 in.; 175—2^ in.

Fluef. number and outside diameter 22 — 5!4 in.

Tubes, thickness and material Xo. 11 I. W. G. iron

Flues, thickness and material Xo. 8 B. W. G. steel

I-ergth over tube sheets 19 ft. 6 in.

Heating surface, tubes 2,770 sq. ft.

Heating surface, firebox 175 sq. ft.

Total heating surface 2,945 sq. ft.

Superheating surface 539 sq. ft.

Crate area 45.6 sq. ft.

X'aughan — Horsey

lil 9 ft. 4 in.

Tender.

Tender wheels, diameter 365i in

Tender journals, diameter and lergth IVz in. x 10 in

Water capacity 5.000 imp. gals

Coal capacity 1- t°"'

122

AMERICAN ENGINEER.

Vol. 87, No, 3.

LOCOMOTIVE DECK SHIELDS

BY WALTER R. HEDEMAN.

The shields described are designed to prevent the loss of coal
through the large openings in the firing decks of locomotives,
and through the openings between the engine and tender. While
these openings are necessary for grate shaker brackets, levers,
injector feed and overflow pipes, ash-pan blower pipe, etc., the
loss of coal through them is considerable and amounts to as

Coyer to be Removed when Shakina Orafss.
^ Cuf ouf fir/lsh Fhn Blower

'Shee-Hran

Fig. 1 — Early Types of Deck Shields.

much as one and one-half to two bushels uf coal each trip on
large locomotives in through freight and passenger service. This
coal lodges on the foot plate casting, and when this is full it
falls to the right of way. When the engine arrives at the ash pit
the wasted coal on top of the casting is raked off into the pit and
lost. A Ijushel of soft coal weighs 76 lbs. and if only SO lbs. a

back head of the boiler. The chief objection to it is that the
fireman may feel that it is in the way and throw it off the en-
gine. Another objection is that it does not extend far enough
across the deck to cover the openings for pipes on each side
of the grate shaker brackets. Both the types shown in Fig. 2
are suitable for locomotives which have the firing deck inside
the cab. The lower one is an improvement over the first one
described, in that it extends the full width of the firing deck, and
is fastened to it by hinges. When the fireman wishes to shake
the grates, he throws the shield back and stands on it while
using the shaker lever. It is not easy for the fireman to throw
this shield away unless he deliberately breaks it from its
fastenings.

From the foregoing it would seem that the best shield would
be one which could be fastened rigidly in position and would
not have to be moved when it is necessary to shake the grates.
The shield shown in Fig. 2 meets these conditions admirably,
and, in the writer's opinion, is the best type of shield yet de-
vised. With it there can be no accumulation of coal around
the grate shaker stub levers, and this in itself will induce the
firemen to shake the grates more frequently than he would if
there were a mass of coal clogging the levers, making them
practically immovable. This shield is made of Yi, in. iron and is
fitted close to the back head of the boiler. Two separate pieces
form the sides, each being fastened to the shield proper with
two Yi in. bolts. Three pieces of ^ in. x 1}^ in. x 1^ in. angle,
14 in. long, are attached to the bottom of the shield, and the
lower flanges are attached to the large angle supporting the deck,
with three H in. bolts. Slots are cut in the shield for the shaker
stub levers to extend through. These slots are male Yi in. wider
than the thickness of the stub levers, and of such a length as to

Fig. 2 — Deck Shield for Locomotive with Firing Deck Inside of Cab.

day are saved on each of 1,000 locomotives it will amount to
25 tons of coal a day. There is no doubt that without the firing
deck shield the loss of coal on locomotives of our large trunk
lines is from 25 to 50 tons a day.

The first shield which came to the writer's attention is the
upper one shown in Fig. 1. It is nothing more than a simple
triangular shaped box, with slots for the grate shaker stub
levers, and is placed over the grate shaker brackets against the

permit full movement of the stub when the fireman shakes the
grates. The cast steel or malleable iron latch covers this slot when
the grates are stationary. The latch pivots on a pin, and the cen-
ter of the pivot hole is Y^ in. off the center line of the stub lever.
This is done to keep the latch against the stub lever and prevent
it from moving. The top of the shield must be inclined at a
sufiicient angle to insure the coal rolling off. All the coal will
then accumulate at back of shield on the clear floor, and it is

March, 1913.

AMERICAN ENGINEER.

123

coniparntivcly easy fur the firi-nian to shovel it up. 1 lie cab
deck can l)e cut away from the edge of the shield to the back
head of the boiler ; and the grate shaker brackets do not need
any stub lever latches, as the stubs are held by the latches on
top of the shield. If any washout plugs are covered up, it is
easy to move the shield by taking out the three J4 in. bolts se-
curing it to the cab deck. Openings sufficiently large to permit
all piping to pass through the shield are cut in it, and pipe collars
like those shown in the illustration are made to fit neatly around
each pipe. These shields will also help to keep tlie cabs warm
in the winter.

The latch used with the shield has the jaws cut at a right angle
with the bottom of the latch. This is because the stub levers
come through the top of the shield at this angle. Another ar-
rangement of latch has the jaws cut at a sharp angle to ac-
commodate stubs which do not come through the shield at a
right angle. In this case if the shield had been set at a right
angle to the stub levers, the top would have been so flat that the
coal would not roll off. The stub levers must extend far enough
through the shield to permit of the application of the shaking
lever without moving the latch. The stub lever latches do not all
move in the same direction, like those shown in Fig. 2, because
of the closeness of the stub levers ; and in such cases it is neces-
sary to make right and left hand patterns for the latches. The
shields are made to extend from the back head of the boiler to

Defai/ of MiM/e Sec f /on ofShie/d.

Fig. 3 — Deck Shield for Locomotive with Lever Stubs Below the
Deck.

the edge of the door opening in the deck for accession to the
drop grate lever.

On engines which have shaker levers below the cab deck, a
shield such as the one shown in Fig. 3 can be used with excel-
lent results. This shield is made in three sections, as the deck
openings extend so close to the back head that it is necessary to
make the middle section of the shield more shallow than the side
sections, in order not to cover up the doors in the deck. It w'ill
be noted that a different arrangement of latching is used in this
case. This is because the stub levers are entirely below the deck
flooring. The latch is hinged to the under side of the deck, and
a catch is fastened to the stub lever in which the latch engages.

The lug on the liingc end of the latch is to prevent its falling
down out of the fireman's reach.

l'"or deckless locomotives, or those where the fireman stands
on the tender when firing, another type of shield is necessary.
An arrangement for engines with the Wooten type of firebox
is shown in Fig. 4. This shield extends the full width of the
back head, and is fastened to it with five wrought iron brackets.
The apron is fastened to the lower part of the shield by hinges.
It will be noted that the apron extends under the shield 1 in.
and has the inner edge flared up. With this arrangement it is
practically impossible for any loss of coal between the engine
and tender, as all coal dropped by the fireman in firing will find

Fig. 4 — Deck Shield for Lccomotive with Wootten Type Boiler.

its way back to the apron, and can very easily be shoveled into
the firebox from there. The latches used with this shield are
entirely different from those previously described, in that they
are hinged to the shield instead of being pivoted to it. This
style of latch is necessary on account of there being so many
stub levers close together, so that there is not room to use the
pivoted latch. The fireman's step from the tender to the running
board is fastened to the shield, but must be located so as to clear
the fire door operating mechanism.

That these shields effect a considerable saving is evidenced by
the fact that they are being put on one thousand locomotives on
the Baltimore & Ohio system and will eventually be applied to
all of them.

Co.\L S.wiNG ON THE Lehigh Valley. — The effect of the educa-
tional campaign among the firemen on the Lehigh Valley is bear-
ing concrete results, and the records for the last six months of
the vear 1912 showed a net decrease of 5 per cent, in the amount
of coal used per ton-mile as compared with the same period of
the previous year.

New Line for India. — The Indian railway board has accorded
its sanction to a survey being carried out by the Bombay, Baroda
& Central India Railway for a line on the 5 ft. 6 in. gage from
Gangapur, on the Nagda-Wertha section of the Bombay, Baroda
& Central India Railway, to Luni, on the Jodhpur-Bikaner Rail-
way, a distance of about 260 miles.

South Australian Railways. — Railways were early in start-
ing in South Australia, the first one, between Adelaide and
Port Adelaide, being opened in 1856, with the Victorian gage
of S ft. 3 in., which was continued on the main lines connecting
with Victoria, and extending northwards from Adelaide as far
as Terowie. The state later adopted the 3 ft. 6 in. gage.

Forms FOR Locomotive Operation and Cost

Comprehensive Office Records That Give a
True Index of Shop and Roundhouse Conditions

BY A. V. HECKMAN

The value of a locomotive from the standpoint of service
or efficiency has been very fully worked out, and it is further
definitely known what the average design is capable of pro-
ducing after the designers have been furnished with data as
to the grades, alinement, allowable weights, service, etc.
There are some roads on which it would seem economical
to consider larger units and larger and more powerful de-
signs, while on others the density of traffic suggests the
adherence to accepted types and capacities. On the latter
roads efforts might be directed to the consideration of re-
finements of operation for further economies. In either
event, though possibly more definite in the latter case, there
becomes necessary an analysis of details of the cost of main-
tenance which a systematic record will greatly simplify.

The primary object of the compilation of any such data
would necessarily be to show concisely the sources of ex-
pense, and in such a way that the officer in charge might be
able, in the least amount of time, to secure a comprehensive
idea of the entire situation and obtain a fair knowledge of
comparisons of costs of operation in a sufficiently tangible
shape to allow him to readily make his deductions and in-
cidentally direct any further research in a general way, or
along any particular lines he might desire. In other words,
it is the measure of what is transpiring that must be definitely
known before intelligent and effective steps towards future
improvement may be most profitably conducted. It is
obvious that when an officer has data before him in com-
plete form enabling him to place his finger on leakages or
on certain avenues of e.xpenses which are apparently getting
out of line, not only is a great deal of time saved, but deduc-
tions must necessarily be more accurate and, if the further
work is eiifective, economy must follow.

In considering locomotive maintenance we find in the final
cost not only the actual labor and material expended, but
credits for scrap and other accounts, besides further adjust-
ments which are usually made after the accounts reach the
comptroller. There is nothing more confusing than review-
ing such data when large uncontrollable adjustments are
known to exist. The exclusion of such charges is manifestly
the first requirement in any analysis in order to reduce the
data to amounts more readily explainable from the shop
records.

Take the material account for locomotive repairs alone,
with the idea of following it through before the adjustments
are made. It is obvious this can best be done by getting a
report from the shops at the end of the month showing the
total cost of material used on locomotives. Posting this in-
formation by shops it can be readily seen how the items are
running and it will make possible a comparison for similar
items for other periods. By the transmission of this data
to the foreman and sub-foreman, showing them in detail the
total amounts they are actually spending per month, they are
enabled to check their daily issues which are furnished them
currently.

Interest in the use of material can be stimulated by the
daily issue of memoranda statements showing each individual
foreman what his department has drawn. Closely checking
the daily expenditures in turn stimulates the checking of
reports and encourages suggestions for alterations in the
design of parts failing in service, adding still further to
economy in the aggregate cost of maintenance. A tabulation

of such parts failing in service can be kept in such a way
that it, like the expense figures, will quickly suggest what
remedies might be speedily and profitably applied.

In the same way records posted monthly showing the total
number flues renewed, the amount of metallic packing con-
sumed, water gage glasses used, and several other items,
enables those directly responsible to easily see how the con-
sumption is running, which might or might not also suggest
remedies or controlment of leakages. Comprehensive state-
ments showing the parts failing in service, total material used,
and the separation of the details, as well as a monthly record
of the service of flues, tires, broken frames, cylinders, firebox
sheets, etc., as will be hereafter referred to, enables the office
force to show, and in a concise way, the exact items in-
fluencing the net cost.

The cost of labor entering into locomotive maintenance
must, of course, be closely checked and while this can be
done in a general way, it is necessary to separate or to keep
a record as much in detail as possible to better illustrate
what might be done to bring about improved results. By
keeping a separate monthly statement showing the expense
chargeable to boiler work, and at the same time running
records showing the labor expense in other directions, such
as boiler washing, etc., as well as information showing the
number and per cent, of engines leaking on arrival at ter-
minals, a complete record is at hand to show the main items
entering in the final cost. In addition it helps to furnish a
better idea of the physical condition of the power.

There are other accounts, aside from locomotive main-
tenance, of equal interest and none the less important, a
principal one being the item of handling engines. This is an
expenditure for which the railroads get practically no return.
The labor spent in turning an engine can properly be termed
non-producing, since the time so expended, outside of actual
repair work does not put the engine in any better physical
condition. Still it must be done. It is not, however, the in-
tention to refer to this particular phase of the subject. On
the contrary an attempt is only being made to analyze special
records of some of the important items of cost and operation
expressed under the head of performance of engines, as will
be hereafter explained.

The number of flues renewed in engines is a prominent
item contributing to the cost of locomotive repairs, and a
record of this posted by shops, with a similar record show-
ing the number of lineal feet of such material purchased gives
exact knowledge of the conditions in this particular. Being
able to also see from the records, either monthly or weekly,
the number of sets of tires turned or renewed, also assists in
following another important arnount entering the main-
tenance figures.

In the absence of records to show running as well as class-
ified repairs chargeable to individual locomotives, a close
analysis can be made of the classified repairs, which figure in
the total is subtracted from the net figure, which will repre-
sent the running repairs as a total for all engines. The cost
of running repairs is not calculated for individual engines
principally on account of the difficulty of getting accurate in-
formation. Besides it has been claimed that to a great extent
the character of running repairs is much the same and that
no real information of value is obtained from the records
showing the cost of turning engines.

124

March, 1913.

AMERICAN ENGINEER.

125

Leaving for the niuinciu the cost of labor and material the
desire would be to show concisely what work is bein>< done
on engines in the way of classified repairs, the service ob-
tained from various items on a mileage basis, or however
it is desired to show the figures for comparison. To be able
to analyze the service of such parts of an engine as the flues,
tires, frames, cylinders, firebox sheets, etc., it is obviously
necessary that the records be arranged on that basis. On
account of the volume of such work on a large road the
records covering the data have to be carried out in a sys-
tematic way. This can be readily accomplished by the use
of certain syilibols or nomenclature, and to cover this par-
ticular phase of the office record a classification of repairs is
used of such a character as to give a fairly complete idea of
the magnitude of the work.

Some critics h.nve pointed out the futility of keeping even
such important records, the theory being that it is more
economical to work up such data when necessary, or when
wanted, rather than to keep it currently. In most cases,
however, the author believes such data is of the greatest
value when it is kept currently. Often times a classification,
unless it is very simple in its form, impresses the average
shop man and sometimes the officer, as unnecessary. In the
absence of fairlj- complete symbols to indicate the character
of repairs the object of brevity is often defeated by the un-
necessary use of written explanations, sometimes covering
several lines to illustrate what might quite as well be covered
by symbols.

A classification of repairs may be built up without di-
gressing far from the old conventional symbols; viz. 1, 2 and
3, which have been generally used to represent heavy repairs,
firebox work and general overhauling. By going a step
further, however, and employing certain suggestive prefixes
and suffixes to represent the renewal or repairs of most of
the important parts, those of interest in the analysis of the
records can be taken care of. Such a classification is as
follows :

What is known as No. 1 repairs covers rebuilding of the
engine. Xo. 2, which under the former classification refers
to firebox renewals, is used as the initial figure indicating that
class of repairs, but in order to show the number of firebox
sheets renewed, be it one, two, three or four, the letter and
figure S-1, S-2, S-3 and S-4 are attached to the initial figure 2,
representing respectively the number of sheets renewed.
When the entire firebox is renewed it naturally brings it back
to the initial figure 2. No. 3 is used to represent a general
overhauling, carrying with it a full set of flues, tires, heavy
repairs to machinery and firebox patch work, the same as the
old classification, and much the same as is generally used
throughout the country. Xo. 4 covers medium heavy repairs
or renewals to machinery, boiler, etc., and No. S refers to
light repairs to machinery, etc., or work too heavy to be
classed as ordinary roundhouse or 24-hour repairs.

.Around these five original figures are built up a series of
prefixes and suffixes which materially assist in showing the
repairs or renewals of certain parts. For instance, the pre-
fix 1 is used with class 4 and 5 repairs to represent the re-
newal of an entire set of flues, and this prefix is only used
with these two classes of repairs, because when classes 1, 2
and 3 are used, they carry with them the renewal of a set of
flues. Prefi.x A is added to represent any accident to the
engine, comprising the failure of any part of the machinery
including damage on account of low water. This prefix is
used with all classes of repairs. Prefix B is added to any of
the classifications to represent the welding or repairing of
one or more broken frames and prefix W to represent repairs
on account of wrecks, collisions and derailments.

Suffix F represents the renewal of a front flue sheet and
this is added to any class of repairs, except No. 1. Suffix T
represents the renewal or turning of an entire set of tires.

but this is used only with class 4 and 5 repairs, since repairs
under classilications 1, 2 and 3, carry with them a set of tires.
Suflix C is added to any of the classifications, except No. 1,
to cover the renewal of one cylinder and suffix E is used in
the same way to represent the renewal of two cylinders.
This latter letter may be termed the evolution of two C's, still
remaining a rather suggestive symbol for the repairs it in-
dicates. Where cylinders on Mallet engines are renewed,
and there are more than two applied, the symbols CE are
used to represent three cylinders and EE to cover four
cylinders renewed.

In addition to the prefixes and suffixes mentioned, the total
number of flues renewed, where it is less than a full set, are
shown with the class of repairs given the engine. Full sets
are taken care of by prefix 1 as above referred to and under
class 1, 2 and 3 repairs. The strict adherence to the classi-
fication symbols to describe the amount of work done, makes
the use of any monetary basis unnecessary, besides the sym-
bols will show very closely the items entering the class of
repairs, which is the information desired, whereas the mone-
tary plan or any such limit to indicate the class of repairs
vitiates the principal reason for the classification of the work.

By the use of this classification the shop can send in a
weekly schedule of engines undergoing repairs, as well as
those to be turned out during the succeeding week, showing
briefly opposite each engine number the class of repairs it is
receiving. A schedule thus prepared gives the officer in
charge an opportunity to readily see, from week to week, or
for any period desired, not only the number of fireboxes
under repairs or completed, but the number of sheets as
well, in addition to the number of flues applied during the
week the number of engines in shop for broken frames, sets
of tires, cylinders, wreck and accident repairs, front flue
sheets, etc.

The ^raveling engineer, after checking with the roundhouse
foreman, is also able by the use of this classification to show
on his monthly report of condition of power the engines he
regards as candidates for the shop, as well as the probable
service those soon lO be shopped might give. In order to
have this information prepared in such a way as to be of the
most benefit the report from the traveling engineer is gone
over after it reaches the division office and all engines shown
thereon as candidates for the shop are posted on a separate
sheet with the repairs required and the mileage they have
made since the last repairs. The sheet known as an, "Abstract
of the traveling engineer's report," is immediately returned
to him, also to the roundhouse foreman so that they can
readily see what engines have been marked as candidates
for the shop and the mileage they have made, either as a
whole, or the mileage for tires, flues, 'fireboxes, etc. This
gives all concerned a very good idea of the probable work
ahead for the next month and at the same time indicates the
engines requiring the closest attention, as well as those which
for some reason have made comparatively low mileage.

Going back again to the office records. As the usual
reports are sent in by the shops monthly showing the engines
turned out after receiving classified repairs, with the repairs
shown under the symbols in use, the next step is the posting
of such data on a card record in the office, which card carries
the headings shown in Fig. 1.

There is one of these cards for each individual engine and
the information under the various headings is posted monthly,
or as the engine receives classified repairs. In the first
column is shown the month and year beginning with the time
the engine is received new from the builders and in the next
column the monthly mileage. These two columns and the
third in which the monthly mileage is accumulated are posted
each month. When an engine receives classified repairs, all
the necessary data called for on the card under this heading
is posted.

126

AMERICAN ENGINEER.

Vol. 87, No. 3.

The mileage in the third column is accumulated until the
engine is credited with a class 4 or heavier repairs. When
such repairs are entered on the card the mileage in the third
column is stopped and started new, accumulating until the
next class 4 or heavier repairs is recorded, when it is again
closed, and so on. In this way the card will show at a glance

in the preceding column are always included. Under flue
mileage is posted the number of tlues renewed and this added
to the previous total is shown in the next column, giving the
total number of flues renewed to date. This total is then
divided into the total mileage made by the engine to date,
which gives the miles run per flue renewed, or in other words

PERIOD

MONTHLY
MiLE/iaE

TOT/fL
/!/LE/;a£

COST OF CLASSIFIED REP/HR5 \

SHOP

DATE IN
£HOP

DATE OUT
SHOP

CLASS

LABOR

MATERIAL

TOTAL

_ .

Fig. 1 — Record of Cost of Repairs for Individual Locomotives.

the mileage each individual engine is making between general
overhauling or between class 4 repairs. From this card the
roundhouse sheet, or abstract of the traveling engineer's report,
above referred to, or the mileage information for each engine
can be very readily posted. From this card also the mileage
between the renewal of any of the parts covered by the prefixes
and suffixes can be quickly figured out by simply taking the
mileage between the desired dates or periods.

After the card record is posted for one month, the record

the number of miles made by each flue repieced or reset.
In tlie next column is shown the number of flues previously
renewed. If a part set, the total number is shown and if a
full set the word, all, is used. In the next column is shown
the number of flues renewed for the particular class of re-
pairs being carried through. Next is shown the mileage
between the two figures representing flues, just referred to.
If the engine has received a full set of flues the mileage under
that heading is computed from the card and entered. After

MoriTH

ANO
YBAR

CLASSIFIED REPAIR MILEAGE

FLUE MILEAGE

MILEAGE

BETWEEN Fill L

SETS OF TIRES

RENEkVEO OR

TURNED

DIY.

SERVICE

REMARHS

REPAIRS

COST

INT£R-
McatATE
MILEAOE

MILEAOEBETWem
CmSi 4- REPAIRS
OFteETTEIflliaUDEi
INTEDH. MILEAaE

FLUES
RENEWED

TOTAL
NO FLUES
RENEWED

MILES RUN
PER FLUE
RENEWED

FLUE RENEWALS

FROM

MILEACE

BETWEEN
FULLSETS

1 .

_— 1

Fig. 2 — Detailed Record of Mileage for Individual Locomotives.

is partly transferred to a tracing which gives the information
almost the same as on the card except that it more clearly
shows the mileage made between flues, tires, etc., without
figuring it from the card record. The tracing, of which there
is one for each engine is made up of the headings given in Fig. 2,
and is ruled to last approximately ten years.

This tracing, which is posted only as classified repairs are
entered on the card record, is made by transferring to the

this the column calling for tire mileage is posted. If tires
were renewed or turned the record is posted to show the
mileage made since the last time tires were turned or re-
newed. The last two columns show the division on which
the engine has been running, record of transfers, also the
class of service in which the engine has been used prior to coming
to the shop.

It will be seen that by glancing down tlie various columns.

MONTH
AND
YEAR

NO.

OF
ENOS.

IN
STOCK

MONTHLY
MILEAOE

TOTAL
MILEAGE

RECORD OF CLASSIFIED REPAIRS

FRAME MILEAOE 1

IVO. OF CLASS REPAIRS MONTHLY

TOTAL COST OF

CLASSIFIED

REPAIRS

AYERAGE
MILEAOE
BETWEEN
CLASS 4 OR
HEAYIER
RFPAIRS

MUNBER
ACCIDENT
AND
WRECK
REPAIRS

m.OF
BRO-
KEN
FRA-
MES
REP.

AYERAGE
MILEAGE
6ETIVEEN
BROKEN
FRAMES

CLASS OF REPAIRS GIYEIV

Z-SI

z-sa

2-S3

e-S4

1-4

I-4T

^ s

CYLINDER
MILEAGE

FLUE MILEAGE

TIRE
MILEAOE

FIREBOX SHEET MILEAGE

REMARKS

NO.
OF
ENOi
REC.
1
CrL.

NO.

OF
fNCS
REC

Z
CYL.

AYERAGE
MILEAGE
BETWEEN
RENEWAL

OF
CYLINDER

NO.

OF
FULL
SETS
REN-
eWEO

NO.

OF
PART
$fTS
REN-

cweo

TOTAL
NO. OF
FLUES
RENEiyEL
MONTH-
LY

TOTAL NO.
OF FLUES
RENEiVEO
ACCUM-
ULATED

MILES
RUNPER
FLUE
REN-
EWED

AVERAGE
MILEAOE
BETWEEN
FULLSETS
OF
FLUES

m.oi

FULL

SETS

REN

TURIi

AVERAGE
MILEAGE
BETWEEN
FULL SETS
TIRES

NO. OFRENEYVALS

TOTAT
NO.
ENG.
RFC.
SHEET
REN.

AYERAGE
MILEAGE
BETWEEN
FIREBOX
SHEET
RENEWALS

Fig. 3 — Record for All Locomotives In Each Class.

first three columns on the tracing, the month and year, class
of repairs and total cost. The column headed, intermediate
mileage, is used only to show the mileage between class 5
repairs, since the next column covers the mileage made be-
tween class 4 or heavier repairs. In this the mileage figures

the mileage made by the several items mentioned can be very
easily ascertained, and if any one item shows a poor per-
formance, or the engine generally is making low mileage on
tires or flues, blue prints are sent out to the traveling en-
gineer and the roundhouse foremen for their information.

March, 1913.

AMERICAN ENGINEER.

127

Anotlicr record in tracing form is posted after tlie in-
dividual tracings are linislied, which consolidates all the in-
forni.ition by classes of engines, there being one tracing for
each class. On these tracings the information is again posted
from the cards as well as the individual tracings. The trac-

SUPeRHe/tT£f! MIL£AO£

SUPERHEATER FIRE TUBES

SUPERHEATER STEAM TUBES

g
1

TOTAL

NUMBER

RE»et*EO

MILES RUN
PER TUBE
REHEtfEO

MILES

BETIYEEN

FULL

SETS

REUEtreo

TOTAL
NUMBER
RENEIVEO

MILES RUN
PER TUBE
RENEWED

MILEAGE
BETIVEEN
FULL
SETS
RENEIVEO

1 1

Fig. 4 — Record of Mileage of Superlieaters.

ings carrying tlie consolidated information are made up of
the headings shown in Fig. 3.

The first four columns are self explanatory, as they simply
cover the month and year, total number of engines in the class,
their total monthly mileage, and the mileage accumulated for

total in the ne.xt column giving for each class of engines a
grand total number of flues renewed to date. The total num-
ber of flues renewed divided into the total mileage of all en-
gines, as it appears towards the forward part of the sheet,
gives the miles run per flue renewed for all the engines in
the particular class. The average mileage between full sets of
flues renewed is computed in the same manner as the average
mileage for frames, cylinders, etc. The average mileage be-
tween tire turnings or renewals, is also posted in the same
manner.

Following this is the mileage of firebox sheet renewals. Under
this heading is entered monthly the number of renewals of each
kind of firebox sheet and the total number of engines receiving
firebox sheet renewals, or entire fireboxes. By dividing the
number of engines receiving firebox sheet renewals into the
mileage made between such renewals on engines receiving such
repairs, gives the average mileage between firebox sheet re-
newals.

For some of the modern power equipped with superheaters
a record of the renewal of superheater steam and fire tubes is
posted, as well as the mileage made by such parts, and tliis is
shown in addition to the other information referred to. This

MONTH
AND

rEAR

MONTHLY
MILEAOE

TOTAL
MILEAGE

PIE.COKD OF CLASSIFIED KEPAIRS

fiUNHINa REPAIRS ^

NO. OF CLASS REPAIRS aiHE/f MONT/^Ly

COST OF CLASSIFIED REPAIRS

AVERAGE
MILEAGE
BETWEEN
Cl/ISS 4 OK
HEAVIER
REPAIRS

NUMBER

ACCIDENT

AND

WfteCK

LABOR

ItATEPm

TOTAL

ACCUMULATEP
TOTAL \

«1

LABOR

nATERIAL

TOTAL

LATEO
TOTAL

L— J

. ■

\ ,

TOTAL REPAIRS TO ENGINES
CLASSIFIED AND RUNNING

STOKER PEPAIRS
INCLUDED INREPAIIR5 TO ENGINES

BRICK ARCN REPAIRS
INCLUDED IN REPAIRS TO STOKERS

FRAME MILE/IGE

CYLINDER MILEAGE |

TOTAL

LATED
LABOR

TOTAL

LATED
MATERIAL

GRAND

TOTAL

ACCUMULATED

LABOR

nATEPIAL

TOTAL

ACCOM-

LABOR

MATERIAL

TOTAL

ACCUM-
ULA TED
TOTAL

AfERACE
MILEAGE
BETWEEN
BROKEN
FRAMES

So."

AreRAoe

MIL EAG£

BETyvFEN

RENEWAL

OFANr

Cn/NDER

L J

■

_;;;

L^— -._^~

FLUE MILEAGE

TIRE MILEAGE

SUPERHEATSR NflLEAOE

FIREBOX SHEETMILEAGE

REMARKS

TOTAL
NO OF
FLUES
lENEma
MONTHL}

TOTAL NO
OF FLUES
RENEWED
ACCUMU-
LATED

MILES
ffUNPEP
ELUEIiE-
NEWED

AVERAGE
MILEAGE
BETWEEN
FULL SETS
OF FLUES

AVERAGE
MILEAGE
BETWEEN
FULL SETS
TIRES nil/If
ED OR RE-

SUPERHEATER FIRE TUBES

SUPERHEATERSTEAM TUBES

NUMBEROFRENEYVALS OF

TOTAL
NO.
ENGS
REC.
SHED
REN.

AVERAGE
MILEAGE BE-
TWEEN FIRE
BOX SHEET
RENEWALS.

HO
REN
MO

TOTAL
NO
REN-
EKED

MILES
RUN PER

TUBE
RENEWED

UIUAQE
SETWEEN
'ULLSET6
RENEWED

HO.

REN

*to

TOTAL
NO
9EN-
EWCD

MILES
9UN PER

TUBE
RENEWEL

MILEAGE
eETWEEH
^ULLSET.
9EI/EWEL

i5§

-„

\ 1

1 1

Fig. 5 — l-leadings on Sheets for IVIaliet Locomotives.

all engines in each class. Under the heading, "Record of classi-
fied repairs," the repairs received by all engines is entered
monthly, and the total cost of such repairs accumulated so
that the last figure in the column represents the total cost of
classified repairs for the particular class of engines to date.
The average mileage between class 4 or heavier repairs is
worked up from the card record by taking the total number
of engines receiving such repairs each month and dividing it
into the total mileage made between such repairs by the en-
gines receiving class 4 or heavier repairs. Columns .A and W
show the number of accident and wreck repairs monthly. The
frame mileage is worked up to show the average mileage made
by each engine between welding of broken frames. This is
easily posted from the card record by following the prefix B
as it appears on the card. The average mileage between frame
breakages is obtained in the same manner as the average mile-
age between class 4 repairs.

In the same way the average mileage for each cylinder re-
newed is posted. Following this are columns for the flue mileage,
and, as will be seen from the headings, the record shows monthly
the total number of full or part sets, and the grand total number
of flues renewed. This latter figure is then added to the last

data is carried under the headings on the tracings shown in
Fig. 4.

It is recognized that Mallet locomotives are very expensive
pieces of machinery, and therefore in order to obtain the great-
est economy in repairs to such power, complete and accurate
data must be kept to show the cost of repairs, service per-
formed, etc. In order to enable a close tab being kept on the
operation of such power a more elaborate blue print record
is made, embracing several additional details, such as repairs
to stokers, brick arches, running repairs to the engines, etc.
This is in addition to the other information shown for other
classes of engines. In this way not only is the cost per hun-
dred miles shown on the print, but other information relating
to mileage of flues, cylinders, frames welded, tires, firebox
sheets, etc., can be found, giving a complete record of the
performance of this power. The headings on the tracing
covering Mallet engines are given in Fig. S.

As it is quite logical that the larger power requires more
time for despatching some valuable data is compiled monthly
showing the number of days such engines are in the hands of
the motive power and the transportation departments respect-
ively, the number of failures monthly and the miles run per

128

AMERICAN ENGINEER.

Vol. 87, No. 3.

failure. .\ sample of the tracing used fur such information is
shown in Fig. 6.

There are necessarily other details taken care of in supple-
mentary records, but they are of less importance. The above,
however, will give a good idea of the essential portions of the
records as they are compiled for the information of the officer
in charge.

The idea might be gathered that any such system of records
is voluminous and possibly unnecessarily elaborate, yet at the
same time the information shown therein is valuable and serves
the purpose intended. If certain engines are not making rela-
tively good mileage on tires, flues, or other parts, the record
will serve to direct attention to such features which should be
cared for in order to improve, not only the service, but the
economy as well. Where low mileage figures appear for cer-
tain engines running in service where better mileage is being
given by others, the disparity indicates that the work is probably
not being taken care of unless it can be explained by some legiti-
mate reason which an investigation might develop. Here is
where the traveling engineer can lend valuable assistance by
closely following the performance of the engines on the road
and the way they are handled by the crews, incidentally indi-
cating to the shop what might be quickly and effectively done
to bring up the mileage to better compare with other engines
working in similar service and under approximately similar
conditions.

the usual way. The bottom of the upper drum comes above
the level of the tubes in the barrel and the back tube sheet is
riveted to the shell.

.After two years of uninterrupted service of these boilers,

ig. 1 — Location
Bulges on Wate
Tubes.

Relation of the Water Level to
the Top of the Tubes in
Brotan Boiler.

J. Xoltein, administrator of the Moscow-Riazan-Kazan. reported
that during this time two serious defects had developed in the
boiler, both of which have been corrected. One of these was
the development of small bulges or bagging on the outside
of the water tubes, and the other was the leaking between the

IN THIS TOTAL LESS TH/^f^ HAIF MOOR OR HALF O^r /S e£.fM/»/jr£D 1

N.P. TURNtNO TIME

M.P Z4 HOUffS P£PR. DEL A Y

CLASSIFIED REP-
AIR DELAY

POUNDHOC/SE C.T PEL AY

ENOINE FAILURES DETERMINED. 1
RESPONSIBILITY AND MILEAGE \

FOR MONTH

ACCCJMUIIITFO
FOR YEAR

FOR MOt/TH

ACCUMULATED

FOR re/iR

FOR
MONTH

FOR MONTH

/ilCCU/iUU>7£D
FOR YFAR

NO. OF FAILURES MONTHL Y OF

MOffTMl\ /1/l£S

rT/i.E40£ PER
FAlWRi.

5-
5

%■
^

ENG
DAYS

%■

1 — -

1 — ^

, .

1 ,

L —

1 1

L — 1

1 — 1

L —

1 1

Fig. 6 — Record of the Amount of Time Required for Running Repairs, Despatching. Etc.

To keep a complete set of records for locomotives to show
the essential details of interest, or at least to keep records
to show the data officers in charge so often ask for, is not a
difficult task, provided sufficient pains are taken to system-
atize a plan for gathering together the details, and the record
is posted currently. The foregoing is an attempt to describe
a system of records which has been in actual use for a number
of years and is apparently convincing in its value notwithstand-
ing some time is required for its making. The records are
made to embrace valuable information, and in such ■ a concise
way that the conclusions are evident. Furthermore they, in
their complete form, seem to satisfactorily show not only the
cost of power, but the operation as well, for the various classes
of engines and their parts.

flanges of the sections of the foundation ring. The bulging of
the water tubes occurred at different distances from the grate
up to within 3 or 4 in. of the steam drum. They were usually
on the visible half of the tubes and generally on the curved
section as at o a a in Fig. 1. The bulges were from .06 in. to .08
in. high. The manufacturers of the tubes believed the trouble
to be due to a local collection of scale and recommended that
the tubes be thoroughly rapped with pneumatic hammers at fre-
quent intervals. Mr. Noltein. however, was of the opinion that
this bulging could not always be attributed to scale, as he had

SERVICE OF THE BROTAN BOILER

The Brotan boiler is extensively used on railways in several
European countries, and particularly on the Moscow-Riazan-
Kazan of Russia. The latest design used on that railway was
illustrated and described on page 474 of the December, 1910,
issue of this journal.

This type of boiler consists of the usual barrel with lire tubes,
to which is applied a water tube firebox. This firebox is made
up of a large circular drum at the top which has a direct com-
munication through one end to the barrel of the boiler, and a
hollow foundation ring around the bottom which is connected
at the front end to the bottom of the barrel by one or two out-
side pipes. Between this foundation ring and the upper drum
are a series of moderate size tubes formed to the proper shape
and placed close together so that they form the sides and ends of
the firebox. The grate bars, brick arch, etc., are installed in

Fig. 3 — Original Type of Foun-
dation Ring.

-Improved Type of Four
dation Ring.

known these tubes to be heated to redness where there w'as no
scale present. In speaking of this he said:

"In addition to the possibility of a slight deposit of scale af-
fecting the tubes, we must look to the operation of another
cause, namely the lack of water in the boiler. It has developed
in the course of time that the locomotive runners consider that
the Brotan boiler can sustain a considerable lowering of the wa-
ter level without injury, and is therefore safe, and it frequently
happens in service that the surface of the water may come down
to the points A and S in Fig. 2. As the water level lowers, the
rapidity of the circulation in the tubes will be greatly increased
and it may under some circumstances happen that there will
be so rapid a production of steam in each tube due to the local

March, 1913.

AMICRICAN ENGINEER.

129

circulation, that the water will be driven away I'runi the inner
side of the tubes, as at c c c of l'"ig. 2, by the rising bubbles of
steani." The practice of this road is, therefore, to be sure that
the proper water level is maintained, and also to use care to see
that no scale collects on the inside of the tubes.

The dirticulty of leaky foundation rings is apparently due to
the design, which originally was as shown in Fig. 3, the leaking
taking place at the two side flanges. The change of struc-
ture to that shown in Fig. 4 entirely corrected the trouble.

Mr. Noltein states that it must further be recognized that
the Brotan boiler has another weak point, which in spite of its
economical operation, does not permit it to appear as quite the
equal of the old boiler construction, and that is the difficulty of
removing the water tubes. This feature causes much delay
in service. He states further that there is no doubt that the
boiler tubes and superheater flues show a greater inclination to
leak in the Brotan boiler than is the case in the ordinary con-
struction. This seems to be due largely to the fact that both
tube sheets are riveted to the shell and it has been the practice
to make the back sheet very thick for the purpose of insuring
a longer life. In some cases, this sheet has been made of plate
1 in. in thickness. On the latest boilers a -)^ in. sheet has been
specilied, and it is expected that this will greatly reduce the
trouble from leaky tubes. In addition to the thinner tube sheeta
in the latest boilers, the fire tubes are fitted with the Pogany-
Lahmann corrugated ends and the superheater flues are bent
about 2 in. out of line before being put in the boiler so as to
give an increased flexibility. Mr. Xoltein says that the greatest
amount of difficulty from leaky flues has been in the oil burning
locomotives. This is ascribed to the presence of the brick wall
which stores up a large amount of heat and remains hot for a
much longer time than the other parts of the boiler, causing
an unequal expansion. This, taken in connection with the fact
that the superheater dampers are closed, shutting off the circu-
lation of hot air through these flues while it is permitted in the
tubes is believed to account for part of the difficulty. It was
found many years ago on this road that when the orders to
close the stack dampers as soon as the engines were put in the
engine house, were in effect, the trouble with leaky tubes greatly
increased, but later when the dampers were left open, the trouble
largely disappeared. It is felt that the superheater damper oc-
cupies a similar status and the practice now is to keep these
dampers open while the engines are in the engine house.

It is not felt that any of these dit^iculties are serious enough to
offset the increased efficiency of this type of boiler and there
appears to be no inclination on the part of the technical staff to
disccmtinue its use.

EXPERIMENTAL ELECTRIC LOCOMO-
TIVES IN FRANCE

Plans have been completed for the electrification of a large
portion of the Chemin de Fer du Midi, and one section of
about 24 miles having very steep grades has been worked with
electricity for the past two years. In electrifying another sec-
tion of about 28j^ miles where the grades do not exceed 2.2
per cent., the average grade being 1.7 per cent., it was decided
to prepare broad specifications for electric locomotives and
submit them to the various builders who would be requested
to prepare their own designs. In response to this, six loco-
motives from as many builders have been submitted for trial
and three have been accepted. Fully illustrated descriptions
of this motive power have appeared in recent issues of the En-
gineer of London, and the following information is taken from
that source.

This company has adopted the single phase system and the
current at the trolley has a pressure of 13,000 volts. The
specifications require that the locomotive shall be capa1>le of
starting and hauling a train weighing about 450 tons behind the

lender cm a 2.4 per cent, grade. With a train weighmg about
310 tons behind the tender the locomotive shall be able to at-
tain a speed of 25 miles an hour, and with a load of about
112 tons it shall attain a speed of 37 miles an hour on this
grade. It is furthermore required that the motors shall be cap-
able of sending current back into the line and of being regu-
lated at will, so that half the normal speed can be obtained on
:. down grade if desired. It is further specified that when oper-
ating at the normal voltage each of the motors shall give 600
horse power without the temperature rising above 75 deg. C.
(167 deg. v.) after a period of six hours. They are also to
give a 25 per cent, overload for one hour without the tem-
perature rise exceeding this limit. The motors are to be ca-
pable of carrying the current corresponding to the following
tractive efforts, 27,500 lbs. at the start, 17,600 lbs. at a speed
of 28 miles per hour, and 9,200 lbs. at a speed nf 37 miles
per hour. Rigid restrictions are also imposed witli regard to
commutation.

Of the three locomotives accepted after trial one was built
1)y tlie Thomson-Houston Company of France, another b\ the
French W'estinghouse Company, and the third by the Jeumont
Electric Construction Company. Each of these is designed
on entirely different lines and indicates the present successful
arrangement for single phase electric locomotives.

The locomotive furnished by the W'estinghouse Company em-
ploys two motors of 600 horse power each. Each motor is
connected on both sides by a reduction gearing ti.' an inter-
mediate shaft located directly below the motor. Crank pins
on the large gear wheels are connected to a yoke which also
engages the crank pin on the center of the three driving wheels.
Side rods connect the yoke with the other two drivers. The
locomotives are of the 2-6-2 type and have driving wheels
about 47 in. in diameter. The ratio of the gearing between
the motors and the intermediate shafts is 45 to 74. A separate
transformer is employed for each motor. Both the motors and
transformers are of the forced ventilated type and the West-
inghouse electro-pneumatic system of control is used. The
motors are of the series compensated type. The transformers
are arranged so that the maximum pressure at the terminals
of the motors is 420 volts. These locomotives have a total
weight of about 91 tons, of which the electric equipment
weighs 48 tons.

It will be noted that the specifications required tliat the
motors return current to the line when coasting down grade
and these locomotives were at first designed in accordance
with tliat requirement, and the braking action was obtained
by separately exciting one of the motors and obtaining exciting
current for the other from the first. The armature of the
second motor was then connected to its transformer, and in
this way current was sent back into the line. This scheine,
however, introduced much complication and another system of
electric braking is now being used. This consists of insert-
ing resistances in the transformer circuits and has proved very
satisfactory, so far as braking is concerned, although of course
no current is returned to the line. Experience has shown that
the regenerating arrangement is liable to prove a source of
trouble at the generating station unless at least two locomotives
are on the line, and one of them is using power. The present
system with resistances, however, is without serious objection.
Tests of this locomotive on a 1.7 per cent, grade, with a train
of 310 tons requiring a tractive effort of 13,400 lbs. showed
them to be capable of attaining a speed of 26 iriiles an hour.
The draw bar horse power was 950. the voltage 11,000. amper-
age 100, and the kilowatts 970 on this run. The efliciency of
the machine was 72.4 per cent. With a train of 112 tons a
speed of 38^ miles an hour was olitained, the drawbar horse
power being 540.

The locomotive built by the French Thomson-Houston Com-
pany also employs two 600 horse power motors which, however,
are of the slow speed type and drive the wheels through the

130

AMERICAN ENGINEER.

Vol. 87, No. 3.

medium of side rods without gearing. They are in this re-
spect similar to the Pennsylvania locomotives, except that both
motors are mounted on one locomotive unit. The side rods
from the armature shaft connect to jack shafts located on a
line with, and outside of the driving axles. These carry the
counter balance weights and are connected to the three pairs
of drivers by the side rods. This locomotive is also of the 2-5-2
type. The main rods are inclined at the greatest possible angle,
the motors being placed close together at the center of the
locomotive, and it is stated that the center of gravity of the
machine is about the same as on a steam locomotive. But
one transformer is employed.

The motors in this case are started as repulsion machines,
and when starting, the brushes are short circuited and the cur-
rent is supplied to the stator terminals. After the motor has
attained synchronous speed the armature is connected in series
with the field winding. In order to secure satisfactory com-
mutation the motors are provided with twenty poles and the
synchronous speed as a repulsion machine is 100 r. p. m.,
which corresponds to ISi^ miles per hour. ^Vhen the arma-
tures are connected in series with the field windings the ma.xi-
mum speed of the locomotive is 48^ miles per hour.

The transformer is of the air cooled type, and its secondary
has seven taps giving voltages ranging from 260 to 720. There
is also a 100 volt circuit which supplies current to the motor
driving the blower and a 320 volt circuit for the compressor
motor.

This locomotive is arranged to return current to the line
when running down grade and using the motors as brakes.
The greatest difficulty in design for this purpose was to pre-
vent the motors generating direct current. This was overcome
by interposing a series transformer in the braking circuit, the
primary of which is connected to the main excitation fields,
and the secondary to a circuit including the armature and com-
mutation windings. It has been found by experience that the
regenerating energy on a given grade may be as much as 40
to 45 per cent, of the power absorbed in ascending the grade.

The locomotives built by the Alteliers de Constructions Elec-
triques du Nord et de I'Est (Jeumont) is possibly the most
interesting of the three. It is also of the 2-6-2 type, but has
three independent 500 horse power single phase motors mounted
directly above each of the driving axles. There are no con-
necting rods between the drivers and the frames are outside
of the wheels. Each motor is connected to its driver by means
of a reduction gearing with a ratio of 1 to 2.72. The large
gear is part of a quill surrounding the axle and connected to
the wheel centers by means of elastic universal couplings. The
locomotive is 41 ft. 4 in. in length over the body and 46 ft.
11 in. long over the bufifers. It has a weight of 86 metric tons,
the weight on each driving axle being 18 tons. The driving
wheels are 4 ft. 7 in. in diameter. The motors are 230 volt
series-connected self-coohng type, and give 500 horse power at
450 r. p. m. It is stated that the efficiency, including the gear-
ing losses is 87 per cent, under full load conditions, with a
93 per cent, power factor. When developing 400 horse power
per motor the efficiency is 88 per cent., and the power factor
95 per cent. The center of gravity of tlie machine is 5 ft. 11
in. above the rail.

There are two 750 kilowatt air cooled transformers with
primaries connected in parallel and the secondaries in series.
An induction regulator is mounted on the upper yoke of each
transformer and serves to change the pressure at the ter-
minals of the three motors. This constitutes one of the novel
arrangements of this design. The regulators are of the single
phase type and are connected in series with the transformers.
The voltage they produce is either added to or subtracted from
the pressure of the transformers, and by this means a pres-
sure ranging between 200 volts and 760 volts can be obtained,
the change taking place in a uniform manner. With this

system the large number of contactors are not required, and
there is no necessity of using taps on the secondary side of the
transformer.

The fields or stators of the induction regulators are magnet-
ized by the windings of the transformer, and there is a short
circuit connection on two points of the rotating element at 90
deg. from the feeding point for the purpose of annulling the
inductive drop. The rotor of each induction regulator is
moved by means of a small motor tnounted on top of the regu-
lator and driving through two reduction gears.

Although the main driving motors are of the compensated
series type they are used as repulsion machines when starting.
The stator carries three windings consisting of a main series
winding, a compensating winding and another winding for as-
sisting commutation. The two latter are placed in the same
slots and for series running are connected in parallel. They,
however, have a different number of turns and a different
cross section of copper. These windings are displaced 90 elec-
trical degrees from the main winding, but the compensating
current is proportional to the working current. One object
of working the motors as repulsion machines at low speeds
is that the commutation is more satisfactory and an excellent
starting torque can be secured when operating in this way.
The commutation windings are not connected in parallel when
the motors are operating in this way, but one winding is dis-
connected from the other and these three windings, one
on each of the motors, are then connected in parallel. The
result of this is that all the motors are compelled to run at
equal speeds. If one has a tendency to run faster than the
others a higher pressure is produced in the winding which is
connected in parallel with the field windings of the other mo-
tors, consequently a current is set up in these windings which
tends to increase the speed of the other motors and to reduce
the speed of the machine which is running too fast. It is this
arrangement which has obviated the necessity of using side
rods. When the motors, are working at higher speeds they
are all connected in series.

These locomotives are arranged for returning current to the
line when running down hill, although at the expense of a con-
siderable complication of electrical equipment.

All of the controlling operations are effected by means of
small auxiliary motors which are in turn governed by a low
tension circuit from a small two cylinder controller at either
end of the locomotive. Signal lamps in each operator's com-
partment indicate the positions of the various controlling de-
vices. There is also a foot operated switch which is used, in
connection with the positions of the controller handle, to effect
the repulsion connection of the motors. This switch is used
only during starting and should it be held too long there is a
centrifugal switch which will throw the motors to the series
connection on reaching a speed of 13.6 m. p. h. When the
locomotive is regenerating, this switch also serves to break
the circuit when the speed drops below 13.6. Eight other
locomotives of this design have been ordered.

Holding Power of Spikes. — Tests made by the United States
Forest Service, by several universities and by a number of rail-
roads show that common square spikes have increased holding
power when driven into previously bored holes.

Safety Appliances in Porto Rico. — The Supreme Court of
the United States in a suit for damages against the American
Railroad Company of Porto Rico, because of the death of an
engineer, holds that the federal safety appliance act applies in
Porto Rico.

Electric Railroad Accidents. — In the Second Public Service
District for the State of New York, which does not include
New York City, there were 80 persons killed and 2,206 injured
by the operation of the electric railways during the calendar
year up to December 18, 1912.

CRACKED CYLINDER REPAIRED WITH
CONCRETE

BY W. P. HUNTLEY.

n, Chesapeake & Ohio, Ashland, Ky.

In March, 1912, a locomotive came into the shop witli a bad
crack in the wall of the steam passage in the right cylinder. This
crack was high up on the contour of tlie wall, and in such a

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impossible. .As an experiment it was decided to fill the cored
cavity in the cylinder around the cracked wall with concrete and
a lYi in. hole was drilled in the front wall at the extreme top
of the cavity. A wooden cover was fitted across the bottom of
the cavity as high up as it could be inserted. A mixture of
Portland cement and sand in the proportion of 1 to 1 was made
and thoroughly worked to a liquid state, so that it would run
easily. About two wheelbarrow loads of this was inserted
through the hole, nearly filling the cavity. It was allowed to
stand for five days and the engine was again put in service.

From March 18 to December S, the locomotive was in regular
use with no evidence of leakage. On the latter date it came into
the shop for a general overhauling, and a careful inspection
showed that the cement was intact and there was no evidence of
leaking, and it was decided that it would be unnecessary to re-
new the cylinder. From January 1 to date the engine has been
in through freight service, handling full tonnage, and it appears
that by this method, which cost $2.75 for concrete, sand and
labor, results as satisfactory as would have been obtained with
a new cylinder are gained. The same method has also been ap-
plied to repairs of a similar crack on another locomotive, and
appears to be equally satisfactory.

Boffom fine of
concrete

PUNCHING SPRING PLANKS

BY C. L. DICKERT.
isistant Master Mechanic, Central of Georgia, Macon, C

Method of Repairing a Cracked Cylinder with Concrete. -^yj^g^g ^^^^^ 3^^ ^ l^^g^ number of truck spring planks to b«

position that it was impossible to weld or patch it, and was of made it has been found best to punch out both the holes and
sufficient size to practically make the operation of the locomotive the slot on a hydraulic press. One of the drawings shows a press

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Details of Dies and Supports Used for Punching Spring Planks on a Hydraulic Press.

131

132

AMERICAN ENGINEER.

Vol. 87, No. 3.

fitted for that purpose and the other shows the punch and dies.
Only one plunger is necessary and as shown in the drawing
the front plunger is held down by a bracket or strap. The
punch cuts out a slot 2% in. x 12 in. and punches 8 holes 27-32
in. in diameter at one stroke. The details clearly show the con-
struction of the dies. The guides for the channels are made of

Hydraulic Press Equipped for Punching Spring PianVcs.

wrought iron and are bolted to the bed of the press as illustrateil
above. One press operator and two helpers will punch from
60 to 90 spring planks in 9 hours, which is an average of 1,200
holes and ISO slots through 7-16 in. material. No trouble has
been e.xperienced in erecting these punched planks as they are
interchangeable and match with the holes in the truck sides.

PROTECTING SLIDE VALVE FEED
VALVES IN SHIPMENT

BY F. W. BENTLEY. JR.,
ciiinist, Cfiicago & Nortii Western, Hu

The slide valve feed valve is a delicate piece of mechanism,
and the smallest particle of dust or foreign matter coming in

Method of Protecting Slide Valve Feed Valves During Shipment.

contact with any of its sensitive working parts may be sufficient
.to disorder the valve and cause an engine failure.

The valves are often shipped from a general repair shop to
outlying roundhouse points, where such repair work is not usu-
ally performed. While being transferred they are in charge of
baggagemen and others who know little about their construc-
tion, and who take no special precaution to protect them from
damage. The illustration shows a method of safeguarding these
valves during shipment by means of a strip of 54 in. pine, 4J4
in. X lyi in., bolted over the gasket face. A supply of these
strips can be kept on hand in the air brake department ready
for application to the valve as soon as it comes from the test
rack. Only a few seconds are required to remove the block, and
it prevents the entrance of any foreign matter through the large
air ports.

GRINDING PISTON RINGS IN AIR BRAKE
APPARATUS

BY J. A. JESSON.
Louisville & Nasliville, Corbin, Ky.

When grinding piston rings in triple valves, air pump
governors, etc., it is found that better results may be obtained
both in time and workmanship by using a jig that is flexible
enough to allow the piston to slide freely and true in its guide.
Such a jig is shown in the illustration. Fig. 1 shows the appli-
cation to a triple valve. One end of the body A is split in
four sections and has a collar B, with four set screws, one for
each section. These set screws close the four sections in on the
knob on the end of the piston, holding the jig firmly in posi •

^i7./.

r,ff.2.

Jigs Used for Grinding Air Bral<e Piston Rings.

tion. The other end of the body is cupped out as shown to
receive the ball end of the lifting handle. This ball is held in
the socket by a nut which screws down over the body A and
holds two handles for turning the jig. Enough lost motion
is provided in the socket to permit of a hammer like blow at
the beginning of each stroke which renders the movement
easier and more rapid. Fig. 2 shows the application of the
jig to a pump governor. In cases such as this, where there
is a valve seat to be ground, it can be done in the same opera-
tion as the piston rings.

\'.\N.\i)iu.M Production. — The production of metallic vanadium
during 1912 is estimated to be about 300 tons.

A Basis for Measuring Lathe Capacity

The Value of Torque at One Foot Radius Gives a
Correct Estimate of the Metal Removing Capacity

BY L. R. POMEROY

In most cases the best lathe of any selected size is the one
which will remove the largest amount of metal, or take the
heaviest cut on- all diameters of work up to its maximum
swing. To make a fair comparison it is necessary to select
some particular material, such as mild steel, and to assume a
certain quality of tool steel which it is known will stand a
certain pressure per square inch on the tool point. Further,
it is necessary to select a desirable cutting speed and to as-
sume a certain pull or tension per inch width of the driving
belt. Having selected these conditions, which will be equal
for the two machines, it is possible to get exact knowledge
of the capacities of the headstock by means of a comparison
of the spindle speeds and torques actually obtainable in each.

Fig. 1.

As a basis for comparison the methods devised by Dr. J. T.
Nicolson, of Manchester, England, will be found very satis-
factory. The scope and magnitude of Dr. Nicolson's research,
which was undertaken with the utmost care, together with the
standing of the men participating in the tests, established be-
yond all question the authoritative value of the results. The
pressure on the tool point is shown to be approximately pro-
portional to the area of the cut. and therefore the torque re-
quired to take any size cut is equal to the force on the tool
times the radius of the -work. For uniformity, the torque at
one foot radius is adopted. The speed at which the cut can
be taken on any diameter is dependent on the spindle speed
that can be obtained with the machine. These facts, together
with the relations which were established by the maximum
cutting speed and the area of the cut show that in any machine
a definite relation exists between the spindle speed and the
accompanying torque obtainable.

Experiments made by the Manchester Association of Engi-
neers and the Berlin Section of the Verein Deutscher In-
genieure have been used by Dr. Nicolson to derive equations
expressing approximately these relations. In the experiments
the duration of the cut was not less than twenty minutes, and
it was taken without injury to the tool. For mild steel, these

equations, modified to suit .American practice, are given below.
The swing in each case is taken as the face plate diameter :

.Area of cut in sq. in. = S»ing= -^ 25,600
Cutting speed in ft. per minute = (25,600 -H Swing^) + 15
Maximum spindle speed = 7,200 -f- Swing

Minimum spindle speed = (102,400 -H Swing^; + (60 -^ Swing)
Torque at 1 ft. radius = (100 tons X area of cut X diam. of work) -h 24
For a geared-head lathe the corresponding torque to be able

to produce the required torque at the tool point, neglecting the

friction of the gears and bearings, equals :

(50 lbs. X width of pulley X diam. of pulley X gear ratio) -=- 24

This is derived as follows :

Torque at 1 ft. radius = (H. P. X 33,000) ^ (2 tt X R. P. M.)
Horse power = (lbs. pull X width of belt X diam. of pulley X
R. P. M. X IT) -h (33,000 X 12)

Combining and using 50 lbs. pull we have

Torque at 1 ft. radius — (50 lbs. X width X diam.) -r 24

For a cone-head lathe the corresponding torque equals :

(50 lbs. X width of pulley X diam. of cone X gear ratio) -j- 24

/Z 14 16 18 ZO ?Z Z4 Z6 28 30 32 34 36 33

Smnff or Face P/a^ Diame^r Jn /nches.

Fig. 2.

In each of the above equations the widths and diameters are
expressed in inches and the 50 lbs. pull per inch width of belt
is selected as being a safe average figure for normal working
conditions. Any other pull per inch width may be inserted in
this formula so long as the same conditions apply for all the
different machines being compared. It should be noted, how-
ever, that the use of a figure other than that given will not

133

134

AMERICAN ENGINEER.

Vol. 87, No. 3.

permit a direct comparison being made with Dr. Nicolson's
formula.

As there seems to be some misapprehension as to just what
is meant by torque in this connection, the following is offered
in explanation. Many writers and engineers erroneously ex-
press units of both work and torque in foot pounds which
causes a confusion regarding the distinction between the two.
Work is properly expressed in foot pounds, while torque should
be expressed in pounds feet, or preferably in pounds at a given
radius. Work is the overcoming of resistance through a cer-
tain distance and is measured by the product of the resistance
and the distance through which it is overcome. It is also
measured by the force into the distance through which the
force acts in overcoming the resistance; or, referring to Fig.
1, when the weight of 50 lbs. is raised through a distance of
100 ft. the work done is 5,000 ft. lbs. Torque, however, is the
measure of the tendency of a body to rotate and may exist
even if there be no motion. In Fig. 1 the torque at the cir-
cumference of the drum is SO lbs. ft., whether the drum is
moving or standing still. This is best expressed as the torque

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of SO lbs. at 1 ft. radius. It is assumed in this case that the
hoisting rope has no weight.

In order to make them more readily available as a basis for
comparison, Dr. Nicolson's formulas are shown in graphic
form in the accompanying illustrations. These have been trans-
posed to suit American dimensions. In Fig. 2 are shown the
maximum and minimum spindle speeds, together with the
area of the cut and the cutting speed for various lathes having
a swing or face plate diameter from 12 in. to 38 in. From
this it will be seen that the standard 24 in. lathe should be
able to take a cut in mild steel having an area of .0225 sq. in.
at a speed of 59.4 ft. per minute. Such a lathe should have
spindle speeds varying from 10 to 300 r. p. m. In Fig. 3
further curves are shown for the cubic inches and pounds of
metal removed per minute, together with the gross horse
power. This is the amount required at the tool point and

does not include the friction of the machine. This indicates
that a 24 in. lathe shoidd remove ^yz lbs., or 16 cu. in. of mild
steel per minute, which would require 10.4 gross horse power.
In this connection it should be understood that these formulas
are all based on the fact proved in the experiments that the
tool point can safely withstand a pressure of 200.000 lbs. or
100 tons per sq. in.

In Fig. 4 are shown curves for obtaining the allowable pull
per inch of width for single and double belts with different

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3;
60-5

200 400 600 800 1000 1200 1400 1600 1800 2000 Z200 3M?
Revolutions Fkr Minufe .
Fig. 4.

diameters of pulleys and at different speeds. This curve is
based on the formula derived from the tests of Gehrckens &
Kammerer, which is expressed as follows :

d X r. p. m.
Pounds pull per inch width = (10 H ) X V"d ^

2292

Fig. 5 shows the relation of revolutions per minute and feet
per minute for various diameters of pulleys between 5 in. and
36 in.

It will be understood that the various curves shown, with
j' 6' y s' a' lO' Jl" iz' b' 14' is' k' n" 18' 19' zo'

Pr' ' y\x y / ' ■

70(.

v/ '// /'/ // ■^■

.^ ^ <L,^^^^^„

r / / / / / / / / / /

7.-,'' 7 7 ^^ ^'''^,

'S t^L±7.J J ^Z7 / 4

Y 7 '^ K'' A'^^^

vL-, 2 ' -1 Z 7 Jjj^y /\

^ 7 '' ^■' A ^l'^ ^^"f

iOO

tri tj / 4 I ^lt7/ ^7

/7 / ^ y^ ^t^1.2f

ij 1 1 1 1 T /z.^/ /_^ ^,

y ^,^ ^'^^ ^X--'4i6

MJ tijj ' AVTZ^^y /^

i'^.^C-'^^-'^^' M

t^tu 'l-i l/^ /.X7/7,''t

^ ^%^ ^ ..■L^^'-^^

SOO

U-:ti4^/y7AAz_4/y^'l.

Z-' y-IZ^ ■■^''^^

tl-, 'L2V^2j.Zt.^77^4l.

2=^^22^ -■^■',32

ttJi-,*^7z%r77:^%^A'^

22^^^%^''^5

^JLtftjA/^^zy^iL'l.^^^z^

t^ ■'^■'1'^',^ 36

4O0 1

Z277/ /5$%777/|p^^222S

^ ^^ ..^^-'^"^^

^ttz,ttV-ZZ.ZZZtki-C<.<.^ ^

'i:^5$>^' "

2ZZZZ7777j7^252^S?^:^

Ull/lTZ^^^tttl^^''^'''

<X>'^

300 \l

Z^C>7^^/?5i:pp^2^;^-

l1'^

at/

/ ////•////'.^ 'y^il^^y^^^ ^,''^C^>^ '^ "^

////X^ ^^i<^'^<i;<^<:^<^i^

zoo^, IM

/ / ' ' -^ V '< ^^^^■^^'''^--^^'^t-^

'^'^'^^'^^

-■^■^'^

^ 1 M 1 M 1 M II 1 1 t 1 1 1

000 1200 mo leoo isoo 2000 22002^00 2eoo28oo3ooo 32003400 i
Speed in Feel Per M/'nu^.

Fig. 5.

the

the exception of Fig. 4, have no direct association with
torque, which is entirely independent of the speed.
As is shown above the torque in pounds at 1 ft. radius equals
(Belt pull X width of belt X diam. of pulley X gear ratio) -^ 24

and Fig. 6 will give the value of the torque for various di-
ameters of pulleys from 15 in. to 35 in., and from 1 in. to 8 in.
width of belt under a tension per inch width of belt from 30
lbs. to 80 lbs., and with gear ratios between 1 to 1 and 1 to 11.

MARfii, 1913.

AMERICAN ENGINEER.

The cxamiilc sIkiwii by tlic dcitk-<l liiif indicates that a 6 in.
belt anil a 20 in. pulley having 50 lbs. tension will give a torque
of 250 Ihs. at 1 ft. radius, with an open belt, and of 2,000 lbs.,
with gear ratio of 1 to 8.

With the information obtainable from these various curves
and formulas it is possible to establish a curve between spindle
speeds and torque at a one foot radius for Dr. Nicolson's ideal

■«'

Bastd on Fhrmufa '" ^4 — ~ ^
Where d- diam.pu/fei/ (inches) g^

w - widm of^e (inches) ^ ■^^
lbs. '/ii^pi/f/per //h. wicfe c^
^xampfe: d'SO w6 /i>S'SO v

^ A

^ X

I ^ ^

' /^

/ /

• / /

/ /y

/ / //^

/ .-'

t//

y /yy*

> y

Gear reduchon 0/3 •2000/i>sff. L.

^/M-

^-^

xyiy

TfyVY.

'■\

(£mmple indicafed by brof<en fine ) "^ ^^
Torqi/e /n Pound Ref- ^

a,'///yx^

/////A^^-

'M^

^■-f--

->'!

-4-!-M-]lM-!l \

5>^

^ /*!

x-co

■

;— ^

K--

•^^'^^^^\ y^

/ ',7

-■

■^

■*

,'"

^•^

■^

^■^

■^

Fig. 6.

machine, which can be used as a base, and any other lathes
can be compared either with the base or with each other.

This curve will take the form of a rectangular hyperbola
and becomes a straight line when plotted on logarithmic cross
section paper. The base line representing an ideal machine as-
sumes that there is a change of gear for every spindle speed,
so that each reduction in speed is accompanied by the increased
torque or, in other words, that the maximum cut at the maxi-
mum cutting speed can be obtained on any diameter of work.

300

s -,

J--/'

.,..., ^ ,^

'\'"'"

100

', t

s
s

...

5^;

"8 fo

*i rn

N^f

^■''

X^l^"

*i"

^ iV^^

■^"

V^\^

-cSoK.

5 30

'i'll'.

:%><i

^?,H

^s>c

^S ^

\
\

;

1 § 5

1 1

Torque a/ One Foot Radius.
Fig. 7.

When an actual machine is plotted, however, the curve will
consist of a jagged line with vertical sections of equal torque
between each of the spindle speeds that are obtainable by the
gear reduction in the head-stock. Since for the purpose of
comparison it will be desirable to obtain the results at the same
speeds in all cases, these curves are shown as drawn through
the points of maximum torque at each spindle speed. At any
selected speed, the geared head machine with constant speed

belt or motor drive would give a torque shown on the curves
in Kig. 7, if the gears were so arranged as to provide that
spindle speed.

As an example of the procedure in using this method let us
select three 24 in. lathes. One is an ordinary cone-head machine
which has a three-step cone, 3j/' in- in width and 15 in.,
\2Yi in., and 10 in., diameters, and a back gear arranged to
give a 1 to 3 reduction. With a countershaft speed of 250 r. p.
m. this will give spindle speeds as shown in the table below.
The two geared-hcad machines are lathes now on the market,
both of them being arranged to give eight spindle speeds by
changes of gears in the lathe headstock. Geared-head lathe
No. 1 has a 16 in. driving pulley, a 5 in. belt, and gear reduc-
tions in the headstock to provide spindle speeds of 300 — 200 —
160—107—61^40—32—21. Geared-head lathe No. 2 has a 16
in. driving pulley, a belt 6 in. in width, and is arranged to pro-
vide spindle speeds of 260-160—92.2-56.6—33.7-20.8—12.1-
7.4. The driving pulley has a constant speed of 268 r. p. m.
in the latter lathe and 400 r. p. m. in the former.

In the following table are given the spindle speeds and the
corresponding torques for each of these machines, including the
base lathe, for a range of selected speeds. These are also-
shown in curve form in Fig. 7.

Spindle Speeds and Corresponding Torques.

Base

Latlie

Cone Head

Geared H

ead No. 1

Geared He

ad No.

Speed

Torque

Speed

Torque

Speed

Torque

Speed

Torqu

300

141.65

300

110

300

225

260

206

200

212.5

200

165

200

337

160

336

160

266

133

248

160

420

92.2

580

100

425

100

330

107

635

56.6

945

708.2

- 493

1,100

33.7

1,560

1,062

750

1,700

20.8

2,570

1,416

2,100

12.1

4,440

2,124.8

3,200

7.4

7,250

We can now select any range of speeds desired for com-
parison and obtain the corresponding torque for each machine
from the curves in Fig. 7. Selecting a cutting speed of 60
ft. per minute as satisfactory for mild steel, the diameter of
work to provide this cutting speed at the spindle speed selected
can be easily obtained. Having then the torque at one foot
radius and the diameter of work, the area of the cut which
it is possible to take at that diameter and cutting speed with a
constant pressure on the tool point of 200,000 lbs. per sq. in.
is found by transposing Nicolson's torque formula, which
shows that the area of the cut is equal to

(Torque X 24) -;- (200,000 X diam. of worli)

For the base and the selected machines the area of cut at the dif-
ferent speeds is shown in the following table :
.-Vrea of Cut at Selected Speeds.
Diam. of work Area of Cut in Sq. In.

Spindle
speed,

for cutting
speed of

Base

Cone

Geared

r. p. m.

60 f. p. m.

Lathe

Head

Head No. 1

Head No. 2

300

.764

.0223

.0173

.0354

.0283

200

1.145

.0223

.0173

.0353

.028

160

1.43

.0223

.0173

.0353

.0282

100

2.29

.0223

.0173

.0356

.028

3.82

.0223

.0173

.0353

.0278

5.73

.0223

.0173

.0356

.0274

7.64

.0223

.0173

.0354

.0275

11.45

.0223

.0173

.0353

.0274

22.92

.0223

.0173

.0356

.0273

eraee

. .0223

.0173

.0354

.0278

This proves that of the machines selected, the geared-head
lathe No. 1 is by far the best lathe and that it has a metal
removing capacity 27 per cent, greater than geared-head lathe
No. 2, and practically 100 per cent, greater than the cone-
head machine. Furthermore it is 59 per cent, greater in capacity
than the base machine.

As a further example of the value of this method of investi-
gating lathe headstocks. it will be noted that geared-head lathe
No. 2 provides a spindle of speed of 7.4 r. p. m. At this speed
the lathe has a torque of 7,250 lbs. at a one foot radius, and
this torque will permit the maximum cut which the tool can
take at 60 ft. per minute cutting speed to be made on a diam-

136

AMERICAN ENGIXEER.

Vol. 87, No. 3.

eter of 31 in., which of course is impossible for a 24 in. lathe,
and it is immediately seen that this speed is practically useless
for capacity work on this machine. With a diameter of work
equal to the face plate, and with a spindle speed of 7.4 r. p. m.,
the maximum cut could only be taken with a cutting speed of
46.5 ft. per minute, or 11 pei cent, of the desired speed.

When this method is used in connection with lathes which
obtain changes of spindle speed by means of a variable speed
countershaft connected to the headstock by a belt, the torque
for the various speeds which are obtained by a change of gears
in the counter-shaft will only be equal to the torque that can be
provided by the belt connecting to the headstock and should be
figured with a 50 lbs. pull per inch width of that belt, i. e., only
one torque for all the speeds provided by the countershaft. In-
vestigation should also be made to discover if, under these condi-
tions, the belt connecting the counter-shaft to the line shaft is
being over-strained, and in such cases the torque as given by
that belt should be used. In an arrangement of this kind it
will be impossible to draw the continuous curves through the
torque as given for each speed, as can be done for the geared-
head or cone-head machines, and the curves between torque
and spindle speed in that case will become a series of vertical
and horizontal Hnes.

While the application of this method is here shown for lathes
it can also be applied with equal facility to both the horizontal
and vertical boring machines.

MOTION WORK KINKS

BY WILLIAM H. FOWLER,

Motion Work Foreman, Great Northern. St. Paul. Minn.

FL.^T ROD BENDER.

Eccentric blades, Walschaert valve gear rods, etc., can be
readily offset with this tool. M. the Great Xorthern shops,
St. Paul, it is used in three sizes ; the 3 in. size is for light

Fig. 1 — Flat Rod Bender.

eccentric blades, rods of Walschaert valve gear and all small
work; the 4 in. size, shown in Fig. 1, is for general motion
work; and the 5 in. size is for eccentric rods, tumbling shaft
arms, brake levers, etc. The great advantage of this bender
is that there are no loose parts to drop on the floor or in the

pit. The head on the key keeps it from dropping when in ust
It will be noticed that the set-screw hole is drilled and tapped
at an angle. This puts the strain on the center of the screw
when it is being used and adds greatly to the life of the screw.
The parts are all forged from soft steel.

ROD TWISTER.

A useful tool for twisting eccentric blades, etc., is shown
in Fig. 2. It is operated by four set screws set opposite each
oiher in two pairs. The upper and lower set screws on the
opposite sides are used at the same time to twist the rod, there

-H ^

d't::::::;:^'^;:

T^f^

Zx4i Pipe

Bo//-

^^S^uare/rz

>©

k- 2--

-t-i

-t

-_i.

0| Dn/I Ho/es, af
ang/e o/aboL/t
20°

h'Vi?

'4R.

I'ti'ili * I

Jf. sf .>!

Wif^i^Ai^i'A

"■(

^"" 1 '

^^ta

-8i'-

•>

Temper fhin/

ofSe^ScnsiY \^=-

Fig. 2 — Flat Rod Twister.

being two for one direction and two for the other. This tool
will twist iron up to IJ-^ in. thick, and is essentially a one-man
tool, no helper being required by the machinist while using it.
The handle on top adds to ease in carrying.

ROUND ROD BENDER.

A bender for round iron and valve rods, up to 2"/^ in. in
diameter is shown in Fig. 3, and is operated the same as the
flat rod bender in Fig. 1. The heel of this tool is circular and

contact with

Rods.

the rod. -A small tempered point on the set-screw helps to
hold the tool in position when in use. The set-screws for all
three tools are made with a standard thread. The above tools
were all devised bv the writer.

Safety on the Chicago & North Western

First Prize Article in Competition Which Closed June
1, 1912, Includes a Rough Outline of Organization
for This Work and Illustrations of Shop Safeguards

BY W. T. GALE,
Shop Demonstrator, Chicago & North Wester

Chicago.

It has been said that dangerous machinery, public conveyances,
and places of amusement have been responsible for more killed
and injured persons during the past few years than have some of
the most disastrous wars of modern times, and it is high time
that the matter be given the serious consideration and action that
it demands. Prominent life and accident insurance companies
are giving the matter serious thought and are interesting them-
selves to the point of having their representatives visit various
shops and factories with the object of securing the best ideas of
safety devices. They have gathered a large number of photo-

brakemen, stationmen. bridgemen and shop men. Second, the
shop committees, composed of the various classes of labor
employed in the shops. Third, terminal committees, composed
of the trainmaster of freight terminals, yardmaster from each
yard, switchmen, firemen, engineers, carmen, trackmen and agent.
Fourth, the central committee, composed of the assistant general
manager, one general superintendent, two division superintend-
ents, two representatives from the motive power department, one
from the car department, engineer of maintenance, fire inspector,
trainmaster of freight terminals and R. C. Richards as the chair-

Fig. 1 — An Educational Talk to the Shop Men on Safety Appliances.

graphs of these and placed them in book form with suitable
descriptions explaining their uses : any employer of labor in-
terested can secure a copy upon request.

Among the first railways to take up and put into practice the
idea of "safety first" was the Chicago & North Western, and the
credit is due to R. C. Richards, chief claim agent of that road, he
having originated and organized a complete and efficient system
of safety committees on every division and branch of the road.
The organization was completed and the plan put into operation
January 1. 1911.

The safety committee organization is as follows : First, the
division committees, composed of the division superintendent,
division engineer, division master mechanic, and one or more
representatives from each class of labor employed on the division,
such as trainmen, firemen, conductors, trackmen, switchmen.

man. The local committees hold meetings twice a month, and the
members report all dangerous and unsafe conditions, and make
recommendations covering them. The chairman of the committee
has the secretary, usually a stenographer, make a record of all re-
ports, and sees that proper action is taken pertaining to the
reports. Sometimes it is necessary for a large expenditure to
cover some of these suggestions. These are referred to the
central committee for action. Mr. Richards and the members
of the central committee make trips over the road occasionally
and address mass meetings of employees, advising them in mat-
ters pertaining to safety precautions. These are called safety
educational campaign trips.

The local committees have accomplished most excellent results,
among which are the placing of efficient guards around all dan-
gerous machinery, such as pulleys, line couplings, belts, hoisting

137

138

A.AJERICAN ENGINEER.

Vol 87. Xo. 3

cranes, etc., and around lye vats, heating furnaces, elevators and dangerous implement in his hands or on his shoulders. By refer-
electric motors; also the efficient guarding of dangerous moving ence to the accompanying photographs and sketches, the particu-
parts of machines such as lathes, boring mills, planers, drill presses, lar style of guard employed may be seen. .Ml these guards, with

\U- ,L.:

-~j

::i ;?"

mi' '^

~58!

<—e

i--A i

Fig. 2 — Details of Adjustable Safety Guard for a Rip Saw.

automatic machines, metal shears, punches, emery wheels, rip a few exceptions, originated with the conunittees. There is an

saws, joining machines and band saws. Automatic warning bells elaborate system of fire signals in the yards and shops, and a

have been placed on the transfer tables, and windows in the local fire company is furnished by the railway with the proper

Fig. 3— Adjustable Sw
Saw.

Guard on Rip Fig. 4 — Guard for Ends of Rods
matic Machine.

Fig. 5 — Friction Brake on Boring Mi

panels of doors through which employees pass in going from apparatus for emergencies. Like precautions are adopted in all
one shop to another, so that a man using the door can see any- places where the committees are stationed. Special committees
■one coming in the opposite direction, possibly with some are detailed to see that employees do not get on on or oflf moving

.March, 1'113.

AMERICAN ENGINEER.

139

Fig. 10— Guard for Electrical IVlachine

Pig. ii_Danger Sign for Overhead Repair Work.

140

AMERICAN ENGINEER.

Vol. 87, No. 3.

shop trains, and every committeeman has jurisdiction over any '0 fewer switchmen killeil. a .lecrcase of 41.7 i.er cent.

part of the road or shops that he may be in, with the privilege '''^ ^^*" switchmen >"Ju.eil. a decrease of 17.1 per cent.

* _ '_ -' .. ^ fewer stationmen killed, a decrease of 50.0 per cent.

of reporting dangerous conditions to the local chief committee- 14S fewer stationmen injured, a decrease of 16.8 per cent.

man, or to the central committee. A statement is shown giving '■"''•* ff^^er trackmen injured, a decrease of 43.8 per cent.

, ,/« , , J. , ,, li,'P:hhfyri"Ri^efs

tf^i^fef: j f^ life li] ■

z::^ jiilMlJ — -k .IL.^-L
^ Spring yyire

C-a

Fig. 12 — Details of Automatic Safety Guard for Wood Jointer.

Fig. 13 — Application of Guard to Wood Jointer.

Fig. 14 — Guard on Swing Rip Saw in Open
Position.

results from all over the system froin the inception of the organi-
zation to date.

Statement Showing Reduction in Number of -Accidents on the Chicago

& North Western for Slxteen Months Ending Mav 1, 1912,

AS Compared with Si.xteen Months Ending

December 31, 1910.

27 fewer trainmen killed, a decrease of 53.0 per cent.

1,940 fewer trainmen injured, a decrease of 44.0 per cent.

Fig. 16 — Foot Guard on Wheel Lathe.

134 fewer bridgemen injured, a decrease of 31.4 per cent.

5 fewer car repairers killed, a decrease of 71.4 per cent.

34 fewer car repairers injured, a decrease of 8.4 per cent.

1 fewer shop and roundhouseman killed, a decrease of. . 14.3 per cent.

261 fewer shop and roundhousemen injured, a decrease of. 15.0 per cent.

I fewer other employee killed, a decrease of 7.7 per cent.

1 fewer other employee injured, a decrease of 3 per cent.

3 bridgemen killed in 1911-1912, same as in 1909-10.
Bift an increase of 2 trackmen killed in 1911-1912.

March, 1913.

A.MI'IRICAN ILVGINICl'R.

141

Total Reduction of

45 fewer employees killed, a decrease of 31.5 per

3,708 fewer employees injured, a decrease of 32.2 per

9 fewer passengers killed, a decrease of 42.9 jier

201 fewer passengers injured, a decrease of 17.5 iicr

53 fewer other persons killed, a decrease of IJ^.4 per

87 fewer other persons injured, a decrease of 11.^ per

Total.

107 fewer persons killed, a decrease of 23.7 per

3,996 fewer persons injured, a '

Employt
Other p.

se of

1911-12.

1909-10.

killed. Injured.
98 7,788
12 945
235 691

killed. Injured!
143 11,496
21 1,146
28S 778

Total 345

13.420

A view in one of tlie shops while an education talk by one
of the members of uur central committee was being given to
shop men on safety precautions is shown in Fig. 1.

-\n adjustal)le swing guard for a rip saw is shown in Figs. 2
and 3. The basket may be adjusted for height by the operator,
who has only to grasp a siuall wooden handle hanging along-
side of the pipe above the basket. One light pull removes the
tumbler pins in the collar at the back of the hanger and it can
be swung out of tlie way. In pulling it back into position llie

pulleys and bell on a wet automatic tool grinding; macliine. ^'o»
will also note in rear of this guard tlie end lied of a planer
with a sheet iron plate covering the inside part of the bed. This
is to prevent the men from putting any kind of material in that
liart of the beds, a practice of which is considered dangerous.

A very good guard for the knives of a jointing machine is
shown in Figs. 12 and 13. It works automatically, that is, it
returns into position when the material passes over the knives.
It may be removed instantly when necessary and is just the
thing for a locomotive repair carpenter shop where one machine
has to do all kinds of work.

A swing rip saw guard in position over the saw and a guard
in front of the saw to keep the workman's hand out of the way
is shown in Fig. 15. Another view of the guard in an open
position, in order that the saw may lie taken off. is shown in
Fig. 14.

Fig. 16 shows a foot guard around a cam. which regulates the
feed of the tool on a large driving wheel lathe. This cam when in
motion comes within 1 in. of platform that operator stands on
and would crush his foot if lie left it under the cam when in
motion.

.\ handy and quickly apiilied gear guard for lathes, made large

Fig. 17— Guard for Lathe Feed

18 — Guard Removed from
Feed Gears on Lathe.

Fig. 19 — Friction Brake
Stopping a Lathe.

tumbler pins fall into the lioles in the collar and it is again locked
in proper position.

Fig. 4 shows a floor stand cylinder guard for the ragged ends
of steel rods passing through automatic machines. Employees
passing close by cannot get their clothes caught when tliis guard
is placed over the ends of rods.

A foot and friction brake on a boring mill to quickly stop the
machine in case of accident or to facilitate handling the work, is
shown in Fig. S. Pressure of the foot on the treadle forces the
wooden block 1 by means of a system of levers, against the
edge of the revolving table and brings it to a stop.

.\n adjustable glass guard to protect the eyes from material
that rebounds from the tool rest when men are grinding is shown
in Figs. 6 and 7 ; it may be placed in any position to accommodate
the material to be ground, or the light reflection, or maj' be
moved out of the way entirely to suit the work. Note also
the cup guard on the end of the shaft screw, covering both
screw and nut so that the operator's work jacket cannot be
caught on them.

.\ metal rolling machine in the tank shop which is well guarded
is shown in Fig. 8. and a punching or stamping mill whose fly-
wheel and pulleys are carefully guarded is shown in Fig. 9. .\
typical guard for electric motors is shown in Fig 10.

Fig. 11 shows a man doing some repair work overhead and
danger sign stands placed so that employees will see them and
not pass underneath, thereby inviting an injury from a falling
tool. On the same view is shown a guard for a switchbox.

enough to cover tlie gears in any position, is shown in Fig. 17.
It slips over two brackets which hold it in place. The same guard
disengaged, while the gears are being changed, is shown in Fig.
18. Its removal and re-application is a matter of a few seconds
only. A friction belt for stopping a lathe in a hurry, when neces-
sary, is shown in Fig. 19. It is very handy in case of an accident.

G.\GE OF African Railways. — The first railway in South
.'Africa was a short line, constructed by a company, from Cape
Town to Wellington, with a branch to Wynberg, amounting in
all to about 63 miles in length. It was begun in 1859, and
opened in 1863, and was taken over by the government in 1873.
This line was on a gage of 4 ft. Syi in. When, how^ever, the
Cape Colony decided to embark on a policy of railway extehsiori,
the question arose whether a narrower gage would not be more
suitable to the requirements of the country. The decision in
1869 to cpnstruct many extensions in India on the 3 ft. 1 in.
gage no doubt influenced the Cape government in the adoption
of a somewhat similar gage. This decision practically settled
the question for nearly the whole of Africa. Thus, when the
political union of South Africa was accomplished, the physical
union, through uniformity of railway gage, had been already at-
tained. The gage fixed on was 3 ft. 6 in., and the Cape Town
to Wellington line having been converted, construction was
pushed forward from three ports — Cape Town. Port Elizabeth
and East London.

142

AMERICAN ENGINEER.

Vol. 87, No. 3.

BOILER SHOP KINKS

For.

BY R. W. CLARK,

.iler Maker. Nashville. Chattanooga & St. Louis. Na

applied through two .short struts B, which are set in the yokes
C and D. C fits on the end of the plunger, and D fits over
the bolt and is held by a nut. When the pressure is applied

ihville. Te

DIES FOR S\V.\GING TUBE ENDS.

The set of spring dies illustrated is used for swaging the
€nds of boiler tubes, and is made in two sections, which are
held apart by two coil springs A which fit in holes in the dies.
The dies are held true by four guides B which are riveted

L. _.. I

A Method of Testing Staybolts.

to the press, the tensile strength of the bolt may be calculated
from the reading of the gage on the cylinder.

TOOL FOR REMOVING DRIVING BOX
CELLARS

Top Wert. N Top Die Remoyed.

Dies for Swaging Tube Ends.

Dies Open.

in the bottom die and are free to slide in the upper one. The
hole through the dies is bored with a taper, and in the case
of the dies shown the flues are swaged from 2^ in. down to
2 in., in a length of 5 in. These dies are used under a punching

James Clark, a machinist at the Clinton, Iowa, shops of the
Chicago & North Western, has designed a tool for removing
driving box cellars which fit tightly in the box. It consists
of a yoke made of 3 in. square steel and of sufficient length
to more than span the width of the box. This rests across
the upturned bottom of the box, and over its downwardly ex-
tending ends two forged steel pieces are sHpped, one being
held in place by a wedge and the other by a small hydraulic
piston jack. These forgings fit between the flanges of the
box and are provided with steel toothed sections, set eccen-
trically, which grip in the flanges. As the small piston jack

Tool for Spreading a Driving Box to Loosen tiie Cellar

machine, which will turn out the work in a very satisfactory
manner and as fast as two men can handle it.

TESTING STAYBOLTS.

The novel arrangement shown in one of the illustrations for
making tensile tests of staybolts has been found quite satisfactory
■where there is no regular testing machine at hand. The testing
is done on a driving bo.x press. The staybolt is held in the
Iblock A. which fits over the hole in the table. The load is

is screwed down, a pulling force is exerted which spreads
the legs of the bo.x apart and permits the removal of the cellar.
The construction of the tool and its method of application are
clearlv shown in the illustration.

Tr.\ffic in Guatem.'M-.^. — In 1911 the 421 miles of railways of
Guatemala carried 1,187,433 passengers, 252,882 tons of freight.
In addition to this freight, the Guatemala Railway hauled dur-
ing the vcar 1.240.511 bunches of bananas.

Cam Depamti

CAR DESIGN FROM THE REPAIRMAN'S
STANDPOINT

BY BUZZER

Drastic legislation is making economy in railroad operation
more imperative than ever before, and will without doubt, cause
managers to look more closely into the details of expenditure for
cars and car maintenance, which represents no small item in
the cost of operation. From many years of experience in car
department matters, including design, construction and mainte-
nance, the writer has been greatly impressed with the possi-
bilities of more careful car construction in reducing the cost
of repairs, increasing the life of equipment, eliminating the
cost of trans-shipping freight from damaged cars, and reducing
damage claims. Too little thought is given to how repairs
can be made in case of damage, and it is very often the case
that the renewal of a part costs two or three times what it
would had a little more thought been given the matter when
the car was constructed.

Almost every car man has seen, times without number, a
new lot of cars come out, which were no sooner put in
service than on opening his mail some morning he found a
circular letter requiring a number of changes to be made. They
may not look very large, probably averaging from two to
ten dollars a car, but when there are several thousand cars
affected it means a consideralile amount of money, which,
in the majority of cases, could just as well have been saved to
the company by having two or three good practical car men
supervise the drawings and specifications, or carefully check a
sample car. Most of the defects would then have been detected
before the drawings finally went to the builders, and without add-
ing any to the cost of the cars.

The question of minim.izing the number of repair parts, by
making them interchangeable as far as possible, on all classes
of equipment, is an imiiortant one, and its proper consideration
is conducive to considerable saving. Reducing the number of
parts not only reduces the amount of money tied up in store-
house stock, but the fewer parts make the probability greater
that when one is w-anted it will be on hand, thus obviating the
necessity of keeping cars on the repair track awaiting material.
In checking up the material on one road it was found that
there were over 60 different patterns of coupler rod brackets,
and an examination of the cars showed that 12 patterns would
have taken care of all of the equipment.

After long and careful observation, the writer considers steel
underframes of the fish belly type, built up of standard steel
sections, the most durable and economical to maintain. Truss
rods should always be avoided, as it is impossible to keep the
roofs and bodies of house cars in good condition where they
are employed, owing to the varied amount of cambre and
deflection. This strains the roofs and makes it almost impossible
to keep them from leaking for any length of time. Patrons
of a road are frequently very observing, and shippers often
remark that they do not want to load certain commodities,
in car load lots, in cars equipped with truss rods, as they do
not carry the load nearly as well as cars constructed without
them. To the close observer of transportation facilities, it
is plain that steel underframe cars, built sufficiently strong
and without truss rods, will save no small amount in a year
in claims as well as in maintenance charges.

Several large systems are, however, building new equipment
with the steel construction so light and poorly braced that it
is impossible for a helper engine to be used behind the cars
without causing them to buckle. This has been noticed and
commented upon by a great many • practical car men, but cars
are still being built in this manner, which shows that the
designer and the practical man are not working together. The
designer in this case seems to have in mind only the pulling
strain, with the result that the cars are very much like a switch
cable — good to pull with, but very poor to push on, and another
instance where pull wins over push. Cars constructed in this
manner are a continual source of needless expense for repairs
and a frequent cause of accident and damage to lading, delaying
traffic and keeping wrecking crews busy. The number of such
cars in existence is surprising and the pity of it all is that the
mistakes in design could so easily have been avoided by a
little consultion with the practical car men.

PITTSBURGH & LAKE ERIE TWO CAR
GAS-ELECTRIC TRAIN

The Pittsburgh & Lake Erie has in service between Pittsburgh
and College, Pa., a two car train consisting of a General Electric
gas-electric motor car and a trailer.

The motor car is 42 ft. 6 in. long. 10 ft 5 in. wide and weighs
72,000 lbs. It seats 42 people and is divided into three compart-
ments ; one 20 ft. 5 in. long for smokers ; a section 6 ft. long
for baggage; and a cab 12 ft. long containing the power plant.

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Gas- Electric Motor Car and Trailer Used on the Pittsburgh & Lake Erie.
143

144

AMERICAN ENGINEER.

Vol. LI, No. 3.

It is provided with a rear platform entrance. The trailer is 38
ft. long over the body, weighs 44,000 lbs., and seats 80 people,
making a total seating capacity for the train of 122 passengers.
Front and rear platform entrances are provided in the trailer.
The interior finish of both cars is mahogany, with composite
board on the decks.

This train operates over a section of four track road, where the
traffic is very heavy. On the trial trip a distance of 31 miles
was covered in 49 minutes, including three stops, and returning,
the same distance was covered in 42 minutes, with two stops.
The motors used have a total capacity of 200 horse power.

SHOP ARRANGEMENTS AND FACILITIES*

BY I. S. DOWNING,
Master Gar Builder, Lake Shore & Michigan Southern.

There are a great many things to consider in building car
shops to meet the present conditions; the class of equipment
is changing very rapidly; not only are the wood cars being
replaced by steel, but the different parts of cars are being
strengthened, and even cars built within the last five years are
being" changed. The capacity and location is important. The
centralization of repairs in one large shop cannot be done, as
the law will not permit the handling of cars with safety appli-
ance defects beyond repair points, except they be run in non-
revenue trains, and the running of non-revenue trains to move
bad order cars to large shops is not economical or good prac-
tice.

Under these conditions it is necessary to build shops at prac-
tically every terminal on the line; however, it is possible to
centralize to a great extent. Heavy steel car work need not
be done at all terminal shops, but such cars can be moved to
one central shop. Shops should be located at or near the
point where cars are made empty. The unloading point for
self-clearing hopper and gondola cars is principally at the har-
bors. This class of shops should not be located in congested
districts ; however, they should be so located that yard engines
can promptly handle cars to and froin the shop and delivery
tracks. Bad order storage tracks should be a part of the shop
yard and of a capacity equal to the shop and repair tracks.
By providing sufficient storage, the switching yard is relieved
and the shop is always supplied with bad orders, and con-
veniently located so the shop engine can handle them without
w-aiting on yard engines, which, in my opinion, ne\er have any
time for switching shop tracks.

While conditions will not permit the complete centralization,
I do believe on roads having mixed equipment of wood and
steel cars, that wdiere more than one shop is built, it is not
necessary to fully equip each shop for repairs. to either class
of cars. One shop should be provided with a crane and fur-
naces for heavy repair work to steel cars and only a limited
amount of machinery for repairs to wood cars; the other shop
should be fully equipped for making repairs to wood cars and
only a limited number of tools for steel car work, no crane
being required in the wood car shop. However, the building
should be constructed for the future installation of a crane.

The number of cars, class of cars, and the age of equipment,
must be considered in arriving at the capacity of the shop.
Below is a statement showing the average time between shop-
pings for general repairs of various classes of cars, also a
statement showing the number of hours for repairs to the dif-
ferent classes of cars — general and medium :

v\verage number of
Average time hours to repair.

betw

I believe these ligurcs are reliable, as most of them arc actual.
With this data it can be easily determined what size shop would
be required to take care of the general repairs to equipment.
Light running repairs should be considered separate.

The track capacity of light repair shops, when built, should
be about double their present requirements, as there is nothing
lost in building a yard larger than the present requirements;
if half the yard is not used for repair work it can be used to
store bad order cars placed for repairs. This would keep the
switching yards clean of bad order cars. It is not necessary
to go into details regarding tools used for this class of shop,
but we do know that it is a paying investment to have plenty
of good tools, such as jacks, bars, etc., for the men to work
with.. Plenty of good tools means a better output and a good
natured lot of repairmen. The time is past for setting off a
couple of box cars with bolts, brasses, etc., and calling it a
repair yard. Equipment today, with the heavy draft gears,
ends, trucks, roofs, etc., requires shops and shop tools and ma-
chinery to make repairs, and the maintenance of equipment
will be with us always and we will have to provide facilities
to take care of it.

The following general considerations should be pointed out :

1. Exercise care in buying machinery for repairs to wood
cars, as it will not be required many years.

2. The use of steel wheels under freight cars makes it neces-
sary to have steel tire lathes at all repair yards to avoid ship-
ping wheels and to keep the stock down to a minimum.

3. Very little heat, if any, is required in freight repair shops.

4. .\11 new cars to be purchased should be built entirely of
flat plates, commercial rolled shapes and castings.

5. All cars in existence to have parts which fail replaced,
when possible, by parts made of flat plates, commercial shapes
and castings.

6. Shops should be provided with facilities for duplicating
simple parts of present cars in cases where it is not possible,
desirable or permissible to change their design.

7. In territory where weather conditions are such that men
cannot work outside, shop buildings should be provided for
doing the work under cover.

shoppings.

steel cars 10 to 12 years

Stee! underframe cars 8 years

Wood cars 6 J-i years

•Extracted from a paper read before the Car For
of Chicago.

Prizes Offered in Germany. — The German Society of
Mechanical Engineers offers a prize of $375 for the best treatise
on annoying noises caused by city and street railways, their
causes, and the best means of avoiding them; also similar prizes
for a work on the heating of cars by steam, for one on cranes
used in locomotive shops, and one of $500 for an investigation of
car springs, with designs and formulae. The formulae hereto-
fore used are believed to be inadequate.

Import.\nt Chinese R.mlway Completed. — The railway from
Tientsin, the port of Pekin, south by east 674 miles to Pukow, on
the Yang-tse-Kiang opposite Xanking, was completed in Decem-
ber when the great bridge over the Hoang-ho was finished. The
northern 425 miles were built by Germans, the southern 249 by
English. The Chinese government purposes to work the road
on its own account. This completes rail connection from Pekin
to Slianghai, except for the crossing of the Yang-tse-Kiang.

Construction in .\sia Minor. — December 21 a section some
30 miles long of the Bagdad Railway was opened in the Taurus
moiintains, and not long before a longer section of the same line
was completed east of these mountains. There is some very
heavy work to be completed in the mountains before the two
sections can be connected. This work is near the northeast
corner of the Mediterranean sea, whicli will be reached by a
branch line to .Mexandretta. It may be supposed that the Turks
have other work than railway building to occupy them at the
present time; but the enterprise is in the hands of Germans
and others, while of course there has been profound peace in
Asia Minor.

Equipment for Clearing Wrecks

Examples of Conveniently Arranged Cars and
Tools Designed for Quick \\ ork in fclmergencies

Any erjuipment which is not in frequent use is likely to be
considered of secondary importance and be entirely overlooked
for considerable periods in the bustle of modem railroad work.
The wrecking outfit, which ordinarily stands in an out-of-the-

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sideration. Any car that is not fit for use in any other capacity
is considered good enough for wrecking train purposes, and it
is common to see old box cars in which a man of average height
cannot stand erect without striking the carlines, and which, if
given a severe shock, would he likely to break in two. used as
tool and living cars. Little or no attention is given to the selec-
tion of equipment nnd its arrangement in the cars, and many

IVreckin^ Choft

SizeSi'n Hook

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Wrecking Chains Used on the Southern Railway.

way place and may not be used for days or weeks, is an example, times there are ropes and tackle, ordered without regard to size
and the condition of many of them is eloquent testimony as to or suitability, which lie in a pile in the tool car, taking up valu-
the amount of attention they receive. able space, and are never put in use. Chains are commonly

York Central and Hudson River Tool Car

A Neatly Arranged Tool Ca

There are few items in railroad equipment where a high stand-
ard of efficiency is more desirable, and yet. because of its being
comparatively seldom in use. it is about the last to be given con-

thrown in indiscriminately, making it a long job to pick one out
when it is needed in a hurry. Car replacers, jacks and other
tools, if not provided with proper space and supports, often be-

145

146

AMERICAN ENGINEER.

Vol. S7. No. S.

come hopelessly nii.xed up. due to shocks when switching. Sleep-
ing and dining cars are often chosen with no regard to their
suitability for the purpose and are fitted up without much at-
tention to heating and sanitation.

The first consideration when a wreck occurs, aside from the
provision of prompt medical service in case of serious personal
injuries, is to clear the main line. Even a small accident has
great possibilities of delay, with its resulting demoralization of
traffic ; and the time and money spent in providing a good wreck-
ing outfit may easily be offset by the saving in time due to the
prompt and eflicient clearing of a single bad wreck. It is seldom,
if ever, necessary to build special cars for this purpose. A little
care in selecting and refitting some of the older cars w'ill pro-
duce an adequate wrecking train, the main point to be kept in
mind being that any broken-down, antiquated car that happens
to be available is not what is wanted. Ideas as to just what cars
are necessary vary on different roads, but most wrecking trains

Kitchen and Dining Car Used in Wrecking Trains on the Erie.

contain one or more tool cars, a flat car for spare trucks, a sleep-
ing car, a dining car, and a tender for the steam crane, which is
frequently used as well for carrying blocking, ties and rails.

In fitting up a tool car special care should be given to provide
a place for everything, where it is readily accessible at any time.
If, when a car is partly removed or rerailed, it is found that an-
other cable or jack or pair of replacers is needed, it should not
be necessary, as it often is, to hold up the work while two or
three men make a search through the tool car for what is wanted.
Any tool should be available without any delay whatever beyond
that necessary to carry it to the point where the work is going
on. The illustrations show cars that are neatly and conveniently
arranged. The suspending of the chains from hooks makes any
particular one easily available and they take up very little space.

A convenient way to fit up the dining car is to partition off
one end as a kitchen, which should be provided with a good
range and an ample supply of dishes. There should be provision
for seating a large gang of men, as it is often necessary to feed
several train crews, as well as section men. Every precaution
should be taken to make the car sanitary. This should also be

carefully considered in fitting up a sleeping car. One of the-
illustrations shows a car arranged somewhat like a standard!
sleeper and as may be readily seen, the bedding can easily be
removed and the car thoroughly cleaned. The sleeping car is-
important, as men may be out for several days and have to work
in shifts; in such cases it becomes absolutely necessary that they
have a comfortable place to rest and change their clothing, in
case of their having to work in the rain.

-Most roads Iiave a standard list of tools whicli is provided'

Bucl<ley Repair Lintc Applied to a Broken Chain.

for all wrecking trains, but tliere is a great opportunity for the
development of special tools. The Chicago, Burlirgton &i
Quincy has produced a number of tools for special purposes in
clearing wrecks, some of which are illustrated. Among the
standard tools of wliich there should be an ample number of
all types, are jacks and car replacers. There should especially be
a wide range of sizes and types of jacks, as there is almost no

^■:>fe

Sleeping Car for Use in Wrecking Trains.

limit to their use. A hand)' device for quickly repairing broken
chains is shown in one of the illustrations. This is used on
the Illinois Central and is the invention of J. H. Buckley, fore-
man blacksmith at the Burnside shops of that road. Chains are
an important item of wrecking equipment and the Southern
Railway has given them particular attention, as shown in one
of the drawings. Special provision has sometimes to be made-
for local conditions, an instance being the carrying in tool cars.

March, 1913.

AMEKICAX KXGIXEER.

on the Southern Pacific of a pump for transferring oil when
tank cars arc involved in a wreck.

In stocking the dining car with food, canned goods of necessity
must form the larger part. The provision of bread, butter and
fresh meat is not easy, but the two former, at least, are abso-
lutely necessary. A method that has worked out well in some
cases is to have each man bring from his home a certain amount
of each, for which the company afterwards pays him. Another
method that has given satisfaction is to assign to one man on
both night and day shifts the work of getting these supplies
from the stores. In case of a wreck he is the first one notified.
and while the caller is rounding up the members of the crew he
goes to the nearest store and gets the supplies needed. In a
thickly settled country it is generally possible to obtain supplies
of this kind from farmers or country stores, but this cannot be
done in many parts of the west.

The organization of an efiicient wrecking crew is a difficult

him; and if he expects to be available, but at some point other
than his home, notice should also be given as to where he can
be found. The actual organization of the crew is a problem that
has to do to a considerable extent with the local conditions, and
one which each foreman has to solve with those conditions
in view.

APPLICATION OF SAFETY APPLIANCES
TO CARS

BY F. J. CARTY.
al Engineer, Boston & Albany.

During the past two years the railroads have been giving
much attention to equipping cars and locomotives with safety
appliances which conform to the requirements of the United
States government. This work necessitates the expenditure

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problem. The car department generally supplies the greater
part of the gang, and each man must be available at a specified
place at any time of the day or night. It is always desirable to
assign to the gang more men than are actually needed, so that
in case of illness or a man's laying off. there will always be a
full crew. If, for any reason, a man knows that he will not
be able to go out in case he is called, he should notify the caller
promptly to that effect, so that no time need be wasted in calling

of a large amount of money, and, as the law is very rigid in
its requirements, the work should be given careful attention by
those in charge. Considerable saving may be effected by fol-
lowing out a definite plan which will preserve a proper bal-
ance between safety appliance work and regular maintenance
or repair work.

It has been found on the Boston & Albany that curves show-
ing graphically the progress of work on various classes of equip-

148

AMERICAN ENGINEER.

Vol. 87, No. 3.

nient. are of great assistance in determining just what course to
pursue, and it may be interesting to point out briefly tlie methods
fobowed.

The rules governing the application of safety appliances to
locomotives and cars were issued by the Interstate Commerce
Commission on October 12. 1911, and the time allowed for
making equipment comply with the law was as follow-s :

Switching locomotives One year from Tuly 1. 1911

Road locomotives Two years from 1 uly 1 , 1911

Passenger cars Three years from Tulv 1. 1911

Freight cars Five years from July 1, 1911

The work of equipping locomotives is now completed, and
in order to indicate the relation of the curves over the entire
period the diagram for road locomotives is shown. .As long
as the dotted line, representing the number of locomotives or
cars equipped, remains below the full line, it is evident that
the required average is being maintained. Considerable work
was done in equipping road locomotives at engine houses until
it was found that the work was considerably ahead of schedule,
after which it was conlined to the main shops. This accounts
for the abrupt decrease in the rate of progress after Febru-
ary 1, 1912.

The curve representing work on passenger cars is peculiar,
in that it show's very little progress prior to May 1, 1912. The
reason for this is that before going ahead with the work, we
wished to make certain that the new type of "harmony" brake
rigging which we designed would work out satisfactorily, and
we also wished to experiment with a certain type of ratchet
hand brake le\er for use on blind end passenger cars. Our
experiments pnived entirely satisfactory, and since May 1. 1912.

The curve for freight equipment cars is similar to the others,
and shiiws the work done at each shop, as well as the total

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Dec I,
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July 1. 1912

May I,
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Feb I.
Jan 1,1912
Dec. I.
Nor. I.
Oct. I.
Sep. I

July 1, 1911

100 ISO m> 160 ISO 200 220 232

Road Locorrtoflres

Diagram Showing Progress in Equipping Locomotives with Safety
Appliances.

number of cars equipped with safety appliances. All safety
appliance work on freight cars is done at our two principal

100 200 300 400 SCO fOO TOO 800 300 1000 1100 1200 1300 1400 ISOO 1600 1100 ISOO 1900 2000 2100 2200 2300 2400 2S00 2600 2700 2800 2900 3030"

Freight Cars,
Progress in Equipment of Freight Cars with Safety Appliances at Allston and West Springfield and the Two Shops Combined.

a uniform rate oi progress has been maintained, so that on
January 1. 1913. we caught up to the schedule and the curve
indicates that if the same rate of progress is maintained we
will have all our passenger cars completely equipped about six
months ahead of time.

shops, as, on account of the importance of complying strictly
with the law-, we decided to have the work done under the
constant supervision of the safety appliance inspectors. This
cannot be done at minor repair points without prohibitive
expense.

March, 1913.

AMKRKAN KNGIXI':1':R.

The curve slious that. t<i date, we are well ahead of the
schedule, but should the curve representing the work done at
either shop show a tendency to slope upward too rapidly, it
would show that safety appliance work was being neglected
and we would at once apply a remedy. On the otlier hand.
we do not want shops to neglect regular repair work in order
to make a record on safety appliances, as this might result

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Passenger Cars.

Sep I.
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Passenger Cars tqtiipped

ith Safety Appliances Lip to January 1,
1913.

in a substantial increase in per diem charges. The diagram
shows whether or not each shop is doing its share of safetj'
appliance work and enables us to maintain a proper balance
betw'een safety appliance work and regular repairs, ^^'e ex-
pect that it will be more and more difticult to get the cars not
yet equipped into the shop, and it is probable that the safety
appliance curve will gradually approach the limiting line.

As a large percentage of freight cars are continually in
operation on foreign lines, it will be almost impossible for

any road to e(|uip all of its own cars, and it will probably be
necessary for roads to arrange, through the Master Car Build-
ers' Association, to equip one another's cars. This agreement
ought not to be delayed too long, as undoubtedly the time
allowed by the Interstate Commerce Coirmission for completing
the safety appliance work on freight equipment will not be
extended.

EXPRESS REFRIGERATOR CARS

The car shown in the illustrations is one of 35 steel under-
fraine refrigerator cars for express service which are being
built for Wells, Fargo & Company by the American Car &
Foundry Company. These cars are the result of a careful
study of the most approved types of refrigerator cars now in

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service, and as they are intended for use in passenger trains
they have been constructed to conform to passenger equipment
requirements. The cars are 50 ft. long over the end sills and
are equipped with four-wheel trucks, spaced 34 ft. between cen-
ters and having journals 5'_. in. x 10 in. They have a carry-

Wells, Fargo & Company Refrigerator Car for Express Service.

ISO

AMERICAN ENGINEER.

Vol. 87, No. 3.

"^^

\^i+c Z'//--

March, 1913.

AMERICAN EXGINlvRR.

151

ing capacity of 60.C00 lbs. of lading and 14.000 lbs. of ice; the
total weight is 86.000 lbs.

Special care has been taken to have the cars well insulated.
Three courses of Yi in. Keystone hair felt insulation are used,
in addition to a layer of N'eponset red paper under the sheath-
ing on the sides and ends, and over the roof boards. Three
distinct air spaces are provided at all points. In the insulation
of the floor there is used, next to the underframe and riveted
to it, a layer of Xo. 16 galvanized iron, over which is laid a

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gh Express rtefrigerator Car,

course of Js in. asbestos paper. There is an air space between
this and the 13/16 in. deafening floor above, on top of which
is a layer of Yi in. Keystone hair felt, held in position by ^
in. wood nailing strips. To this is nailed a single course of
^ in. yellow pine insulation, supporting the second course of
1/2 in. Keystone hair felt, the latter also being held in position
by % in. nailing strips, which in turn support another course
of y% in. yellow pine insulation; on top of this is laid the third
course of '2 in. Keystone hair felt. This insulation is all lo-

cated below the main floor line, between the four 3 in. x 6 in.
yellow pine nailing sills. There are also two 4 in. x 8J4 'f- side
sill fillers, on top of wh'feh is laid a 13/16 in. x SJ4 'n. yellow
pine sub-floor. Xeponset red paper is then applied, over which
the 13/16 in. x 3^ in. yellow pine main floor is laid, A pro-
tection is provided for the main floor in the nature of H. \V.
Johns-Manville Company's waterproofing and Mastic flooring,
which is laid in layers, and completely covers the floor, except
at the ice bunkers, and which also laps 6 in. up each side of
the car. As this composition is air and water tight, the car
can be kept clean by flushing the floor with water. The ice
bunkers are fitted with the Bohn all-steel collapsible bulkhead
and syphons. The sides and ends of the ice-bunkers are cov-
ered with Xo. 20 galvanized iron, lapping over the flanges of
the floor pan, which is made of Xo. 12 galvanized steel. The
ice grates are made of 3 in. x 3 in. white oak bars.

The center sills, which are of the fish-belly type, are spaced
14 in. apart and are built up of V\ in. web plates with outside
angles at the top and inside angles at the bottom, cover plates
24 in. wide being us'ed at the top, forming a box girder. The
side sills are also of the built-up, fish-belly type, extending the
full length of the car, and are composed of !4 in. web plates.
24 in. deep at the center for a distance of 8 ft., and tapering
towards the body bolster to a depth of 10J4 in- The top chord
members are 3 in. Z-bars, the outside flanges of which form a

Partially Completed Underframe tor Express Refrigerator Car.

support for the woollen superstructure, while the lower chord
members are angles.

A combination cast steel end sill and buft'er beam is provided,
to which connections are, cast for the purpose of securing it
directly to the side and center sills. .A flange is cast,' on the
upper side of the end sill and enters a recess in the oak sub-end
sill to prevent the superstructure from shifting on the under-
frame. The body bolster consists of double Y^ in. box shaped
pressed members, placed back to back, with an 8 in. space
between, the flange ends abutting the side and center sills, while
between the center sills a box form pressed shape is used as
a filler. Top and bottom cover plates, 14 in. x Yi in. are used,
and extend between the side sills. There are three cross ties
used between the holsters built up of box-shaped pressed
members, with top and bottom cover plates. Between the side
and center sills. 5 in. channels extend the full length of the
car. while the underframe is braced by means of 8 in. steel
plates extending diagonally between the side and center sills.
These are secured to gussets at the side sill ends and are riveted
to the center sill top cover plate, while additional gusset plates,
54 in. thick, are used to secure the side sills to the bolsters and
end sills.

The roof is of the monitor or clere-story type and is covered
with Xo. 6 roofing canvas. The Miner friction bufiing device
is used, and the cars are equipped with dummy vestibule
mechanism. The air brakes are Westinghouse high speed, with
the American Brake Company's automatic slack adjuster.

152

AMERICAN ENGINEER.

Vol. 87, No. 3.

LOCATING DEFECTIVE CAR WHEELS'

A pamphlet on How to Locate Defective Wheels has been
prepared under the direction of D. C. Buell, chief of the
Educational Bureau, and printed as a lesson in the course
on Car Building and Repairing, given free by the Educational

inspection, how defects may be found in the railroad shop-
and on the road. An abstract follows:

In spite of the efforts of the railroads to obtain the best
product that can be made, wheel failures will occur. la
nearly all cases the failures are preceded by certain symptoms^
All wheels are numbered and dated when cast, and some-

-Brake Burns.

Bureau to the employees of the Illinois Central. Its chief
aim is to assist in promoting safety in the operation of the
road by placing a copy of the pamphlet in the hands of every
employee, who may, in the performance of his work, be likely

Fig. 2 — Comby For-
mation Caused By
Brake Burns.

to discover defects that have otherwise been overlooked.
It deals briefly with the manufacture of the wheels, foundry

Fig. 4 — Shelled Out Wheels.

roads have adopted the system of placing a maltese crossv
or other similar mark, before the w-heel number, which is
to be mutilated when the wheel has been rejected or con-
demned, indicating that the wheel is unfit for service. The

Fig. 5 — Chipped Ri

Fig. 6 — Chipped Flange.

•Copyright, 1913, by the
by permission.

Central Railroad Company. Abstracted

weight is also shown and the tape measure is stenciled on the
outside of the wheel according to the M. C. B. standards.
This is done so that wheels of the same tape may be mated,
together. This is important and should not be overlooked.

DEFECTS DISCOVERABLE IN THE SHOP.

Although the wheels may pass the inspectors at the foundry,
there is always a possibility of finding same defects in the

March, 1913.

AMERICAN' ENGINEER.

153

shop such as, hollow hubs, hard wheel centers, the core of
the wlieel in bad condition, warped wheels, flaws, cracks in
the brackets and plates and the maltesc cross mutilated.
These and other obvious items may be sufficient for rejection,
and their detection bj' the shop employees may prevent them
from getting into service.

If the hub is too hard to niacliine. tlie metal may be chipped
away to start the tool, otherwise the wheel may be rejected.
If the hub is found hollow, experience will have to be the
guide for rejection. Special gages are recommended for
turning axles and boring wheels, as a very slight variation
in the dimensions will be noticed when pressing the wheels
on the axles and may lead to considerable e.xtra work, for
the pressure to be applied is limited for the different sizes
of wheels. Every wheel should be carefully inspected for a
cracked hub immediately after being placed on the axle. The
wheels should be mounted at exactly the same distance each
side of the center of the axle, for wheels mounted too closely
together produce a stepped tread and when too far apart
tlie flanges will be unduly cut in service.

DEFECTS ox THE R0.\D.

One of the most common causes requiring renewals nf
wheels in road service is due to wheels being slid flat. This

must be relied on where the shell out is less than l^A in.

.\ chipped rim is shown in Figs. 5 and 7. This is generally
caused when wheels are passing over frogs and switch points
that are defective. Whether or not the wheel should be
removed can be determined by the M. C. R. gage as shown
in Fig. 7. If the defect extends within the limit mark (the
inside edge of the outer notch when the gage is placed as
shown in the illustration) the wheel should be condemned.

A chipped flange may occur on the inside or on the throat
side as shown in Fig. 6. This is usually caused by trucks
being loose or the wheels being improperly mounted or the
flange striking guard rails or parts of frogs, including cross-
ings, that are out of line or to the striking of some foreign
object lodged in tlie throat of a frog. If the chipped place
is on the inside of the flange; that is, away from the gage
side, there is no necessity for condemning the wheel, but if
it is on the throat side the standard M. C. B. gage should be
used and if the chipping is beyond the gage line, the wheel
is unsafe for service and should be removed.

Misniated wheels, wheels not mounted equidistant from the
middle of the axle, or wheels mounted on trucks that are out
of square will have excessive flange wear. A sharp flange
will nut necessarily cause a derailment of itself, but in con-

Fig. 7 — Chipped Rir

Figs. 8 and 9 — A Sharp Flange and the Way It Is Measured with an M. C. B. Gage.

is due to several reasons, both in the handling of tlie brakes
and in the design of the brake rigging. A slid fiat wheel
will ruin the iron in the wheel at the point of contact and if
the flat spot is 2i4 in. long in freight service or 2 in. long in
passenger service, or if there is a succession of flat spots
around the tread the wheel should be removed. .Another
defect is that of brake burns. This is caused by overheating
the tread of the wheel by continued pressure of the brake-
shoe against the wheel. An illustration of this defect is
shown in Fig. 1. It will be seen that the cracks are at right
angles to the tread of the wdieel which causes it to become
comby, as shown in Fig. 2. When the wheel has become
defective from excessive deterioration due to this cause it
should be removed.

A seamy tread such as is shown in Fig. 3 may show up after
the wheel has been in service and if it is one inch long, or
over, at a distance of Yi in. or less from the throat of the
flange, or if a seam 3 in. or more long is found on any other
part of the tread the wheel should be removed.

A shelled out wheel is shown in Fig. 4 and the same general
rule applies to this class of defect as to the slid flat wheels;
that is, if the length of the shell out is IVi in. or more the
wheel should be removed. The judgment of the inspector

nection with some other defect, sucli as a faulty switch point
or a defective frog, may cause serious results. Also, there
is the danger of the flange breaking when it becomes too
thin. Figs. 8 and 9 show a sharp flange and the way it is
measured with the M. C. B. gage. The wlieels shown in the
illustration are worn beyond the prescribed limit. .\ crack
of any kind in a wheel with the exception of small cracks in
the tread on a spot where brake burning has occurred, or
where small slid flat places appear, is sufficient cause to war-
rant removal of the wheel from service. This includes cracks
in the tread, plate, bracket, flange, throat, hub or anywhere
else on the wheel. The discovery of a wheel that is loose on
the axle naturally calls for its immediate removal. Wheels
may also require removal for unusual causes, such as being
damaged in a wreck or being in a fire, becoming warped,
cracked or blistered on the tread. Care must be taken to
remove those that have served their allotted time and where
there is evidence of deterioration.

W.ATER Un.'^ccounted For. — According to the report of the de-
partment of Public Works, the water unaccounted for in Chicago
during 1911 amounted to about 30 per cent, of the quantity deliv-
ered to the mains.

154

AMERICAN ENGINEER.

Vol. 87. No. 3.

THE INSTRUCTION OF CAR MEN ON
INTERCHANGE RULES

BY R. W. SCHULZE.

General Foreman. Car Department, Gulf. Colorado & Santa Fe, Cleburne. Texas

Every railroad is anxious that its freight car maintenance
charges be as low as possible, and many roads are doing their
utmost to strengthen cars in order to reduce the possibility
of their needing repairs and to keep them in a serviceable con-
dition, but how many roads are actually checking up their car
repairmen to ascertain whether they are studying the M. C. B.
code of interchange rules carefully so that items are not being
overlooked ?

The Master Car Builders' Association, in compiling the code
<of rules governing the condition of, and repairs to freight cars
used in the interchange of traffic, has endeavored in every way
to facilitate joint car movement and repairs. The members
have realized the necessity of freight car improvements, and
also the necessity of proper reimbursement to the progressive
roads that care for the equipment of those wdiich are back-
ward and are inclined to keep cars on the rails as long as they
will hold together. The rules have been made so broad that
all Hnes must receive a loaded car, no matter what its condition
is, as long as it will pass the safety appliance inspection. This
has naturally placed the non-progressive railroads very much
on the defensive in regard to the increased number of foreign
car repair bills which they must pay, and has also placed the
progressive roads on the defensive when receiving loaded for-
eign cars that are badly worn and racked.. As a result, car men
must be more alert, more thoroughly versed in the interchange
rules, and more careful in inspecting and accepting cars; they
should, if possible, be thoroughly familiar with all the points,
possibilities and technicalities of every rule.

Foremen and inspectors wonder, at times, why they should
be required to account for every piece of material and every
hour used in repairing cars. The more thoroughly they are
versed in the rules the more easily they understand the reasons ;
but the car repairmen, inspectors and foremen cannot under-
stand and properly carry out the rules without some assistance
or instruction. On some roads copies of the revised code are
mailed to only the large shops, while on others they are mailed
to everybody, with little or no instructions, and often with no
comments or reference to changes and alterations. On a few
roads, even the arbitration decisions are furnished to the sub-
foremen and inspectors.

If the carman is progressive he tries to study the changes
made; if not he keeps on in his old path until suddenly repri-
manded on some special point from the central office. He cor-
rects this error and keeps on until another one is found, and so
on, year after year; the part he understands he handles cor-
rectly and what he cannot interpret he passes over. However,
he should not be held responsible for slight misinterpretations,
when we consider that master car builders, general car foremen
and general car inspectors often disagree wdien discussing the
rules; and further that even the code errs on page 13 in omit-
ting "end of car" when specifying the information that must
be shown on repair cards when renewing couplers.

Much of the trouble can be eliminated if the men are given
proper instructions and the time for this is when the rules are
changed. The attention of the men should be called to changes
in each rule and to any eliminations or additions, and where
a rule is changed it should be interpreted as clearly and ex-
plicity as possible. This should be done by letter, and after
the men have their copies of the rules a sufficient length of
time to study and understand them, a set of questions in the
form of a written examination, bearing particularly on all
changes, should be sent to each man. The following four ques-
tions, with their answers, will give an idea of how the exami-
nation should be conducted :

Oiicstioii I.— An A B C car was delivered to the X Y Z, by
the D E F, bearing an A B C defect card covering one brake
beam, two brake heads and two brake shoes missing from the
A end. Necessary repairs were made by the X Y Z on au-
thority of the defect card. Who should be charged with the
cost of the repairs and how should the repair card be made out?

Aiiszi.'er. — Two repair cards should be made out. The de-
livering line should be billed on the defect card for the cost
of the material and the owners should be billed for the labor.

Qticstiun 2. — Correct a repair card made out as follows :
"One coupler applied account broken."

Answer. — The following information must be shown:

Number of couplers applied.

New or second hand.

Kind of material in couplers applied.

Name of couplers applied.

Size of shank.

Size of butt.

Kind of attachment.

Name of couplers removed.

Specify the part of couplers broken.

Kind of knuckle removed and applied (open or solid).

Condition of other parts.

End of car.

Cause of renewal.

Question j. — By whom, where and how should a card be ap-
plied to a car?

Answer. — By the delivering inspector. On wooden cars, on
the outside face of the intermediate sill between cross tie tim-
bers ; with four tacks. On steel cars, either on the cross tie
under the car, or inside at the end of the car.

Question 4. — A B C car 2604 was damaged as follows : Two
diaft timbers broken, one end sill broken, one coupler rivet
broken, one knuckle pin broken ; all at A end of car. Can bill
be rendered against the owners? If not, what items denote
combination?

Ans^t'er. — All the repairs are properly chargeable to the car
owners ; no combination of defects exists.

The central idea should be to make the questions so that the
man must read all of the rules and thoroughly understand them
in order to answer the questions properly. After the questions
are answered and returned, they should be graded and, with the
answers corrected, returned to the man examined for his fu-
ture guidatice. By the use of such methods the officer in charge
will become familiar with the ability and knowledge of all his
subordinates, and will be enabled to assist and instruct men of
low standing and to correct the small irregularities and mis-
interpretations of the man who has a better knowledge of the
rules and their requirements.

Age of Locomotives. — According to a report of the Public
Service Commission of New Y'ork for the Second District, the
average age of the 8,616 locomotives in service in the state,
was 9.8S years, on December 31, 1911.

T.\sM.-\Ni.\N Railways. — Tasmania possesses 477 miles of
railway on the 3 ft. 6 in. and 2 ft. gage, there being 25 miles
of the latter. The main line from Hobart to Launceston, which
was the first railway to be constructed, was opened in 1876 by
the Tasmanian Main Line Railway Company, and was operated
by that company until 1890, when it was purchased by the gov-
ernment. This line is 113 miles long.

Late Tr.mns. — During the year ending October 31, 1912, 81
per cent, of the trains on the New York Central and Hudson
River were on time and the average minutes late per train
reported was 6.9. During the same period 86 per cent, of the
trains on the Long Island were on time and the average minutes
late for late trains was 1.9. On the Erie 80 per cent of the
trains were on time and the average minutes late was 6.6.

PE¥IIC

THE GEE LOCOMOTIVE STOKER

The Gee stukcr in its present form is tlic result nf several
years' experimenting with dififerent arrangements of the over-
feed type of locomotive stoker on the Pennsylvania Lines east of
Pittsburgh. It was designed and has been patented by N. E.
Gee, of the mechanical engineer's office at Altoona. Pa., and has
already successfully tired a large locomotive for over fifty trips,
doing 100 per" cent, of the firing.

This stoker is of the over-feed or scatter type, employing steam
jets for distributing the coal over the fuel bed. It consists essen-

hcad of tlie boiler just below the fire door. This opening; is the
lower part of an enlarged lire door opening of the ordinary con-
struction. The conveyor is of the reciprocating type with swing-
ing fingers and the trough of the inclined section is of cast steel,
the bottom having notches or steps which prevent the coal slid-
ing backward.

The coal distributer is simple in its arrangement and consists
of a flat cast iron plate or apron extending inside the firebox;
two cast iron vertical wings, one on either side, which are hinged
at the rear, and two stationary steam jets which discharge, from
a point just back of the wings, diagonally across the apron. The

End of the Conveyo

rangement of Jets and Deflecting Wings on the Gee Stoker.

tially of four parts, tic, the source of power, the coal crusher,
the coal conveyor and the coal distributer. The first three are
of the same general style used on the Crawford stoker. The
source of power is a cylinder 18 in. diameter and 11^2 in. stroke
secured to the locomotive frame below the cab, which transmits
reciprocating motion through a jack shaft to the coal crusher
and the conveyor. The crusher is located beneath the rear end
of the coal pocket in the tender and the conveyor is in a trough
below the tender floor and transfers the coal from the crusher
to the distributer. It is horizontal to the end of the tender and
is then inclined upward, terminating at an opening in the back

angle of discharge is such that the center of the two jets meet
at a point a few inches in front of the center of the plate. The
two wings are connected by a cross bar, giving them simultaneous
movement, and are operated by a connection to the fireman's
control lever.

The steam jets are intermittent in their action, and are open
only at the extreme forward end of the stroke of the conveyor.
This is accomplished by means of a nozzle control valve which
embodies two separate and independent piston valves, one regu-
lating the amount of the steam discharged through either of tlie
two jets, and the other the intermittent action of the blast.

155

156

AMERICAN ENGINEER.

Vol. 87, Xo. 3.

The latter is operated through a yoke connected to the conveyor
driving arm and consists of a differential piston held in a closed
position by the steam pressure, except as it is opened by the yoke.
The other valve is connected to the fireman's control lever and
reduces or entirely closes the passage to one or the other of
the nozzles as desired. When the control lever is in the center,
the deflecting wings stand parallel to the sides of the conveyor
and steam is admitted to both of the blast pipes or jets. In this
position the coal is distributed evenly across the grate except in
the back corners. When the control lever is pulled to its ex-
treme backward position the deflecting wings are swimg to the
left and the left nozzle or jet is shut off while the one on the
right is wide open. In this position the coal is discharged to
the left back corner of the firebox. When the control lever is
thrown forward it supplies the right back corner. Intermediate
positions between these extremes will place the coal at any de-
sired location on the grate.

Reference to the photographs will show that the stoker occupies
but little room in the engine cab and that it in no way interferes
with hand firing. The apron and the distributing wings are
arranged to be easily removed from the outside of the firebox

Details of the Nozzle Control Valve Used on the Gee Stoker.

Arrangement of the Coal Conveyor on the Gee Stoker.

View of the Stoker Showing the Fireman's Control Lever.

March, 1913.

AMERICAN ENGINEER.

1S7

and can be re|)laced with spare parts if necessary. These are
the only parts of the apparatus that are exposed to the action
of the fire.

It is stated that it is possible to fire any kind of coal with tliis
<levice at any rate from 100 lbs. to 18,000 lbs. an hour and that
the stoker will readily operate with 40 lbs. steam pressure.

The two left hand pumps of the lubricator supply oil to the
stoker and air pump and have a stroke of % in., while the two
right hand putnijs lubricate the main valves and have a stroke

IMPROVED FORCE FEED LUBRICATOR

McCord & Company, Chicago, are supplying a new design
of force feed lubricator for SO consolidation locomotives for
the Pennsylvania Lines West of Pittsburgh. The principal
changes from previous designs are the elimination of the sight
feed, the bleeder test, and the stroke regulator and changes in
the design of the driving shaft stuffing boxes. It has been
found that with this type of lubricator both the sight feed
and bleeder test are unnecessary and that the rate of oil supply
can be determined with sufficient accuracy at the outset so as
not to require the need of a stroke regulator.

The force feed lubricator previously used on the Pennsylvania
is operated from the valve rod. The new application gives
a constant number of strokes per mile, the transformer con-
necting arm being attached to the link at a point 6 in. above
the link support. The other end of this arm is connected to

gj^ Reducer fY.l'

Transmission Connections f

im Transformer to Lubricator Drive
Shaft.

of 5/2 in. They are capable of pumping against a pressure of
3,000 lbs. per square inch.

— *,

Force Feed Lubricator of Improved Design.

a transformer made up of a ratchet wheel and a system of
bevel gears, wdiich drives the transmission rod. The transformer
may be located on the running board or in any other convenient
position. The transmission rod is made with two universal
joints and a slip joint, to allow for expansion and contraction.

The advantages claimed for this system of lubrication are the
positive feed while the engine is working, the elimination of
pressure in the oil reservoir, which makes it possible to fill the
lubricator while in full operation, economy in oil consumption,
as the oil is only fed while the engine is running, no necessity

158

AMERICAN ENGINEER.

Vol. 87, No 3.

for ailjustmcnt on the part of the cngineman and the oppor-
tunity of forcing an additional supply of oil to the various bear-
ings should it be deemed necessary. This latter operation is
performed by a crank fi.xed on the end of the pump shaft within
easy reach of the engineman. This system has also been used to
a considerable extent for driving journals and it is claimed
that a pressure may be maintained in the oil cavity sufficiently
high to raise tlic brass from the journal and thus insure a
comparatively perfect blni of oil throughout the length of the
journal. There are now about 200 of these lubricators in
service.

ANTI-FRICTION SIDE BEARINGS

Two types of anti-friction side bearings, intended for heavy
loads and short travel, have recently been developed by Ed-
win S. Woods & Company, Chicago. The illustrations show
one with flat sides, which is used for tender trucks, and one
with corrugated sides, for freight car trucks. The rollers

Three- Roller Side Be

Freight Cars.

work between oil-tempered steel spring bars, and are made of
malleable iron or cast steel. The design is based on the fact
that the capacity of rollers varies directly as their diameter
and length; that is to say, a roller 1 in. in diameter and 2 in.
in length, or 2 in. in diameter and 1 in. in lengtli, will have twice
the capacity of a roller 1 in. in diameter and 1 in. in length. In

Anti-Friction Side Bearing for Tenders.

the case of the tender roller bearing, there are five rollers 4 in.
in diameter and 3 in. long, which are equivalent to one large
roller 10 in. in diameter and 6 in. long. These rollers have a
side clearance of ]/s in., and the friction is restricted to the
rolling on the two bearing plates.

The drawing shows a three roller bearing for freiglit cars.

These rollers are corrugated, which allows them to be in contact
in all positions and still have a greater length of travel than
in the case of the flat-sided roller. In the normal position the
corrugations will be in contact at their apices. .\s the rollers
move to one side or the other the apex of one corrugation will
slide into the hollow of the other until there is a positive bearing,
as shown in the illustration. Of course, it is necessary that these
corrugations be carefully made to the correct radius, which is
one-half the width of the roller. In this case, the travel is l!/>
in. on each side of the center line, making a total of 3 in., which
is probably more than will be required in this class of service,
although by slight changes in the design of the roller this move-
ment can be increased. The claims of the makers include sim-
plicity of construction, no small parts, little attention required,
and large carrying capacity.

THE KLING BOLT

It is claimed that the Kling bolt is the only one that will al-
low the head to pass through a hole of the same diameter as the
stem and still give a firm anchorage for the head on the opposite
side of the material through which it passes. To accomplish
this the bolt is split, as shown by the illustration, but as the
area of the metal at the head is greater than that at the root of
the thread the tensile strength is not affected. It is also claimed

The Klinq Bolt.

that the process of heading the bolt does not destroy the fiber
of the metal. The bolt is made either with plain head or braced
head, the latter being designed for use where heavy strains occur.
This type of bolt is adapted for hollow construction work.
One of the illustrations shows the use in attaching brackets, etc.,
to piping used for a railing, and it is similarly adaptable for
swivels, loops, attachments for guy wires, etc. Where gates are

Msthod of Use In Tubular Construction.

required, hinges may be securely attached to the piping by means
of this device, and it is possible to attach fittings of vari-
ous designs to both round and square columns. A broad field
for its use is that of steel passenger car construction. One of
the illustrations shows sash and curtain guides bolted to the
tubular post of a steel car; where space is limited, a single cur-

March, 1913.

AMERICAN' ENGINEER.

159

tain guide can he used as shown. Composition wood or steel
lining can also he readily attached to posts and carlines, and
lining fastened with this bolt may he easily removed for repairs
and painting.

The bolt is the invention of Peter M. Kling. of the Brooklyn

Side Post Const

Rapid Transit Company, and is being placed on the market by
the C S. Metal & Manufacturing Company, Xew York.

MOTOR FOR SHOP SERVICE

A new \\'estinghouse direct current motor has been placed on
the market and is designed for driving bending rolls, raising the
crossrails of planers and boring mills, moving the tail-stocks of
large lathes and similar service requiring motors with special
torque characteristics. The special feature of this motor is a
heavily wound compound field, most of the excitation being due
to the series coils ; and as a result the torque increases rapidly
as the current input increases, this being the principal require-
ment in starting a crossrail. or taking a plate through bending

Westinghouse Direct Current IVIotor with Special Features.

rolls. The shunt field winding limits the no-load speed to ap-
proximately twice the full load speed so that racing is impos-
sible. The commutation is practically sparkless, due to the use
of commutaling poles and carefully designed commutator and
brushes. It is claimed that these motors require very little at-
tention, as the lubrication is automatic and the brushes rarely
require renewal. The frame is made of rolled steel, the shaft
of axle steel, and the bearings are very large and are dust and oil
proof.

The motors arc made by the Westinghouse Electric & Manu-
facturing Company, East Pittsburgh, Pa., and are of capacities
from 3 to 40 horse power,*lor 230 volt direct current circuits.

TESTING EOUIP.VIENT FOR THE
PENNSYLV.\NL\

During the past year the Pennsylvania Railroad has added a
number of new machines to the equipment of its physical testing
laboratory. These include the largest universal screw power test-
ing machine ever built which has a capacity of 1.000.000 lbs.; a
large vibrating spring testing machine for testing full size locomo-
tive springs to destruction ; a hardness tester for tires, wheels,
etc., and an endurance tester for subjecting the specimens to
alternating stresses under load. These machines were all de-
signed and built by Tinius Olsen & Company, 500 Xorth Twelfth
street. Philadelphia. Pa.

The 1.000,000 lb. universal testing machine is of the Olsen
standard four screw type and is adapted for full size tensile tests
on bolsters, truck frames, car couplers, or other similar locomo-
tive or car parts. The table is 10 ft. in length and the crosshead

75,000 Lb. Locomotive Spring Tester.

has a movement of 8 ft. The straining system consists of four
screws set at 48 in. centers which operate the crosshead through
long manganese bronze nuts,' each 25 in. in length. The operation
is through a system of gearing from a variable speed 25 h. p.
motor. The weighing system is of the Olsen standard type
terminating in a dial vernier screw beam having three poises.
Extremely accurate readings are possible even under the heaviest
loads. The weight of the machine is over 100.000 lbs.

The large spring tester is of 75,000 lbs. capacity and of special
design. It is shown in the illustration. This is arranged to
vibrate the locomotive spring to destruction under load and any
static load up to the capacity of the machine can be weighed.
The eccentricity for vibration can be varied from to 4 in. This
machine is also operated by a 25 horsepower motor.

In the hardness tester provision has been made to accom-
modate a full size car wheel. This machine makes the test by
the penetration of a steel ball into the material and the apparatus

160

AMERICAN ENGINEER.

Vol. 87, No. 3.

is so designed as to automatically measure tliis penetration to
.0001 in.

A new model White-Southern endurance tester has heen in-
stalled. This has a direct connected motor drive and is arranged
to test three lengths of samples. It is especially adapted for
testing heat treated steels. The tests with this machine con-
sist of rotating a standard shape specimen at high speed while
under any desired load. The independent speed counters are
automatically cut off when the specimen breaks giving a record
of the total number of revolutions made.

GRAPHO-METAL PACKING

A new packing has recently been placed on the market by the
American Piston Company, Indianapolis, Ind. It is known as
the Grapho-Metal packing- and is a combination of a special
soft babbitt metal and graphite. It is made up of half rings,
as shown in the illustrations, and is especially adapted to air
pumps, valve stems, throttle rods, etc. It is easily compressed
by screwing the gland nut down hard after it has been applied,
which forces it against the rod, adapting it to the position or

condition. The pumps may be taken out of service and re-
paired without necessarily destroying the packing, as the lye
or acid baths usually given the pumps at such times have no
effect on it.

The throttle packing is made up of a number of rings, depend-
ing upon the depth of the stuffing box, and is applied in the
same manner as on the pump, being screwed hard up into place
so that there will be a positive bearing on the rod. The pack-
ing for cab fittings is made in one piece. This packing has
also been used successfully on injector steam rams and water
valve stems, and is being developed for use on steam pistons
for superheater as well as for saturated engines.

A combination piston rod shield and nut lock has been de-
vised by the same company for use on air pumps, which, to-
gether with the air pump packing described, comprise the air
pump packing set. The illustrations show the shields for a
Westinghouse cross compound pump. The large shield is shown
open ready to be placed around the rod. It is closed and held
in position by the bolt and nut shown. The inner sleeve is then
raised by pressing down on the adjusting lever until it bears
firmly on the upper and lower gland nut. The cam on the
head of the bolt is then thrown over, firmly clamping the shield
to the gland nuts. The necessary adjustments for making
the locking lever effective are made with the knurled nut on
the clamping bolt.

Nut Lock .ind Piston Rod Shields for Westinghouse Cross
Compound Pump.

shape of the rod, in this way allowing for any imperfections in
alinement. The end surfaces of the upper and lower rings
contain a lower percentage of graphite, thus forming a sup-
port for the packing in cases where the stuffing box clearance
is too great; also sealing the packing into the stuffing box, and
in this way restricting the loss to service wear only. This is
found to be slight, owing to the lubricating qualities of the
graphite which is always in contact with the rods.

The air pump packing is divided into rings and is applied

BLOWER VALVE

As a means of reducing smoke from engines in and about
Chicago, the Chicago & North Western has adopted the use
of the blower valve shown in the drawing. It was designed
by L. Loedige, engine house foreman on the North Western,
and is made on the principle of the rotary valve, such as is
used in engineers' air brake valves. An arm 6% in. long is
attached to the stem of the valve and has several holes through
it for making a proper connection. The valve is located on
the fireman's side and by connecting a rod to the handle and
extending it across the boiler head it may be operated by the
engineer. A very slight turning of the valve stem will place

Air Pump Packing.

in the ordinary manner, care being taken to see that the gland
nuts are firmly screwed into place. The special advantage of
the packing in this service is that no swabs or oil cups are
required, as the graphite will give the necessary lubrication.
After the pump has been in operation a short time the pack-
ing becomes polished, which reduces the friction and wear.
Reports from roads using this packing state that it has been in
service during the last 18 or 20 months and is still in good

North Western.

the valve in full operation. This valve replaces the ordinary
globe valve and has been applied to all engines on the North
Western in and about Chicago. It has been patented by Mr.
Loedige, but as yet is not on the market for general sale.

The Canadian Pacific has ordered the establislinicnt of safety
committees throughout the company's hnes.

The new Grand Central Terminal, New York, was opened for
business at midnight, Saturday, February 1, 1913.

Both houses of the Oklahoma legislature have passed a full
crew bill. It requires all freight trains to be manned with a
fireman, engineer and three brakemen.

The Post Office Department reports that the number of parcels
carried in the mails in the month of January was about 40 mil-
lions ; and over one-tenth of these parcels were mailed in Chicago.

A bill has been introduced in the Iowa legislature requiring
that all railway locomotives be equipped with headlights of not
less than 1.500 candle power, measured without the aid of a
reflector.

A bill has been introduced in the Texas legislature which
designates the State railroad commission as a board of arbitra-
tion, with power to settle disputes between the railways and
their employees regarding wages or conditions of service.

A bill to require all cabooses to be 24 ft. long has been intro-
duced in the New York legislature. The bill goes into minute
particulars, specifying the number and length of the berths to be
provided for the men to sleep in. After July, 1920, it will be
unlawful to use a caboose not complying with the statute.

The Chicago & Alton has refused the demand of unions rep-
resenting its employees at the Bloomington shops, that the work-
ing time in the shops be placed on a basis of eight hours a day,
and five days a week instead of six days a week, in order that
the full force may have an opportunity to obtain employment.

The new "Overland Limited" express of the Chicago & North
Western, announced last year, will be put in service April 1.
The train will run between Chicago and San Francisco in 64
hours, and the extra fare will be $10. On the same date the
new train of the Chicago, Milwaukee & St. Paul will be put on,
running through in 72 hours.

FIREMEN'S WAGE CONTROVERSY

The eastern railroads and the committee of their firemen
have agreed to arbitrate the firemen's demands under the Erd-
man act. This decision followed the sending of a letter by the
railroad's committee, on Tuesday, February 18, to the govern-
ment conciliators, from which we quote the following paragraph :

"At the urgent request of you as representatives of the govern-
ment, and under the strongest protest we are able to voice, the
managers' committee agree to arbitrate the firemen's controversy
under the Erdman act. The managers also desire to give notice
at this time that they shall earnestly request that the hearings
in this arbitration be open to the public."

Following the announceinent that an agreement had been
reached. Judge Knapp said that the firemen's committee had
voted to join the other classes of employees and the officers of
the railroads in asking Congress to modify the Erdman act. The
railroads have selected W. W. Atterbury, vice-president of the
Pennsylvania Railroad, as their member on the board of three
arbitrators, and the firemen's committee has named Albert Phil-
lips, third vice-president of the firemen's brotherhood. Mr.
Phillips was born in California and began his railway service as
a fireman on the Sacramento division of the Southern Pacific
fifteen years ago. He was made an engineman in 1903. For the
last three years he has devoted his time entirely to his position
as an officer of the brotherhood. The third arbitrator has not
yet been decided upon.

FATAL ACCIDENTS IN NEW YORK CITY

Not all of the dangerous places in the world are to be found
on the railroads, although, at times, one reading American news-
papers might get the impression that such was the fact. No less
than 2.712 violent deaths occurred in New York City during the
calendar year 1912, as reported by the Board of Coroners; and
railroad men will be interested in some of the details of this
statement, showing the causes of the deaths. Railroads seem
to be much more careful of people's lives than are the people
themselves. Four hundred and seventy-four of these deaths were
suicides ; and of the other causes in the list, some of the most
prominent are the following:

Accidental falls and falling ar- Overlying 33

tides 726 Choked by food 15

.Accidental burns 267 In subways (none in train acci-

Submersion 229 dents) 14

Accidentally overcome by gas... 183 E.xplosions 14

Homicides by shooting 114 Machinery accidents 11

Automobiles 146 Kicked by horse 10

Horse drawn vehicles 108 Electric shocks 5

Surface street cars, electric 62 .\ccidental cutting 4

Surface street cars, horse drawn 10 On N. Y. C. & H. R, R. R 3

Elevators 53 .\ccidental shooting 3

Accidental poison 52

The number of persons killed in automobile accidents, 146, is
55 more than in the preceding year. Of the accidental falls, 97
were falls from windows, and of the 97 victims 36 were under
14 years of age. Of the 5,697 deaths reported to the coroner's
office during the year, 149 were of persons never identified, and
of these unidentified 64 were children.

MEETINGS AND CONVENTIONS

General Foremen's Assoeiation. — William Hall, secretary and
treasurer of the International Railway General Foremen's Asso-
ciation, has changed his address from Escanaba, Mich., to 829
W. Broadway, Winona, Minn. Present indications are that
the 1913 convention of this association, which is to be held July
22-25. will be Iiy far the most successful one in the history of
the organization. Among the more important reports which
are being prepared are those on the maintenance of superheater
locomotives, engine house efficiency, shop schedules, and driving
box work.

International Raikivy Fuel Association. — The fifth annual con-
vention will be held at the Hotel Sherman, Chicago, May 21
to 24. 1913. Papers will be presented on the following subjects:
Standard Form of Contract. Covering Purchase of Railroad Fuel
Coal ; Location, Construction, Development and Operation of a
Bituminous Coal Mine; Sub-bituminous and Lignite Coal as
Locomotive Fuel ; The Internal Combustion Engine as applied to
Railroad Service: Scaling of Locomotive Boilers and Resultant
Fuel Loss ; History of the Brick Arch in Its Relation to Loco-
motive Operation and Fuel Economy : Modern Locomotive Coal-
ing Station : Its Design, Construction, Operation and Main-
tenance; A Uniform Method of Computing Locomotive Fuel
Consumption.

Xeze )'ork Railroad Club. — Safety on Railroads was the title
of the paper presented by J. W. Coon, assistant to the general
luanager, Baltimore & Ohio Railroad, at the February meeting.
Mr. Coon explained in detail how the various safety committees
are formed on the Baltimore & Ohio, their manner of working
and the problems presented to them. This was the first eastern
road to undertake a serious study of the safety problem and
results have been most satisfactory. This work was started on
November 1, 1911, with the appointment of a general safety
committee of six officers selected from the dififerent departments
and divisional committees of eight which included a shopman,

161

162

AMERICAN ENGINEER.

Vol. 87, No. 3.

an engineer or fireman, a conductor or brakeman, a yardman, a
station agent, a supervisor or assistant division engineer, a
medical examiner and a division claim agent. Half of each divi-
sion committee is changed ever\- si.x months. They make weekly
reports, a copy of which is sent to the general committee. The
ways in which suggestions made are follow-ed up and the problems
the committees have had to solve were explained by the author.
Evening meetings of the employees and their families are held
and lecturers explain how to avoid accidents. Observation tests
assist in alertness in avoiding accidents.

Railroad Meeting of A. S. M. E. — The Railway Committee
of the American Society of Mechanical Engineers has arranged
for the discussion of the subject of steel passenger car de-
sign in its various phases at a meeting to be held in the Engi-
neering Societies building, New York City", on the evening of
April 8. The first session under the direction of this committee
was held at the annual meeting of the society in December,
and considered the Factors Involved in the Selection of Loco-
motives and Train Lighting. It proved so successful that it
was decided to hold a second session, as announced above.
The following parties have already accepted an invitation to
discuss the various phases of the subject: Problem of Steel
Car Design, W. F. Kiesel. Jr., assistant mechanical engineer,
Pennsylvania Railroad; Suspension of Steel Cars, E. \V. Sum-
mers, president. Summers Steel Car Company ; Truck for Steel
Passenger Cars, J. A. Pilcher. mechanical engineer. Norfolk &
Western; Provision for Electric Lighting in Steel cars, H. A.
Currie, assistant electrical engineer. New York Central & Hud-
son River; Provision for Electrical Equipment on Steel Motor
Cars, F. W. Butt, assistant engineer. New York Central & Hud-
son River; Special Ends for Steel Passenger Cars, H. M.
Estabrook, president, Barney & Smith Car Company ; Draft
Gears for Steel Passenger Cars, S. P. Bush. Buckeye Steel
Castings Company ; Cast Steel Double Body Bolster and End
Frames for Steel Cars, C. T. Westlake, chief mechanical engi-
neer. Commonwealth Steel Company. (Jther subjects which
will be discussed are as follows — the names of those to whom
they have been assigned will be announced later ; Introduction
to General Discussion of Steel Passenger Cars ; Superstruc-
ture of Steel Cars ; Roof Structure for Steel Cars ; Interior
Steel Finish for Steel Passenger Cars; Corrosion and Protec-
tion of Steel Passenger Cars; Air Brakes for Heavy Steel Pas-
senger Cars; and Special Pressed Steel Shapes for Steel Cars.
This is the first time that there has ever been a general meet-
ing of engineers for the discussion of this problem, and it is
the intention to bring out the very latest developments in the
various features of steel passenger car design. The chairman
of the committee is E. B. Katte. chief engineer electric trac-
tion. New York Central & Hudson River.

XeiL' England Railroad C/n6.— "Steel Freight Cars" was the
subject of the paper presented by Charles A. Lindstrom, chief
engineer of the Pressed Steel Car Company at the January meet-
ing of this club. The author briefly discussed the advantages of
the steel car and the problems it had introduced. He outlined the
more difficult features of design covering the center sills, body
bolsters and the connection between the two, pointing out the
most desirable arrangement. Illustrations were given of a num-
ber of cars to demonstrate the best practice. The author advised

specifications prepared on broad lines and a high grade of in-
spection, also that repair parts should be ordered in large quan-
tities which would not only decidedly reduce their cost but would
also be a saving in time to the railway companj' ordering them.
In connection with specialties, he stated that it would be to the
best interests of the railroads to adopt no new designs of the
ordinary type freight cars which contain constructions of the
vital parts on which they could not obtain competing bids from
all manufacturers. He strongly urged a greater uniformity of
designs with the ultimate prospect of a common standard car.
.\n engineering board created by the Master Car Builders' Asso-
ciation and the .American Railway -Association which would pre-
pare the designs for all cars used in interstate commerce was
suggested as an ultimate possibility. In the discussion Frank M.
BrinkerhofT spoke on the subject of steel passenger cars and
urged designers to arrange all cars now being used in steam
service so that they could, in the future, be converted for electric
service; and in that connection the matter of weights should be
carefully considered. F. M. Whyte, vice-president of the Hut-
chins Car Roofing Company, spoke on the subject of box cars
and predicted that within four or five years a wooden upper
framing would seldom be used and that probably metal sheathing
would also be common. He recommended the use of a flexible
all-metal roof. Mr. Steicher, superintendent Keith Car & Man-
ufacturing Company, stated that while structural shapes could
be largely used to great advantage, pressed steel frames were ab-
solutely necessary in some places if the minimum weight was to
be obtained. This is especially so in connection with steel pas-
senger cars. In closing the paper, Mr. Lindstrom stated that the
repair men used in the car yards for working on wooden cars
made the best workmen for steel car repairs. He believes that
ultimately the joints of steel cars will be made by welding and
there will be neither bolts nor rivets required.

.r( or regular
oston, Mass.
:, Old Colony

The follozviug list gives »ames of secretaries, dates of ii

meetings, and places of meeting' of mechanical associations,

AiK Brake Association. — F. M. Nellis, 53 State St.,
Convention, Jlay 6-9, 1913. St. Louis. Mo.

American Railway Master Mechanics' Assoc. — .T. W. TayN

building, Chicago. Convention, June 11-13, 1913, -^tl- ntic City, N. J.

-American Railway Tool Foremen's Association. — .A. R. 1 \avis. Central of
Georgia, Macon, Ga.

American Society for Testing Materials. — Prof. E. Mbiburg, University
of Pennsylvania, Philadelphia, Pa. -\nnual convent 'on, .Tune, 1913.

-\merican Society of Mechanical Engineers. — Calvin W. Rice, 29 W.
Thirty-ninth St., New York. Annual meeting, D' cember 3-6, Engi-
neering Societies' Building, New York. Railroad session, Thursday
morning, December 5.

Car Foremen's Association of Chicago. — -\aron K''ine, 841 North Fiftieth
Court, Chicago; 2d Monday in month, Chicago.

International Railway Fuel -Association. — C. G. Hall, McCormick build-
ing, Chicago. Convention. May, 1913, Chicago.

International Railway General Foremen's -Association. — William Hall,
Chicago & North Western, Escanaba, Mich.

INTERN.^TIONAL RAILROAD M.^STER BlacKSMITh's ASSOCIATION. A. L. Wood-

worth, Lima, Ohio. Convention, -August 18, 1913. Richmond, Va.
Master Boiler Makers' -Association. — Harry D. Vought, 95 Liberty St.,

New York. Convention, May 26-29, 1913, Chicago.
Master Car Builders' -Assochtion. — .T. W. Taylor, Old Colony building,

Chicago. Convention, June 16-18, 1913, -Atlantic City, N. J.
Master Car and Locomotive Painters' .Assoc of U. S. and Canada. — A.

P. Dane, B. & M., Reading, Mass. Convention, Sept 9-12, 1913,

Ottawa, Can.
Railway Storekeepers' Association. — J. P. Murphy, Box C. Collinwood.

Ohio. Convention, May 19-21, 1913, -Auditorium Hotel, Chicago, 111.

RAILROAD CLUB MEETINGS

Canadian
Central . .
New Engl:
New York
Richmond
St. Louis.
Western .

Meeting.

Title of Paper.

Safety First

Rules of Interchange

Annual Electrical Night : .

Baker Valve Gear

Railroads and Railroading

Locomotive Testing Plant at University of
Illinois

N. S. Dunlap Jas. Powell

Committee report H. D. 'Vought

imittee report I Wm. E. Cade, Jr.

H. D. Vought....

Graham ' F. O. Robinson

1. Orvill

Room 13, Windsor Hotel, Montreal.

95 Liberty St., New York.

683 .Atlantic -Ave., Boston, Mass.

95 Liberty St.. New York.

C. & O. Ry., Richmond, Va.

F. Berry B. W. Frauenthal L'nion Station, St. Louis, Mo.
Prof. E. C. Schmidt. Jos. W. Taylor... 390 Old Colony Bldg., Chicago.

March, 1913.

AMERICAX ENGINEER.

163

Personals

// is our desire to make these columns cover as completely
as possible all the changes that take place in the mechanical
departments of the railuvys of this country, and we shall greatly
appreciate any assistance that our readers may give us in help-
ing to bring this about.

GENERAL

Jos. Chidley, master mechanic of the Lake Shore & Michigan
Southern at Collinwood, Ohio, has been appointed assistant
superintendent of motive power of the Lake Shore & Michigan
Southern, the Chicago, Indiana & Southern and the Indiana
Harbor Belt, with headquarters at Cleveland, Ohio, succeeding
S. K. Dickerson. Mr. Chidley entered the service of the Lake
Shore & Michigan Southern March 28. 1890, as a machinist at
Elkhart, Ind.. and in February 1892, was transferred in the same
capacity to the Root street engine house, Chicago. In February.
1900, he was appointed foreman machinist at Englewood. 111.,
and in December of the same year was appointed acting foreman
at the same point. In January, 1901. he went to Elkhart as
night foreman and in May, 1901. was appointed foreman at
Air Line Junction. Ohio. In November, 1904, he returned to
Elkhart as assistant master mechanic and in July, 1906, was
appointed master mechanic at Collinwood, Ohio, the position
he now leaves.

WiLLi.AM Garst.\xg, superintendent of motive power of the
Cleveland. Cincinnati. Chicago & St. Louis, the Peoria & Eastern
and the Cincinnati Xorlhern. having re luested to be relieved
of a portion of his duties,
has been appointed gen-
eral master car builder
and S. K. Dickerson,
formerly assistant super-
intendent of motive
power of the Lake Shore
& Michigan Southern,
has been appointed su-
perintendent of motive
power, both with head-
quarters at Indianapolis.
Ind. Mr. Garstang was
born February 28. 1851.
in England, and was edu-
cated in the public
schools. He began rail-
way work in 1863 as a
machinist apprentice with
the Cleveland & Erie,
now the Lake Shore &
Michigan Southern, at
Cleveland, Ohio, where
he remained six years. He was then for 11 years machinist and
general foreman for the Atlantic & Great Western and the
Xew York, Pennsylvania & Ohio ; three years general foreman
of the Cleveland & Pittsburgh division of the Pennsylvania
Company, and five years master mechanic of the Cleveland,
Columbus. Cincinnati & Indianapolis, now the Cleveland. Cin-
cinnati, Chicago & St. Louis. From 1888 to April, 1893. Mr.
Garstang was superintendent of motive power of the Chesapeake
& Ohio, and in the latter year became superintendent of motive
power of the Cleveland. Cincinnati. Chicago & St. Louis.

S. K. Dickerson. assistant superintendent of motive power
of the Lake Shore & Michigan Southern, has been appointed
superintendent of motive power of the Cleveland, Cincinnati.
Chicago & St. Louis, with headquarters at Indianapolis, Ind.
Mr. Dickerson was born Januarv- 16. 1859. at Prescott. Wis.,
and entered railway service in 1880. He was a machinist with
the Missouri, Kansas & Texas, at Parsons, Kan., to 1881 and

Garstang.

with the Pennssivania from 1881 to 1883 as machinist at Tyrone
and Altoona, Pa. From 1883 to 1894 he was machinist, gang
foreman and shop Toreman of the Norfolk & Western, at
Roanoke, Va., and from 1894 to January, 1900, was master
mechanic of the Radford division of that road at East Radford,
\^a., and general foreman at Roanoke, Va. From January to
May, 1900, he was master mechanic of the Toledo division of
the Lake Shore & Michigan Southern and from May, 1900, to
August, 1902. was, in addition, master mechanic of the Eastern
and Franklin divisions. In August, 1902, he was appointed
master mechanic of the same road at Collinwood, Ohio, and
in 1906, was appointed assistant superintendent of motive power,
the position he now leaves.

H. D. Jackson has been appointed general master mechanic
of the Alabama, Tennessee & Northern and the Tombigbee Val-
ley, with headquarters at Panola, .\la. He is also in charge of
the shop at Calvert, Ala.

D. E. Leary. formerly road foreman of engines and round-
house foreman of the Atchison, Topeka & Santa Fe.. at Fort
Madison, Iowa, has been appointed fuel inspector with head-
quarters at Amarillo, Texas.

George McCormick has been appointed assistant general man-
ager (mechanical) of the Galveston, Harrisburg & San .-\ntonio.
the Houston & Texas Central, the Houston East & West Texas,
the Houston & Shreveport and the Te.xas & New Orleans, and
superintendent of motive power and machinery of Morgan's
Louisiana and Texas Railroad and Steamship Company, and the
Louisiana & Western, with headquarters at Houston, Tex., suc-
ceeding J. W. Small, resigned.

H. W. RiDGWAY' has been appointed superintendent of motive
power and car department of the Colorado & Southern, with
office at Denver, Col., succeeding H. C. Van Buskirk, resigned on
account of ill health. Mr. Ridgway was born July 17, 1866, at
Delaware Water Gap, Pa. He was educated in the common
schools and began railway work in November, 1881, as machinist
apprentice with the Denver & Rio Grande. From May to De-
cember. 1887. he was successively journeyman and foreman of
the Mexico Central at Mexico City, and then for four years was
with the Denver & Rio Grande as a journeyman and gang fore-
man. He returned to the Mexico Central in 1893, and until 1901,
was foreman and master mechanic. In February of the latter
year he went to the El Paso & Northeastern as superintendent of
machinery, and from April, 1903, to February 1, 1904, he was
superintendent of the contract shop. He then became super-
intendent of shops of the Mexican Central at Aguascalientes,
Mex,. where he remained until December 1, 1905. On Janu-
ary 1, 1906, he was appointed master mechanic of the Colorado
& Southern and the Atchison. Topeka & Santa Fe at Denver,
Col., from which position he has been promoted to that of
superintendent of motive power and car department, as above
noted.

N. L. Smith AN has been appointed assistant superintendent
of motive power of the Missouri, Kansas & Texas of Texas,
with office at Dennison, Tex.

T. A. Su.MMERSKiLL has been appointed superintendent of
motive power of the Central Vermont, with headquarters at
St. Albans, Vt.

MASTER MECHANICS AND ROAD FOREMEN OF
ENGINES

W. E. Anderson, master mechanic of the Colorado & Southern
at Trinidad, Col., has been transferred to Denver, Col., as master
mechanic of the Colorado & Southern and the Atchison. Topeka
& Santa Fe. succeeding H. W. Ridgway. promoted.

Henry' Blake has been appointed road foreman of engines
of the Plains division of the .\tchison, Topeka & Santa Fe, with
headquarters at Amarillo, Texas.

164

AMERICAN ENGINEER.

Vol. 87, No. 3.

Fr.\nk Boyd has been appuinted road foreman of cqnipnient
of the Chicago Terminal division of tlie Rock Island lines, suc-
ceeding R. E. Wallace, promntcd.

F. T. Chase, whose appointment as master mechanic of the
Missouri, Kansas & Texas Railway of Texas, with headquarters
at Smithville, Tex., was announced in the February, 1913, issue of
the American Engineer, was born at Atlanta, Ga., August 25,
1862. He was educated in the common schools, and after serving
an apprenticeship as millwright and machinist, began railway
work in October, 1881, as a locomotive fireman on the Texas &
Pacific. From April, 1882, to September, 1887, he was engaged
in other business, on the latter date re-entering railway service
as a machinist for the Missouri, Kansas & Texas of Texas.
He was a locomotive engineer on that road for ten years from
August, 1889, and in August, 1900, be was appointed foreman
of machinery at Smithville, Tex., which position he held until
his appointment as master mechanic.

James Brattell Randall, whose appointment as master me-
chanic of the Louisville, Henderson & St. Louis, with head-
quarters at Cloverport, Ky., was announced in the January,
1913, issue of the Amer-
ican Engineer, was born
on January 8, 1861, at
Athens, Ohio. He re-
ceived a college educa-
tion, and on November
12, 1879, began railway
work with the Pitts-
burgh, Fort Wayne &
Chicago, now a part of
the Pennsylvania Sys-
tem, remaining w i t h
that road for five years
when he went to the In-
diana, Bloomington &
Western, now a part of
the Cleveland, Cincin-
nati, Chicago & St.
Louis. He was then
chief engineer of stations
for four years with the
Parkersburg Electric j, B, RandalL

Light & Power Com-
pany, and later for one year was in the service of the Newport
News & Mississippi Valley. On December 11, 1891, he became
an engineman on the Louisville, Henderson & St. Louis, and
on September 6, 1910, was promoted to the position of assistant
master mechanic, which position he held at the time of his recent
appointment as master mechanic of the same road, as above
noted.

Frank Covalt has been appointed road foreman of equipment
of the Oklahoma division of the Rock Island lines, succeeding
C. S. Yeaton, promoted.

J. M. Davis has been appointed master mechanic of the Colo-
rado & Southern at Trinidad, Col., succeeding W. A. Anderson,
transferred.

W. H. Evans has been appointed district master mechanic,
second district, British Columbia division of the Canadian Pacific,
with headquarters at Vancouver, B. C.

J. E. FiTZiMONS has been appointed master mechanic of the
Central Vermont, with headquarters at St. Albans, Vt.

H. L. Foster has been appointed road foreman of equipment
of the Arkansas division of the Rock Island lines, with head-
quarters at Argenta, Ark., succeeding S. T. Patterson, resigned.

O. M. Foster, division master mechanic of the Lake Shore &
Michigan Southern, at Elkhart, Ind., has been appointed master

mechanic, Lake Shore division, with oftice at Collinwood, Ohio,
succeeding Joseph Chidley, promoted.

M. D. Franey, assistant master mechanic of the Lake Shore
& Michigan Southern at Collinwood, Ohio, has been appointed
master mechanic of the same road at Elkhart, Ind., succeeding
O. I^I. P'oster, transferred.

T. L. French has been appointed road foreman of equipment
of the Kansas division of the Rock Island lines, with head-
quarters at Herington, Kan., succeeding F. Connolly, promoted

R. C. HvDE has been appointed master mechanic of the Loui-
siana division of the Chicago, Rock Island & Pacific, with head-
quarters at El Dorado, Ark., succeeding H. J. Osborne, re-
signed.

B. F. Kuhn, superintendent of shops of the Lake Shore &
Michigan Southern at Collinwood, Ohio, has been appointed
assistant division master mechanic at that point, succeeding
M. D. Franey, promoted.

C. T. McElvany has resigned as master mechanic of the Mis-
souri, Kansas & Te.xas of Texas, at Dennison, Tex.

R. Q. Prendergast has been appointed master mechanic of
the Cincinnati, Hamilton & Dayton, with headquarters at In-
dianapolis, Ind., succeeding \\'. G. Rose, resigned.

J. W. Records has been appointed master mechanic of the
Plains division of the Atchison, Topeka & Santa Fe, with head-
quarters at Amarillo, Tex,, succeeding C. J. Drury, resigned.

R. E. Wood has been appointed road foreman of equipment
of the Colorado division of the Rock Island lines, succeeding
J. L. Boyle, promoted.

CAR DEPARTMENT

J. L. Cupp has been appointed car foreman of the Rock Island
lines, at Waurika, Okla., succeeding E. A. DoUofT, resigned.

P. D. Galarneau, shop superintendent of the Artnour Car
Lines at St. Louis, Mo., has been transferred in that capacity to
Meridian, Miss., succeeding A. B. Chadwick, resigned. Mr. Galar-
neau will also have charge of the New Orleans, La., and Mobile,
Alabama, repair forces.

' J. C. RoWE has been appointed shop superintendent of the
Armour Car Lines, at South Omaha, Neb., succeeding C. H.
Ta^'lor, transferred,.

C. H. Taylor, shop superintendent of the .\rmour Car Lines
at South Omaha, Neb., has been transferred in that capacity to
St. Louis, Mo., succeeding P. D. Galarneau.

SHOP AND ENGINE HOUSE

J. Bruner has been appointed apprentice instructor of the
Atchison, Topeka & Santa Fe, at Newton, Kan.

P. I. Costella, division foreman of the Atchison, Topeka &
Santa Fe, at Las Vegas, N. M., has been appointed general
roundhouse foreman, with headquarters at Albuquerque, N. M.

A. F. D.wis has been appointed assistant roundhouse foreman
of the Rock Island lines, at Rock Island, 111., succeeding F. Maher,
transferred.

CoBURN Falkenstein has been appointed machine foreman of
the Atchison, Topeka & Santa Fe, at Winslow, Ariz.

T. F. Gaffney has been appointed division foreman of the
Wyoming district. Northern division, of the Colorado & South-
ern, with headquarters at Cheyenne, Wyo.

Martin J. Gunther, erecting foreman of the El Paso shops of
the El Paso & Southwestern, has been appointed acting general
foreman in place of Geo. Bruchlacher, granted leave of absence
on account of ill health.

March, 1913.

AMERICAN ENGINEER.

163

Earl G. Lowe has been appointed apprentice instructor of
the Atchison. Topeka & Santa Fe. at Topeka, Kan., succeeding
J. J. Heim.

George U. McElvv. general foreman boilermaker of the Erie,
has been appointed foreman boilermaker of the Seaboard Air
Line at Jacksonville, Fla.

Frank Molixe has been appointed roundhouse foreman of
the Atchison, Topeka & Santa Fe, at Gallup, N. M.

W. O. Morton has been appointed assistant roundhouse fore-
man of the Rock Island lines, at Burr Oak, 111., succeeding R.
Ostendorf, assigned to other duties.

L. C. Nver has been appointed general foreman, locomotive
department, of the Rock Island lines, at Cedar Rapids, Iowa,
succeeding C. J. Drury, resigned.

J. P. Peach has been appointed night roundhouse foreman
of the Atchison, Topeka & Santa Fe, at Shopton, Iowa.

Fred A. Studer has been appointed general foreman of the
Chicago & Eastern Illinois at Yards Center, near Chicago.

J. SuHL, roundhouse foreman of the Atchison, Topeka & Santa
Fe. at Las Vegas, X. M., has been appointed division foreman
at that point, succeeding P. I. Costella, promoted.

PURCHASING AND STOREKEEPING

Joseph J. Bennett has been appointed assistant purchasing
agent of the Illinois Central, with headquarters at Chicago.

George H. Jenkins has been appointed assistant to general
purchasing agent of the Grand Trunk, with office at Montreal.
Que.

T. J. Lowe has been appointed fuel agent of the Canadian
Northern and the Duluth. Winnipeg & Pacific, with headquarters
at Winnipeg, Man.

F. W. Mahl, assistant to director of maintenance and operation
of the Southern Pacific, has been appointed director of purchases
of that road and the Southern Pacific of Mexico, succeeding
W. V. S. Thorne, resigned.

H. W. Morris has been appointed purchasing agent of the
Wabash Pittsburgh Terminal and the West Side Belt Railroad
Company, with headquarters at Rook, Pa.

J. C. Snyder has been appointed assistant purchasing agent
of the New York Central & Hudson River, with headquarters
at Grand Central Terminal, New York.

The office of purchasing agent of the Texas & Pacific, here-
tofore held by C. Ludolph. has been abolished, and hereafter
matters pertaining to the purchasing department will be handled
through Vice-President Freeman's office at New Orleans, La.

Railroad Construction in the Philippines. — During the
fiscal year ended June 30, 1912, 65 miles of new line were
opened to traffic in the Philippine Islands, 33 miles were graded
and track was laid on 43 miles.

New Transandine Railw.w. — Engineers have now completed
the plans for the new Transandine Railway the Chilean govern-
ment intends to construct through the Maipo river valley, placing
Santiago in direct communication with Buenos Ayres, .\rgentina,
the journey taking only 30 hours.

Pure Drinking Water on Trains. — The Treasury Department
has issued an order to the effect that the drinking water on all
trains, cars and boats used in interstate commerce must be cer-
tified by state or municipal authorities as being incapable of con-
veying disease. Ice which is put into drinking water must be
taken from a safe source, duly certified, and must be washed
with water that is safe ; and must be handled so as to prevent
contamination. Water containers must be cleaned by scalding
at least once a week.

New Shops

.•\rmour Car Lines. — ^The shops at Meridian, Miss., arc be-
ing enlarged to accommodate a force of 300 men. The im-
provements include new tracks, machinery and buildings, and
the work of making the changes is in charge of P. D. Galarneau,
shop superintendent.

Atchison, Topeka & Santa Fe.— .\ temporary six-stall en-
gine house is to be constructed at San Angelo, Tex.

Boston & Maine. — A contract has been let for an addition
to the roundhouse at Springfield, Mass.

Canadian Pacific. — Appropriations for improvements include
the following: In Ontario, a 6-stall addition to the roundhouse
at Fort William; at Kenora, a 6-stall addition to the roundhouse;
in Manitoba, a 5-stall addition to the roundhouse at Minnedosa;
in Saskatchewan, :a 4-stall addition to the roundhouse at Areola;
in Alberta, a 6-stall addition to the roundhouse at Alyth; a 2-
stall addition to the roundhouse at Lacombe.

Chicago, Rock Island & Pacific. — This company is planning
to build new repair shops, a roundhouse and additional yards
on the east side of the city of Des Moines, Iowa.

Gulf, Colorado & S.\nta Fe. — This company has appropriated
$260,000 for shop and engine house improvements.

Houston & Shreveport. — A contract has been let for the con-
struction of a new roundhouse at Shreveport, La.

Michigan Central. — Extensive additions are being planned
to the shops at Jackson, Mich., including an addition 250
ft. long to the main shop building, a new blacksmith shop and
a new 30-stall roundhouse.

Missouri P.\cific. — A roundhouse and machine shop are to
be built at Joplin, Mo.

Missouri & North Ark.\ns.-\s. — Plans have been prepared
for machine shops at Eureka Springs, Ark , and Harrison, Ark.

N.^SHViLLE, Chattanooga & St. Louis. — This company is
building a machine shop at Paducah, Ky.

New Line for Brazil. — The government of the State of
Minas, Brazil, has signed a contract with Col. Jose Caetano
Pimentel for the construction and operation for SO years of a
railway to run from the Doce river, near the Bueno Brandao
colony, to Urucu station on the Bahia-Minas Railway.

New Line from Shanghai to Peking. — China has opened
her shortest cut from Shanghai, on the sea, to Peking. Early
in December through traffic was opened from Pukow, on the
Yangtse river (opposite Nanking) to Tientsin, and a journey
is now possible from Shanghai to Peking tin 40 hours as against
5 days by the previous shortest route. The only other line
from the Yangtse to Peking is that from Hankow, about 755
miles long. The newly opened line from Pukow to Tientsin
is 626 miles, and that that has to be added the 73 miles from
Tientsin to Peking and the 193 miles from Shanghai to Nan-
king, making the total rail distance from Shanghai to Peking
some 892 miles, which is broken only by the Yangtze river at
Nanking. The first through trains to run over the line from
Pukow to Tientsin left Tientsin and Pukow, respectively, on
December 4, and two trains per week are now running from
both places, leaving Pukow for Tientsin on Mondays and
Fridays at 9 a. m., and arriving at Tientsin on the following
days at 11 :07 a. m. ; and leaving Tientsin for Pukow on Wednes-
days and Saturdays at 1 p. m., and arriving at Pukow on the
following afternoons at 3:15 p. m. The trains are provided
with dining cars and comfortable sleeping cars, and passengers
may make the journey in comparative comfort.

166

AMERICAN ENGINEER.

Vol. 87, No. 3.

Olmstead.

Supply Trade Notes

The H. W. Johns-Manville Company, New York, has opened
a branch office in the Dooly block, Salt Lake City, Utah.

C. J. Olinstead, who has been assistant manager of the West-
inghouse Air Brake Company in the western district, has been
appointed western manager with headquarters at Chicago. Mr.
Olmstead was born in
Concord, Mich., and in
1890 entered the employ
of the Pullman Com-
pany at Chicago, as chief
clerk in the manufac-
turing and sales depart-
ment. He remained with
this company in various
capacities for several
years, leaving in April,
1905, as assistant to the
general manager, to be-
come associated with the
Westinghouse Air Brake
Company as commercial
representative iu the
western district. This
position he held until he
was promoted to the of-
fice of assistant western
manager with head-
quarters at Chicago, on

June 1, 1912, which position he has held until Iiis promotion to
the position of western manager.

F. H. Allison has been appointed general purchasing agent of
the American Vanadium Company and the Flannery Bolt
Company.

A. B. Chadwick, superintendent of the Armour Car Lines
shops, at Meridian, Miss., has resigned to become superintendent
of the Grip Nut Company's plant, at South Whitney, Ind.

W. G. Rose, master mechanic of the Cincinnati, Hamilton &
Dayton, at Indianapolis, Ind., has resigned to become mechanical
superintendent of the Procter & Gamble Company, Cincinnati,
Ohio.

John Hoffhine, for nine years assistant chemist of the Union
Pacific at Omaha, has accepted an appointment with the Amer-
ican Brake Shoe & Foundry Company, with headquarters at 30
Church street, New York.

William N. Thornburgh has been appointed general manager
of sales of the Standard Asphalt & Rubber Company, Chicago,
with jurisdiction over the water-proofing, engineering, mastic
floor and paving departments.

Frank N. Grigg, eastern representative of the Adams & West-
lake Company, Chicago, for the past ten years, has resigned to
become district manager of the Standard Heat & Ventilation
Company, Inc., New York, with office at Washington, D. C.

Nathan B. Payne, who has been associated with Manning,
Maxwell & Moore, Inc.. New York, for several years, has been
appointed manager of sales of the Davis-Bournonville Company,
manufacturers of oxy-acetylene welding and cutting apparatus,
90 West street, New York.

A new company, under the name of Littlefield, Fry &
McGough, has been incorporated with offices in the Monadnock
block, Chicago, to make electric welded joints, as licensees of
the Lorain Steel Company, The officers are Emmet M. Fry,
president and general manager ; S. P. McGough, vice-president,
and Arthur S. Littlefield, secretary and treasurer.

The O. M. Edwards Company, Syracuse. N. Y.. has been in-

corporated with $1,000,000 conininn stock and $250,000 seven per
cent, preferred stock to make among other things freight car
equipments, including padlocks, valves, etc. The officers are
as follows: President, O. M. Edwards; first vice-president, W. A.
Le Brun ; second vice-president and assistant manager, E. W.
Edwards ; and secretary-treasurer. J. J, Edwards.

H. M. Perry has accepted a position with Edwin S. Woods &
Co., Chicago, and will devote his energies to both the mechan-
ical and sales departments. Mr. Perry has had a wide experience
in car building, having been connected with the Flint & Pere
Marquette, the Atchison. Topeka & Santa Fe, and the Algoma
Central & Hudson Bay in the capacity of master car builder.
He was also connected with the Pullman Company about 1885
as general superintendent, and shortly thereafter with the United
States Rolling Stock Company in the same capacity ; and at a
later date with the ^ladison Car Coinpany as manager. Later
he devoted about three years to e-xpert investigation on brake
beams in service.

Leigh Best, vice-president of the .'\merican Locomotive Com-
pany, New York, in charge of finance, has been given full charge
of the automobile department of this company in addition to
his present duties. It is the purpose of the company to segre-
gate the automobile department from the locomotive department
so far as is practicable. Mr. Best was born at Chatham. N. Y.,
on November 4, 1867. He received a high school education and
in 1892 entered the legal department of the New York Central
Lines, with office in New York. Later he was made assistant
to the president, while S. R. Callaway was president. In June,
1901, Mr. Callaway resigned his position to become president of
the .American Locomotive Company and brought ^Ir. Best with
him as secretary of tliat company. Mr. Best retained that posi-
tion until June, 1904, when he w-as made third vice-president in
cliarge of financial, accounting, legal and corporate matters,
which position he still holds. In future Mr. Best will divide his
time between his present office at 30 Church street and his new
office at 1886 Broadway.

John Fritz, pioneer ironmaster and one of the first to introduce
the Bessemer process in this country, died at his home in Beth-
lehem, Pa., on Feliruary 13 at the age of 91. Mr. Fritz was born

in Chester county. Pa.,
on August 21, 1822. He
received his early edu-
cation in a country
school and became an
apprentice in a black-
smith shop in 1838. In
1844 he went to a mill
tor rolling bar iron at
Ciiatesville, Pa., still
serving as an appren-
lice. .After three months
be was made a mechanic,
and three months later
he was given charge of
the industry as iron-
master. In 1852 he was
associated with a brother
and two brothers-in-law
in the establishment of a
small foundry and ma-
chine shop at Catasan-
qua. and two years later
he assisted in the construction of the Cambria Iron Works at
Johnstown. In the same year he was made superintendent of
that company. In 1860 he was called upon to design the plant
of the Bethlehem Iron Company. He accepted, and when the
plant was completed he was made superintendent and engineer.
It was there that he helped perfect the Bessemer process, which
was introduced in 1864. He was one of the very first to recog-

John

March, 1913.

AMERICAN I'.XCIXI'.I'-.R

167

nizc its sifinilicaiKX', and a larKc measure of its siiccess is due to
him. In 1886 Mr. Fritx Imilt for tlie_ Bethlehem company a plant
for the manufacture of armor plate, which was the first plant
of its kind in this country. He introduced processes from Eng-
land and France for the manufacture of this product. He re-
signed his position as president of the Bethlehem Steel Company
in 1893 and retired from active business. Mr. I'Vitz was a vice-
president of the American Society of Mechanical Engineers
from 1882 to 1884, and was president in 1896. He had also been
president of the American Institute of Mining Engineers, and
was an honorary member of the American Society of Civil En-
gineers. In 1893 he was awarded the Bessemer medal by the
Iron and Steel Institute of England, and in the same year was
elected an honorary member of that institute, one of the great-
est honors an engineer can receive. His eightieth birthday was
celebrated by a dinner given in his honor at the Waldorf-Astoria.
New York, on which occasion the John Fritz gold medal for
achievement in educational sciences in this country was founded.
This medal is awarded annually by a committee of the American
Society of Civil Engineers, the American Society of Mechanical
Engineers, the American Institute of Mining Engineers and the
American Institute of Electrical Engineers. The first medal was
conferred upon John Fritz himself. Mr. Fritz understood thor-
oughly every branch of the iron and steel industry, and his great
value lay in his genius for organization, his ability to improve
upon methods and his capacity for handling men.

Another important addition has been made to the Westing-
house associated companies by the incorporation of the Locomotive
Stoker Company, which corporation will take over the patents,

good-will and all other
rights and interests, per-
taining to mechanical
stokers for locomotives,
heretofore owned by the
Westinghouse Air Brake
Company. This includes
the Street locomotive
stoker, which has been
so successfully developed
under the auspices of the
Westinghouse Air Brake
Company, by Clement F.
Street, who now be-
comes vice-president and
one of the directors of
the Locomotive Stoker
Company. The directors
of the company are : H.
H. Westinghouse, John
F. Miller, A. L. Hum-
phrey, W. S. Bartholo-
mew and Clement F.
Street. The officers of the company are as follows: W. S.
Bartholomew, president; A. L. Humphrey, vice-president;
Clement F. Street, vice-president ; F. L. Wassell, secretary ; P. W.
Lander, treasurer, and J. H. Eicher, auditor. The headquarters
of the company will be at Schenectady, N. Y., where the Street
stokers will be manufactured as heretofore. Additional manu-
facturing facilities have been provided to care for the rapidly
increasing demand. The New York office of the company is at
30 Church street, and the Chicago office, 827 Railway Exchange
building.

W. S. Bartholomew, recently elected president of the Loco-
motive Stoker Company, has been in the railway supply busi-
ness for over twenty-five years, having been for many years
western representative of the Adams & Westlake Company, and
later eastern manager of that company, with headquarters at
Philadelphia. He went with the Westinghouse Air Brake Com-
pany, as New England manager, in 1903, and became western
manager in 1905, which position he has held to date.

Bartholomew.

.A. L. llumphrey, who, in addition to his many other duties, be-
comes one of the vice-presidents of the Locomotive Stoker Com-
pany, is well known in ^ilway and railway supply circles, having

for ten years prior to
1888 been apprentice,
foreman and master me-
chanic on the Chicago,
Burlington & Quincy,
Union Pacific, Southern
Pacific and Atchison,
I'opeka & Santa Fe rail-
wa\s. From 1888 to 1903
he was superintendent of
motive power of the
Colorado Midland,
Cnlorado Southern and
Chicago & .Alton rail-
roads; 1903 to 1905,
western manager of the
Westinghouse Air Brake
Company, Chicago ; 1905
to 1909, general manager
of the Westinghouse Air
Brake Company, Pitts-
burgh, and from 1909 to
date vice-president and
general manager of the Westinghouse Air Brake Company, which
position he still holds.

Clement F. Street, vice-president of the Locomotive Stoker
Company was born near Salem, Ohio, and at the age of 18, after
attending college for one year, entered the works of the Buckeye

Engine Company as a
machinist's apprentice.
After three years he en-
tered the drawing office
of the same company.
The next two years were
spent in drawing office
work and in erecting
steam engines and boilers
on the road. For two
years after this he was
chief draftsman for the
Johnstown Company,

Johnstown, Pa., and for
the following four years,
chief draftsman in the
motive power depart-
ment of the Chicago &
St. Paul Railway with
oflice at Milwaukee, Wis.
In 1892 he resigned this
position to go to the
Railzcay and Engineering
Review, Chicago, as mechanical editor, with which publication
he remained for seven years, both as mechanical editor and
manager. One year of this time, however, was spent in a trip
around the world in the interest of the Field Columbian Museum.
Me left the Railway and Engineering Review to go to the Dayton
Malleable Iron Company and spent nine years in designing and
selling railway supplies for this company, for the Wellman,
Seaver, Morgan Company, Cleveland, Ohio, and for the West-
inghouse Electric & Manufacturing Company, Pittsburgh, Pa.
In 1907 he conceived his general idea of the locomotive stoker
and arranged with the Westinghouse Air Brake Company to
supply the necessary funds for developing it. Since that time
he has devoted his entire time and energy to the perfection of the
device, and during the past year has conducted a regular business
of making and selling these stokers under the firm name of
Clement F. Street, Inc., Schenectady, N. Y.

Clement F. Street.

AMERICAN ENGINEER.

Vol. 87, No. 3.

Catalogs

B.'VBBiTT Met.al.— The Magnolia Metal Company, 113 Bank
street, New York, have issued a booklet which they call "Mag-
nolia Talking Points," and which contains information concern-
ing babbitt metal.

Push Button Control. — The General Electric Company,
Schenectady, N. Y., has issued bulletin A-4070, describing the
electrically operated remote control switch. This switch is
especially adapted for controlling group drives in shops where
it is desired to have instantaneous stops in various parts of the
shop.

Electric App.\r.\tus. — A small catalog from the Sprague
Electric Works of the General Electric Co., New York, illus-
trates and briefly describes some of the specialties manufactured
at that plant. These include principally electrical equipments for
buildings, such as generators, gasolene-electric generating sets,
switchboards, motors, electric fans, lamps, etc.

Pipe Unions. — A leaflet from the Jefiferson Union Company,
Lexington, Mass., demonstrates, by means of illustrations and
brief description, the advantages of the Jefferson unions. These
unions are so constructed that a wrench of any width of face
can be used and the threads are so placed that there is no
danger of their being injured by the wrench. The pipe threads
are made with a taper tap.

Graphite Products. — A catalog of 104 pages devoted ex-
clusively to Dixon graphite products is being issued by the
Jos. Dixon Crucible Company, Jersey City, N. J. The catalog is
most complete, is thoroughly illustrated and includes a price
list. It covers crucibles in capacities from a few ounces to one
thousand pounds, lubricating graphites of all kinds, graphite
paints, graphite specialties, pencils and erasers.

Pneumatic Tools. — Bulletin No. 124 from the Chicago Pneu-
matic Tool Company, Fisher Building, Chicago, is devoted to
pneumatic riveting, chipping and calking hammers. These are
shown in a full range of sizes and capacities, and tables are
included giving the specifications of each tool. An extract from
an article by G. H. Hays on the care of pneumatic hammers is
included. Bulletin No. 130 from the same company gives in-
structions on the lubrication of pneumatic tools.

Tool Steels and Manufacturing Costs. — A booklet is being
issued by the Firth-Sterling Company, McKeesport, Pa., for the
purpose of presenting and proving the statement that if a tool
steel will increase the output of a machine one per cent., an in-
creased cost of 50 per cent, in the price of the tool steel is
justified. It is stated in this argument that one-sixth of a
pound of high speed steel is used on an average 20 in. lathe each
day. This is based on work such that the tool requires grind-
ing five or six times a day.

Shape Book. — The Illinois Steel Company, Chicago, III., has
issued a leather bound book on structural shapes. The book
is very thoroughly illustrated with detailed drawings of the
various shapes and devices, containing the regular standard
structural beams, as well as agricultural beams, concrete re-
enforcement bars, pipe bands, miscellaneous mill shapes, rails,
etc. In the back of the book there are tables containing the
weights of different sizes of flat rolled steel, wire gages, areas
and circumferences of circles, etc.

Threading Machinery. — Catalog No. 21 from the Landis
Machine Company, Inc., Waynesboro, Pa., contains 79 pages,
and illustrates bolt threading, pipe and nipple threading, bolt
pointing and nut tapping machinery, screw cutting, die heads
and special threading machines. These are shown in a full
assortment of sizes, and each is accompanied by a table of
specifications and a list of the equipment furnished. The cata-

log opens with a discussion of the features of the Landis die

as compared with those of other threading tools; the reasons

for its development and the success it has attained in actual
practice.

Mikados for the Chesapeake & Ohio. — Bulletin No. 1012
from the American Locomotive Company, New York, gives
the results that have been obtained in service with the Mikado
locomotives built for the Chesapeake & Ohio. It is shown
that these engines save 14 per cent, of the coal on a ton-mile
basis as compared with consolidations. The dynamometer
record from a test with a train of 7,590 tons is shown, and
the capacity of the engine on various grades is given in one
of the tables. These locomotives are of special interest, from
the fact that their success led to a number of later and equally
successful designs which are now in service on other roads.

Spark Arrester. — Burton W. Mudge & Company, Chicago,
111., have issued a four-page leaflet illustrating and describing
the Mudge-Slater spark arrester or locomotive box front end.
as it is sometimes called. This device was developed on the
Chicago & North Western, for the elimination of spark throwing
from locomotives. It takes the place of all of the usual front
end nettings and baffle plates ; it is much more simple in its
construction, and is much easier maintained. It forms a seal
between the front end and the stack, permitting only those cinders
that will pass through the meshes of the netting to escape. It
is installed on a large number of locomotives, and has not only
proved to be an efficient spark arrester, but also a fuel economizer.
It is especially desirable for locomotives traversing wooded
territories.

Reversing Motors. — Bulletin No. A-4081 from the General
Electric Company, Schenectady, N. Y., gives a discussion of the
advantages of, as well as a description of the apparatus required
in connection w-ith the use of reversing motors on planers and
slotters. This type of reversing motor application was illus-
trated on page 46 of the January issue of this journal. The bul-
letin, however", gives more extensive illustrations and a more
complete description of the details. Bulletin A-4085 from the
same company is devoted to a complete description of battery
charging motor-generator sets intended for use in connection
with charging storage batteries.

Ball Bearings on Machine Tools. — Reducing the friction of
a bearing not only reduces the loss of power and the amount of
lubricant required, but what is even of more importance in the
case of a machine tool, it reduces the wear. Ball bearings largely
reduce friction and, when they themselves do not cause an added
source of trouble, the attendant advantages are very desirable.
As an example of what can be accomplished with their use on a
lathe there is quoted in a recent catalog from the Hess-Bright
Manufacturing Company, Front street and Erie avenue, Philadel-
phia, Pa., the case of a 14-in. Lodge & Shipley lathe used in regu-
lar daily service, which was equipped with ball bearings on the
spindle in 1905. This machine was put to work on alloy steel
of great toughness and after six years' use examination showed
the bearings to be in perfect condition and the lathe to have an
error of only .0008 in. These bearings had received no attention
during this time and were oiled but once a year. This catalog
also discusses the use of bearings for various parts of different
machine tools and illustrates suggested arrangements of the ball
races in the diff'erent applications.

Liquor on P.\ssenger Trains. — The legislature of Indiana
has passed a law making it illegal for any person to drink in-
toxicating liquors on a passenger train or car, steam or elec-
tric, except in case of actual sickness of the person using the
stimulant, and excepting also drinks taken in cars regularly
licensed to sell intoxicating liquors. The penalty for violation
of this law is from $5 to $25.

April, 1913.

AMERICAN. ENGINEER.

169

Engineer

"The Railway Mechanical Monthly"
(Including the Railway Age Gazelle "Shop Edition.")

ruDLISHCD ON THE FiRST TlIURSnAY OI-' EVERY MoNTir, tiV Tin;

sim.monsboardjMan publishing company.

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CllKWGO: Transportation BIdg. CLEVELAND: Ciliztn's Hl.lg.

LONDON: Queen Anne's Chambers, Westminster.

KnwARD A. Si.MMoNs, President ]Ie.\ry Lee, Secretary.

L. B. Sher»ian, Vice-President. A. E. Hooven, Business Manager.

The address of the company is the address of the officers.

UoY \". Wrigmt, Editor. R. E. Thayer. .4ssociate Editor.

K. A. AvERiLL, Managing Editor. A. C. Loudon, .4ssociate Editor.

George L. Fowler, .■issociate Editor.

.Subscriptions, including the eight daily editions of the Railway Age
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VTE GUAKANTEE. that of this issue 5,760 copies were printed: that of
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provided for counter and news companies' sales; that the total copies printed
this year to date were 20,176 — an average of 5,044 a month.

Volume 87,

April, 1913.

Number 4.

CONTENTS

EDITORIALS:

Supplies that Cost Nothing? 169

Improving Valve Gears 169

Work of the Firemen 169

Car Department Competition 170

Decreasing Shop Operating Costs 170

Locomotive Connecting Rods 170

Another Locomotive Testing Plant 171

New Books 172

COMMUNICATIONS:

Handling Sand on Locomotives 173

Turning Driving Wheel Tires 173

Exhibits Open in the Evening. 173

Moving Pictures in Railway Educational Work 174

GENERAL:

Locomotive Connecting Rods 175

Chrome-Vanadium Steel Wheels 181

Transmission of Electric Power 182

Superior European Roundhouse Facilities \%S

Effect of Pigments on the Constants of Linseed Oil 1 89

Standardization of the Myriawatt 190

Baltic Type Locomotive 190

SHOP PRACTICE:

Smith Shop Tools 191

Pneumatic Hammer for Boiler Shops 191

Turning Four-Bar Crosshead Wrist Pins 192

Shop Improvements at Burnside, 111 1 93

A Link Grinding Machine 198

Repairing Locomotive Driving Boxes 199

CAR DEPARTMENT:

Car Department Notes 203

Removing Flat Spots from Car Wheels 204

Growing Cost of Freight Car Repairs 205

Fifty-Ton Low Side Gondola 207

Steel Underframe Car for the Reading 211

Illumination of Postal Cars 212

NEW DEVICES:

Locomotive Valve Gear Driven from the Crosshead 215

Rumsey Freight Car Door 216

Heavy Milling Machine 217

Postal Car Lighting Fixtures 218

Removing Scale from Arch Tubes 219

Non-Kinking .\\r and Steam Hose 219

Prest-O-Welder 220

Steel Box Car Ladder 220

NEWS DEPARTMENT:

Notes 221

Meetings and Conventions 221

Personals 222

New Shops 224

Supply Trade Notes 224

„ i- T-. . "Wf are not interested in fuel cconuiny ;

Supplies I hat , , , , .

you know our coal does not cost anything.

The company owns the mines." How well
Nothing ? this statement, recently made by a railroad

iilTiccr. reijrcseiits the state of mind that exists with many
nl'ticers and a large number of employees in regard to the value
of railway supplies. The machinist thinks, "It makes no dif-
ference if I ruin this reamer or milling cutter, they are made
here in the tool room and do not cost the road anything."
The car repair man says, "Why should I bother to pick up those
good bolts, our bolt department turns out thousands of them
every day." The fireman cares nothing about overloading the
tender and putting a half ton of coal on the ground; the coal
chute men are there anyway and it will not cost anything to
the railroad for picking it up. And so it goes on. A coal
shovel, a pint of valve oil, a monkey wrench or a jack are
valuable and must be taken care of, but a steel bar pounding
an ash pan until it leaks, or the burning up of a long 1^ in. drill
is of no importance, as they are made at the shops and do not
cost anything (?).

, . _, In an attetupt to correct an undoubted.

Improving ^

but generally believed to be a minor fault

of the ordinary types of locomotive valve
^^^■■s gears, which results from the change in

the relative positions of the main driving axle and the cylinders,
a designer on the Chicago, Peoria & St. Louis has very mate-
rially increased a much more serious difficulty by practically
doubling the weight of the gear. This design is illustrated and
described in this issue, and it will be seen that in the effort
to obtain a rigidly supported source of motion for an ordinary
Walschaert gear, a number of very heavy parts have been added.
The advisability of attempting any great refinement in the steam
distribution of a locomotive is doubtful, especially where the
ordinary reverse lever is employed. The conditions of opera-
tion are so constantly varying that in order to obtain the benefit
of a thoroughly accurate valve gear giving an ideal steam dis-
tribution, it is necessary to make frequent small adjustments
in the location of the point of cut-off. The full advantage of
a refinement of this kind is entirely impossible with a reverse
lever, and it is doubtful if it would actually be made even with
a screw reverse gear. The experience of valve gear manufac-
turers and designers of locomotives has always led to the same
conclusion, i. c, extreme accuracy in valve events or in steam
distribution is not possible or even advisable. The successful
valve gears have been those which presented a simplicity of
arrangement, a low cost of maintenance and ease of inspection.
On the other hand, a reduction in the weight of a valve gear
is of decided importance. It is quite probable that when the
design throughout is refined as it will be in the future, and
advantage is taken of the high quality materials that are avail-
able, even the present valve gears will seem large and cumber-
some. Any effort toward increasing the weight of the valve
gear without an undoubted corresponding advantage is a move
in the wrong direction.

Work
of the

At one of the sessions of the Arbitration
Board which is hearing arguments in con-
nection with the demand of the locomotive
Firemen firemen for increased wages, D. F. Craw-

ford, general superintendent of motive power of the Pennsyl-
vania Lines West, presented some interesting statistics based on
actual observation of the amount of time spent by a fireman in
manual labor. These observations covered a large number of
trips, including both stoker and non-stoker locomotives running
on various divisions of the Pennsylvania Railroad. The average
for non-stoker locomotives weighing over 200,000 lbs. shows that
the fireman is actually engaged in supplying coal to the firebox
about IS per cent, of the total time of the trip. He is shaking
the grates, hooking the fire or shoveling down coal about 5 per

170

AMERICAN ENGINEER.

Vol. 87, No. 4.

-cent, of the time (this feature varies considerable on different
runs), is engaged in other manual labor about 6 per cent, of the
time and is idle, so far as performing manual labor is concerned,
about 71 per cent of the time. On a stoker locomotive weighing
over 200.000 lbs. he is engaged in supplying coal to the firebo.x
with a shovel about 2 per cent.' of the time, shaking grates, hook-
ing fire, etc., about S per cent, of the time, performing other
manual labor about 2 per cent., and is idle about 91 per cent, of
the time. At the same time Mr. Crawford presented some statis-
tics in connection with the increase in weight, tractive effort and
coal consumption of locomotives. This was based on information
from 40 railways. It shows that during the past three years the
tractive effort has increased on an average of less than 7 per
cent., the weight on drivers slightly over 7 per cent, and the coal
consumed per locomotive mile 3.2 per cent. The wages of the
firemen have increased 6 per cent, in the same length of time.
For a twelve-year period from 1900 to 1912 these statistics show
that on freight locomotives, the tractive eft'ort has increased on
an average of 52 per cent., the weight on drivers 46i4 per cent.,
pounds of coal consumed per locomotive mile 47 per cent., while
the wages have increased 59 per cent.

votes for the second place ; Messrs. Fentress and Alden each
received one vote for the second place.

P Eight papers were submitted in the car de-

partment competition which closed Febru-
Department ^^^ ^- j^^^^ ^^^^^^ ^^^ ;„ jypg_ 5^^ jj^^j

Competition t),g judges might not be prejudiced in any

way against those which were sent in in longhand and were not
as easy to read as if typewritten, and were forwarded to nine
judges, including five car department officers and four mechan-
ical engineers who are noted because of the car designs which
they have developed. The papers were numbered and each judge
was requested to advise which number, in his opinion, should
receive first prize, and which the second. The first prize of $50
was awarded to F. F. Gaines, superintendent of motive power
of the Central of Georgia, for his article on "The Growing Cost
of Freight Car Maintenance and the Remedy," which appears
elsewhere in this issue. The second prize was awarded to L. W.
Wallace, assistant professor of car and locomotive design at
Purdue University, for an article describing the method of de-
signing a steel gondola car. An article by R. W. Schulze, gen-
eral foreman car department of the Gulf, Colorado & Santa Fe
at Cleburne, Tex., pushed Prof. Wallace's article hard for the
second place. All of the articles possess merit and all have been
accepted for publication, and checks are being mailed to the au-
thors. The other competitors, with the titles of their papers, are
as follows : C. L. Alden, foreman car repairs. New York Cen-
tral & Hudson River, West Albany, N. Y., on Freight Car
Troubles ; Frank J. Borer, department foreman. Central of New
Jersey. Elizabethport, N. J., on Defective .■\pplications of Brake
Apparatus; C. L. Bundy, general foreman, Delaware, Lacka-
wanna & Western, Kingsland, N. J., on Freight Car Design ; H. S.
Fentress, foreman car department, Norfolk Southern, Berkley,
Va., on Box Car Construction as Viewed by a Repairer ; and
H. E. Parsons. Berwick, Pa., on Tank Car Design.

The judges were F. W. Brazier, superintendent rolling stock
of the New York Central & Hudson River; J. M. Borrowdale,
superintendent car department of the Illinois Central ; R. W.
Burnett, general master car builder of the Canadian Pacific; J. C.
Fritts, master car builder of the Delaware, Lackawanna & West-
ern; J. H. Gimpel, general foreman car department of the Frisco
Lines ; W. F. Keisel, Jr.. assistant mechanical engineer of the
Pennsylvania ; John A. Pilcher, mechanical engineer of the Nor-
folk & W-estern ; W. P. Richardson, Tnechanical engineer of the
Pittsburgh & Lake Erie; and C. A; Seley, mechanical engineer
of the Rock Island Lines.

Six of the judges awarded the first prize to Mr. Gaines, one
to Mr. Wallace, one to Mr. Alden, and one to Mr. Bundy. In
addition to receiving one vote for the first place. Mr. ^^"allace
received four for the second place; Mr. Schulze received three

Decreasing Shop "''" excellent example of what may be
done economically to reduce the operating
pera ing costs of old shops is shown in the

^°*'* changes that have been made at the Burn-

side shops of the Illinois Central, a description of which
is given in another part of this issue. In this case a number of
stationary engines were distributed throughout the plant to pro-
vide power for the various shops. These were supplied with
Steam from a main boiler plant, necessitating long steam lines,
and also required high class labor for their operation. In cold
weather it was found impossible to meet the steam demands
with the boiler equipment at hand, and as a result several loco-
motives were pressed into service which provided the steam at
a very high cost. By careful study and investigation it was
found that it would be cheaper to discontinue the use of the
individual engines, have one main engine room for the generation
of electricity, and to generally electrify the shops. The results
clearly show how money may be saved by bringing a plant up to
date. The boiler plant has been rearranged so that a saving of
about 50 per cent, in its operating cost has been effected, and by
the addition of generators and some 150 to 175 motors the total
cost of operation has been reduced, so that it will pay an annual
return on the money invested to make these changes.

In many cases the very word "electrify" carries with it the
feeling of additional costs for seemingly luxurious means of
shop operation, but it has been proved in cases of this kind that
the added expenditure is money well invested. This phase of
shop operation should be carefully considered where unsatisfac-
tory results are being obtained in the shop operation, for if
carefully considered, and as carefully applied, there would be
no more remunerative returns than this class of betterment
work. There is no other method of power so susceptible of be-
ing expanded as the electrified shop, and there certainly is no
more convenient service, especially where both the alternating
and direct current are available. It is generally acknowledged
that these two classes of power are quite essential, and in many
cases where one only is directly provided it has been found
expedient to install a motor generator set to provide the other.

The installation of low pressure turbines to use the exhaust
steam from the main engines was adopted after a careful study
of the possibilities of the economy in heating the plant with ex-
haust steam as against low pressure steam. The work is a
credit to the mechanical department of the Illinois Central and
bespeaks the value of maintaining a sub-department under the
control of a competent shop engineer who devotes his whole time
to the important problem of shop operation.

, ,. The breaking of a locomotive main or

Locomotive . , . . .

side rod is an infrequent occurrence, but
nnec ing when it does occur the accident usually

•^•"^s happens when the locomotive is in motion

and most generally at high speeds. The fact that there are not
more accidents of this kind speaks well for the ability of the
designers, particularly those of the locomotive builders, for it
is there that most of the rods are designed. A committee of the
Master Mechanics' Association presented an excellent and quite
complete report on the subject of main and side rods at the 1911
and 1912 conventions, which included a number of formulas,
among them being those used at the Baldwin Locomotive \\'orks,
In this issue H. A. F. Campbell, who is largely responsible for
the development of the standards of the Baldwin Locomotive
Works in this particular, presents a complete explanation and
discussion of these formulas and includes many tables, some of
which give results of experiments that have not been heretofore
published, while others are constants and ratios that will be
found verv convenient.

April, 1913.

AMERICAN ENGINEER.

171

When rods do break it is very frequently found that the fault
lies not witli the design but with the material. Most American
railways use open hearth steel having an ultimate tensile strength
of 80,000 lbs. per sq. in. and the maximum working stress allowed
should not be greater than 10,000 lbs. per sq. in. It has been
found that even under the most rigid inspection, flaws in the
steel will sometimes remain undetected and the rod will eventually
break although the design was correct in every particular. This
is especially true with I-section rods which are milled from a
solid bar. In some cases return has been made to the rectangular
section because of this difficulty while in others the rod is being
forged to the I-section. Alloy steels, particularly those containing
vanadium, are now also being used to some extent. It is evident
that even after the rod is designed and has a size and shape that
is properly suited for the conditions, its strength is by no means
assured and the kind of material, methods of manufacture and
ability of the inspectors need an equal or greater attention.

The question is frequently asked, "Why are main and side rods
on European locomotives so much lighter than those on American
locomotives?" Mr. Campbell presents data which shows that they
actually are not lighter when the amount of work as performed
by each rod is considered. Many of the European locomotives
are of the four cylinder type and most of them have very short
rods. This, taken in connection with the cross section selected
by most of the foreign designers, makes the rods look decidedly
lighter, but actually they are not, when compared on the basis
of pounds of load carried to each pound of rod.

Another
Locomotive

It would be impossible to estimate the
value of the results to the railroads of

the world, that have come from the loco-
Testing Plant motive testing plants at Purdue University,
the St. Louis World's Fair and at Altoona. A scientific in-
vestigation of many features of design or operation of a loco-
motive is largely dependent upon results of tests that can be
made only on a testing plant. Road tests are of great im-
portance and give results wjiich cannot be obtained by a test-
ing plant, but, on the other hand, the testing plant furnishes
data that cannot be reliably procured from any kind of a road
test. It is only on the testing plant that all the conditions can
be controlled so as to obtain reliable information on the effect
of varying a single condition. The value of testing plant work
is particularly evident in connection with the investigation of
all questions relating to boiler and firebox performance and the
action of steam in the cylinders.

A new and much larger locomotive testing plant will be put
in operation at the University of Illinois during the current
month. Its general arrangement and prominent features were
described by Prof. E. C. Schmidt in a paper presented at the
March meeting of the Western Railway Club. This plant
will be decidedly larger than any in existence and is arranged
to permit the testing of articulated locomotives of the largest
size. The dynamometer will permit measuring draw-bar pulls
up to 125.000 lbs., and the bed plate of the plant is of sufficient
length to allow the installing of the largest locomotive now in
use. It thus appears that it will soon be possible to obtain re-
liable information on some of the problems peculiar to the
articulated type of locomotive of large size, concerning which
there is now considerable doubt. In a general way the new
testing plant is very similar to the one owned by the Pennsyl-
vania Railroad and the one at Purdue University. The carry-
ing wheels and their supports have the same general arrange-
ment and provision has been made for the use of two diam-
eters of supporting wheels, a feature of considerable importance
for a plant that is expected to make tests at both high and low
speeds. The Alden friction brake used on all of these plants
for absorbing the power does not operate satisfactorily at very
low speeds, while on the other hand difficulty may be incurred
with the bearings and with the control of the water pressure on
the brakes at very high speeds. In the new plant supporting

wheels either 52 in. or 12 in. in diameter may be used. At a
speed of the locomotive drivers corresponding to 10 miles an
hour the smaller wheels will have a speed of about 65 revolu-
tions a minute. The larger wheels will have a speed of about
420 revolutions a minute at a locomotive speed corresponding
to 90 miles an hour.

The dynamometer is of the same general type, but of much
larger capacity than the one at Purdue, and employs the graph-
ical recording of the pressure of oil in a closed chamber for
obtaining the record of the draw-bar pull. This differs from
the Pennsylvania dynamometer, which does not employ a liquid
medium, but is arranged to give a pen movement of 8 in. from
the maximum draw-bar movement of .04 in. by a system of
levers and the torsion of a steel rod. It has a maximum
capacity of 80,000 lbs. pull.

There has never been an entirely satisfactory method evolved
for procuring accurate information as to the amount of fuel
lost through the locomotive stack in the form of sparks and
cinders. At Altoona various plans and arrangements have been
tried, resulting finally in the building of an inclosed superstruc-
ture on top of the testing plant inclosure and providing vents
for the gradual escape of smoke and gases at such points that
there would be no direct draft to carry away the lighter cinders.
This method, while it gave fairly accurate returns, has not
been altogether satisfactory. Arrangements for collecting the
cinders and gases from a certain known proportion of the stack
area by means of an apparatus which could be swung to diiTer-
ent positions on top of the stack has also been employed by Dr.
Goss, but was not considered suitable for the testing plant.
Therefore in the new plant a new and somewhat elaborate
arrangement has been installed for collecting the solid matter
in the exhaust. In view of the fact that the testing plant is
located in close proximity to other university buildings at
Urbana. it was desirable to have a stack of sufficient height
to prevent the fumes from being offensive to the immediate
neighborhood, and for this purpose it was determined to have
it at least 80 ft. high. This requirement offered a solution for
the spark collecting problem, and the plant as built has a
separator at the base of a brick stack 8 ft. in diameter and 81
ft. high located at the rear of the laboratory. The steam and
gases as discharged from the locomotive pass through a steel
elbow which carries them up and over to the center of the
building, where they are received in a horizontal duct of large
size running through the center of the roof trusses. A suction
fan at the end of this duct in the rear of the building draws
the gases through it and discharges them through another flue
to the separator in the base of the stack. This separator re-
quires the incoming gases to assume a circular movement and
to pass downward around an internal sleeve and then upward
through the sleeve to the top of the stack. It is probable that
most of the heavier cinders will be deposited in the horizontal
duct, and traps are provided for removing them. The lighter
ones passing through the fan will be thrown outward against
the walls of the separating chamber by the circular movement
of the gas stream and will fall to the hopper at the bottom,
where they may be drawn off and weighed. The fan has a
runner 6 ft. in diameter, and at maximum speed will pass
140.000 cu. ft. of gas a minute. The elbow from the horizontal
duct to the locomotive stack is of steel, and it is expected that
it will need frequent renewal. The other parts of the system,
with the exception of the fan, are made of an asbestos board
which will resist corrosion. A reinforced concrete reservoir of
100.000 gal. capacit}'. will be built, and the water for the brakes
will be drawn from this and returned to it so that none of it
will be wasted with the exception of that used for feed water
for the locomotive. It is not the plan of the University to own
a locomotive for use on this testing plant. The facilities will be
available for use in testing new designs or arrangements, and it
is expected that the railways and locomotive builders will fur-
nish the locomotives to be tested.

172

AMERICAN ENGINEER.

Vol. 87, No. 4.

NEW BOOKS

COMM UNICATIONS

H'unn Genrin^. By Hugh Kerr Thomas. Bound in cloth, 86 pages, 6 in.
.\ 9 in. Illustrated. Published by the McGraw-Hill Book Co., 239
West 39 street, New York. Price $1.50.

The literature on the subject of worm gearing is extremely
meager, and it is believed that in this book, for the first time,
this comparatively little understood branch of applied me-
chanics is exhaustively treated. A complete analysis of the
principles of design is given, and throughout the subject is
handled in an analytical and practical manner, diagrams, curves
and formula being extensively used. The application of worm
gearing as a differential driving gear on automobiles and for
reduction gears in connection with steam turbines on ships is
given special attention.

HANDLING SAND ON LOCOMOTIVES

Clwracteristics and Liiintatiom of the Scries Transformer. By H. R. Wood-
row and A. R. Anderson. Bulletin No. 61 from the Engineering
Experiment Station, Urbana, 111. Bound in paper. Illustrated, 45
pages, 6 in. X 9 in. Published by the University of Illinois, W. F. M.
Goss, Director of the Engineering Experiment Station, Urbana, 111.
Copies free.

In determining the action of electric circuits of high voltage,
or of heavy current, it is often desirable to connect instru-
ments in a circuit which is arranged to carry a current bearing
a known ratio to the current of the main circuit. These con-
ditions are made by the use of a series or "current" trans-
former and this bulletin presents the results of a theoretical
study of such transformers, and sets forth the conditions affect-
ing the ratio of secondary to primary current and the phase
angle between them. It demonstrates the inadequacy of the
series transformer, especially when constructed with an iron
core, for the recording of transient phenomena.

Practical Locomotive Operating. By Clarence Roberts, Assistant Road
Foreman of Engines, Pennsylvania Railroad, and Russell M. Smith,
Air Brake Instructor, Pennsylvania Railroad. Bound in cloth, 292.
pages, 6 in. x 8;^ in. 92 illustrations and 5 inserts. Published by
J. B. Lippincott Company, Philadelphia, Pa. Price %2.

This book is intended for the use of locomotive engineers and
firemen, its specialty being the running, firing and care of loco-
motives in service. No attempt has been made to go into the
questions of design and shop repairs, and where formulas are
used they are given as briefly as possible, without any involved
mathematics. No attempt has been made to describe the air
brake system or its operation, the authors leaving that subject
to those books which are devoted entirely to it, and no descrip-
tion of appliances which are in experimental use only, is in-
cluded in the book.

Part one deals with horse power, tractive effort, train re-
sistance and locomotive efficiency. Part two takes up the sys-
tems of locomotive classification most in use and gives illus-
trations of prevailing types, with tables of dimensions and
characteristics. Part three is devoted to useful notes and tables,
and deals briefly with such subjects as physics, mechanics and
chemistry. Part four considers steam and its properties, satu-
rated and superheated. Part five deals with boilers and related
devices while part six covers the subject of lubrication. Part
seven takes up cylinders, valves and valve gears. Part eight
deals with the running and firing of locomotives, part nine with
disorders and breakdowns, and part ten with parts and appli-
ances, such as injectors, lubricators, etc. Part eleven is de-
voted to qualifications and responsibilities and deals with oper-
ating conditions, selection of engineers and firemen, etc., and
concludes with a series of questions on the locomotive. Part
twelve gives a summary of the federal laws pertaining to loco-
motives. The law pertaining to boilers is dealt with in eight
pages, and the more important requirements of the safety ap-
pliance law are given. The book is well printed and the illus-
trations clear.

Yeadon, Pa., December 27, 1912.
To THE Editor of the American Engineer :

In traveling over some of the leading railway lines of the
East, the writer has been somewhat unfavorably impressed with
the evident lack of proper care on the part of those whose duty
it is to supply sand to the sandboxes of locomotives. In nu-
merous instances quantities of sand which had been spilled in
filling were allowed to remain on top of the boiler casing and
on the running boards, from which points the vibration of the
engine naturally caused it to silt downwards into the guides,
valve gears, and beyond a doubt even into the axle boxes, espe-
cially those of the forward drivers and the truck; while the
winds of nature, uniting with those caused by the swift motion
of the engine itself, blew portions of it into the mechanism of
passing engines.

It inight be pertinent to ask whether even a very small portion
of sand so out of place does not frequently cause unneces-
sary cutting of machinery and consequent earlier call for repair
than would be the case from the unavoidable injuries from dust
arising from the permanent way or cinders falling from the loco-
motives ; or it might be a question whether the additional time
consumed by the laborers in using greater care in filling sand,
and the additional time lost by the engines from service while
such care was being observed, would amount to more than the
cost of repairs resulting from the present practice.

In one or two instances noted, one that of a passenger loco-
motive, the lids of the sandboxes were also rnissing, thus afford-
ing easy ingress to rain, or to water which might pass out with
the exhaust in case a boiler was allowed to become too full, or
evidenced a slight tendency to foam: and this entrance of water
would of course result in packed sand, with probable delay of
trains in consequence.

The position of the sandboxes in English practice has always
appealed to me. both from the standpoint of convenience in han-
dling and from the aesthetic, as its absence from the top of the
boiler greatly improves the appearance of the engine and also
dispenses with one obstacle to the engineman's clear view of
the line. With the present large boilers the English position
would certainly be an aid to those supplying the boxes with
sand in many ways, even though two bo.xes must necessarily
be attended to on each engine.

Of course I know that the position on the top of the boiler
is largely favored on the continent of Europe, and one might
say exclusively by locomotive builders of the United States,
chiefly I believe, because of a claim that the sand becomes
moister in the boxes placed under the running boards, and conse-
quently gives trouble from packing, but travel over most of the
leading lines of the British Isles has failed to show me trouble
on those roads from this cause, hence it may be inferred that
when such trouble does arise it is possibly in a great measure
owing to quality of sand used and to imperfect drying.

During 1861 the Pennsylvania Railroad Company had six
freight locomotives, four passenger and several tank engines,
fitted with sandboxes under the running boards and retained
them in that position for four or five years ; and again in 1881
commenced to use the same position for the sandboxes of its
famous Class K engines, afterward known as D6 in the new
classification, and after that time all passenger locomotives built
by the company except a few known as class D2a (old B.A),
were built with sandboxes under the running boards until 1892,
at which time there w'ere several hundred engines so equipped
in service on the main and subsidiary lines. After 1892 the top
of the boiler was chosen as the company's standard position and
as the engines came in for repairs the underhung sandboxes
were removed and single ones placed on the tops of the boilers.

April, 1913.

AMERICAN ENGINEER.

173

In the early 70s. some one at the .Mtoona shops fitted a freight
locomotive with lour small steam pipes leading to the front and
rear of the drivers on each side of tlie engine, and so arranged
them that a jet of steam could be blown directly under tlie wheels
instead of sand when greater adhesion was desired. This de-
vice worked quite well, but objection w'as made to it on the
ground that the moisture of the steam left the rails in a con-
dition which caused following engines to slip unnecessarily, and
after ([uite a prolonged trial the device was taken off.

Numerous illustrations made from photographs still in exist-
ence of engines built from the designs of Mr. Milholland for the
Philadelphia & Reading during the "fifties" show- these engines
equipped with sandboxes under the running boards, and this
position must still have been in use on that road as late as 1866,
as an experimental engine built at Lancaster in the latter part
of 1866 for the Pennsylvania was constructed in every par-
ticular from Reading drawings, and has its sandboxes under the
running boards.

In 1874 the Pennsylvania arranged one of its 4-6-0 Baldwin
freight engines as a "condensing" tank engine for street serv-
ice in Pittsburgh, Pa., and sent it out without sandboxes as it
was believed that its great weight (for those days) of 94,600 lbs.,
caused by the super-imposed tank, would give it sufficient ad-
hesion under any condition of rail, "but the sequel soon proved
the fallacy of the idea, and sandboxes to be hung under the
running boards were prepared under a rush order.

C. H. C.\RUTHERS

TURNING DRIVING WHEEL TIRES

Chi«g.i, III., March 7, 1913.

To THE Editor of the American Engineer :

Here is a report of a driving wheel tire turning test which
was performed at Chicago shops of the Chicago & North West-
ern, February 25. 1913. under the supervision of John Murrin,
superintendent of shops. This test was undertaken to ascertain
the number of pairs of wheels it was possible to do in one nine-
hour day, taking the wlieels as they came, on one machine. It
will be found to compare favorably with the one published in
the February issue of the American Engineer on page 62.

year on Monday evening, June 16. If it is found that advantage
is taken of the opportunity this year (as the expressions of our
correspondence clearly indicate it will be) it is planned to ex-
tend the practice to include several evenings at the 1914 con-
ventions. — Editor. ]

I am very strongly in favor of the plan. Many times I have
wandered around by myself at night at the pier looking over the
exhibits, without the aid of light or anyone to explain them
to me, and I feel sure that there are a number of others who are
in the same predicament as myself; that is, we have so many
meetings in the day time that we have little or no time left to
go over the exhibits. — Superintendent of Motive Power.

I doubt whether the exhibits would be of more value to me
if kept open during the evening. — Assistant Mechanical Engineer.

I heartily approve of the suggestion as I find that in the lim-
ited time frequently allowed at the convention, not sufficient time
has been found during the day to make as careful examination of
exhibits as desired. — Mechanical Engineer.

I think it might be desirable to give the matter a trial, if it is
entirely agreeable to the exhibitors. — General Superintendent of
Motive Power.

I am of the opinion that possibly it would be advisable to have
the exhibits open on two evenings. — Superintendent of Rolling
Stock.

I am of the opinion that it would be a good thing to have
the exhibits open possibly for two nights during each conven-
tion. — Superintendent of Motive Power.

The suggestion appeals to me personally. I have always felt
that there was not sufficient opportunity to make an examination
of exhibits commensurate with the e.xpense the people went to
in having them placed. — General Superintendent of Motii'e
PoKer.

I favor the idea of keeping the exhibits on the pier open for
a part of the evenings during the conventions. — General Super-
intendent of Motive Power.

I think a large number of railroad men would avail them-
selves of the opportunity to examine exhibits during the evening,
and it seems to me that this plan would be worthy' of a trial —
Mechanical Engineer.

My experience has been, that it is impossible for me to go over

Diameter wheel, finished, in 61

Diameter wheel, rough, in 61 -^

Floor to chuck, minutes 9

Turning, minutes 28

Machine to floor, minutes 4

Total time, floor to floor, minutes 41

Cutting speeds, ft. per minute \ ,„*°

6IH 61^

62/2

5
62^

14 to IS to 15 to 14 to

15 to 15 to

60 J4

59^

eoyi

15 to 15 to 15 to 15

S97A
60 J4

The feed was H in. per revolution. Fifteen wheels were turned
in 8 hrs. 28 mins. The average cutting time for each pair of
wheels is 24.33 min., and from floor to floor 33.86 min. The
quickest time for a single pair of wheels was 25 min. The test
was made on a 90 in. heavj'-duty Niles-Bement-Pond wheel
lathe driven by a 50 h. p., d. c. General Electric motor.

E. H. Morey,

Shop Demonstrator, Chicago & North Western.

EXHIBITS OPEN IN THE EVENING

[Following the receipt of the letter from "Railroader," which
was published on page 116 of the March issue, we addressed a
communication to a small, selected list of railway and supply
men who have been regular attendants at the Atlantic City
conventions for a number of years, asking their opinion of the
proposed plan. Practically all repHed and a large majority were
strongly in favor of having the exhibits held open at least part
of the evenings during the convention. Extracts from a number
of the answers received are given below. As we go to press,
announcement is made that the exhibits will be held open this

the full lines of exhibits under the present plan, but it does not

seem to me that evening sessions would help very much. — Super-
visor Motive Po'wer and Macliinery.

I am not thoroughly convinced that if the exhibits were open
in the evening, they would be very largely attended, but
believe it would be worth trying out for this year. — Assistant
General Superintendent Motive Power.

I believe it is the proper thing to do, but it will be somewhat
of a hardship on the exhibitors. — Assistant Sut<erintendcnt Mo-
tive Power and Machinery.

I think it is a good idea to keep the exhibits open at least
every other evening during the convention. — Master Mechanic.

Such action would also tend to keep the convention people
more together on the pier in the evening, and for one I should
like to see it tried. — General Mechanical Superintendent.

Personally, I should like very much to see the exhibits open
during the evening, as I find there are a number of them I have
to pass over quickly. — Superintendent of Motive Power and Roll-
ing Stock.

I believe that having the exhibits held open during the evenings
would result not onlv advantageouslv to the manufacturers, but

174

AMERICAN ENGINEER.

Vol. 87, No. 4.

to the members of the association. — Assistant General Manager.

In the writer's opinion it would be advisable to have the e.x-
hibits open for one evening during each convention. — Engineer of
Tests.

I believe it would be beneficial to both the railroad men and
supply men to hold the exhibits open to inspection during the
evenings. Personally I should be very glad to take advantage
of this opportunity, as I have found in the past that my time
during the afternoon has been very limited, and while I have
started off systematically to take in the exhibits, I have found it
impossible to cover them as I should like to, because of the lim-
ited time at my disposal. — Mechanical Engineer.

I would, no doubt, avail myself one or two evenings of the
advantage of having the exhibits open at night, and I believe
that for those who come down but for a short time, this
would be a desirable change. However, for the person who goes
yearly to the convention and spends a week at Atlantic City, I
do not see that this is necessary, as the new things which come
up from year to year are very few and a great many of the
exhibits represent the same thing every year. — Engineer of Tests.

I see no object in holding the exhibits open in the evening at
the convention, and furthermore I do not see that members
can be criticized if they devote the evening to relaxation. I
consider it absolutely absurd to discuss tlie advisability of
avoiding any period of relaxation at these conventions, while
the enormous waste of time in spreading a convention of this
kind over two weeks in place of one is neglected. — Assistant to
Vice-President.

I am in favor of having the exhibits accessible during the
evening, and one or more representatives of the exhibitors in
attendance to meet those attending the convention who care
to visit the exhibit during the evening. I do not believe it
advisable to have the machinery in operation. If the exhibits
are open during the evening I think the general public should
not be admitted. — Exhibitor.

We think it would be a good policy to have the exhibits open
in the evenings, especially on a minor scale, so that people who
do not have an opportunity at other times could see them. —
Machine Tool Manufacturer.

I have often wondered that there was not more made of the
exhibits at night, as the people could stand around and chat
just as well at the exhibits as they do in the big hotels. —
Mechanical Engineer.

It should be remembered that in many cases, these affairs
are the only vacations that master car builders, master me-
chanics and superintendents of motive power get, and if they
cannot be trusted to attend the conventions and conduct them-
selves in a manner which will uphold the dignity of them-
selves, their positions, and the companies they represent, they
should be kept at home, rather than be herded together on the
pier in the evening, and at such other times as they may not
be actually engaged in discussing subjects which the writer has
had served up to him broiled for breakfast, warmed over for
lunch, and cold for dinner for about a quarter of a century.
Any master mechanic or master car builder who performs his
duties in the manner expected of him is kept down to his
work very closely for nearly every day in the year, and a
little recreation once in a while will not be injurious to him,
but will be of much benefit to the company that employs him,
and personally, I believe that efforts should be directed toward
discouraging well meaning but unwise people from offering
what I consider nothing more or less than an insult to the
body of men in charge of the mechanical departments of the
railroads in this country, whose standard of excellence, dig-
nity and honesty are as high as those of any other railroad offi-
cial organization in existence. — Sufterintcndcnt of Motive Power.

I believe this is a good suggestion and we shall be glad
to do our share of whatever is necessary to carry it out. —
President of Large Supply Company.

I believe it will be an excellent idea if it can be arranged

one evening during each convention, — Representative of Regu-
lar Exhibitor.

MOVING PICTURES IN RAILWAY EDUCATIONAL
WORK

Savannah, Ga., March 4, 1913.

To THE Editor of the American Engineer:

I have noted with interest the article in the February issue of
the American Engineer on the subject of "Moving Pictures in
Railway Educational Work," and believe that your readers will
be interested in knowing what the Central of Georgia's educa-
tional bureau is doing along this line.

The moving pictures referred to in the February number were
taken on the Centra! of Georgia, under the direct supervision oi
D. C. Buell, of the Union Pacific, who is also chief of our educa-
tional bureau ; and these pictures are therefore of particular in-
terest to our employees, because of their strictly local character.
The majority of our locomotive firemen are negroes, and a large
percentage of them are not well enough educated to benefit by
our educational courses. In order that these negro firemen may
also receive benefits from our educational work, we adopted the
plan of "showing" them the proper and improper methods of
doing their work. It was with this as the prime object in view
that the moving pictures were made. However, it has developed
that these pictures are interesting and instructive to the white
firemen, and also to the engineers. At one of our lectures at
Macon, Ga., one of our oldest engineers remarked after the lec-
ture that he had learned how to fire — that he never knew before.
Several of the engineers and firemen have attended these lectures
from three to five times, although there was no change in the
lectures.

In addition to the moving pictures showing proper and im-
proper methods of firing locomotives, we have gone a little fur-
ther and included a lecture on train rules, and one on lost and
damaged freight. We have selected the most important train
rules ; at least, the rules which have caused the men and the com-
pany the most trouble, and while the lecturer is talking about
any particular rule, the rule itself is projected on the screen.
We had lantern slides made of several photographs taken to
show violations of certain rules and dangerous practices of
trainmen. For instance, a photograph was shown of a blue flag
properly placed to protect car men ; one of a flagman who had
failed to carry out Rule 99; another of a brakeman asleep at the
switch; another showing a man riding on a brake wheel; and
other photographs showing cars being kicked over road cross-
ings ; a man riding a brakebeam ; kicking a coupler with the foot ;
adjusting the lock pin with the fingers; and last, but not least,
a specially designed slide showing ALWAYS SAFETY FIRST.

We find that most of the trainmen are anxious to have these
rules explained to them, and we believe that the method we have
adopted has enabled us not only to reach a larger number, but
to hold the interest and create a more lasting impression than we
could have done with the ordinary lecture, or with any instruc-
tion matter we could have furnished.

Our lecture on lost and damaged freight was for the benefit
of the agency forces and the local freight crews and the yard
men. We had pictures showing the actual condition in which
freight was received at destination, clearly indicating that it had
been either improperly loaded or roughly handled by the train
crew, sometimes both. These photographs were actual photo-
graphs taken by certain of our agents who had previously been
furnished with kodaks for the purpose.

We have just completed a tour of the system, stopping only
at the principal terminal points, and have lectured to 1,200 em-
ployees, including about 800 in train service, 200 in agencies, and
200 classified as miscellaneous. We have had comparatively little
difficulty in getting the men to attend the lectures.

D. C. Boy,

Assistant Chief Educational Bureau.

Locomotive Connecting Rods

Formulas and Constants Used by The Baldwin
Locomotive Works Presented and Discussed

BY H. A. F. CAMPBELL.

The Master Mechanics' Committee of 1910 and 1911 on con-
necting rods, presented to the association an admirable and
very complete report, that included the methods used by many
railroads and some of the locomotive builders. The author
proposes here to supplement that report by presenting more
fully the standard method of figuring sizes and shapes of con-
necting rods used by the Baldwin Locomotive Works.

The loads and the resultant stresses on a set of connecting
rods are many and varied. Possibly no two engineers would
agree exactly on what loads to consider, much less on what their
magnitude might be. The following formulas and tables are
presented in their simplest form and can be easily understood
and used. Furthermore they have been applied to the design
of many connecting rods now running in the United States and
foreign countries.

MAIN RODS.

(1) Rod as a strut in compression (locomotive just starting).

Length L

Least radius of gyratii
= 8,000 lbs. per sq. in.

(Between 100 and 160.)

P = Load on main rod. (See Table I below.)
A = Least area of any section of the rod in the length L.
1- = Radius of gyration. (For rectangular sections see Tabic VIII.)'

8,000 lbs. per sq. in. = safe allowable working strength as a
strut when L -^ r is between 100 and 160 (see Table II giving
the tests on full sized rods made by Prof. Lanza at the Massa-
chusetts Institute of Technology).

Table I — Load P on Main Rods.

2 cyl. simple Area cyl. X full boiler pres. (See Table IV.)

4 cyl. balanced comp. \ P'S** P''"- ^°^^' = ^''<==' ^}^'^ P''^^- <=>■,'• X 5^ ''<'!!«■■ Pr",
( Low pres. rods, = area low pres. cyl X Yz boiler pres.

Mallet compo

J High p:
' ( Low pres.
.3 cWt
C =

area high pres. cyl. X C.
area low pres. cyl. X Ci.
rs) X dia. drivers

(See Table V.)

2 cyl. cross conip...*\ri

(Diam.

H. P

cyl.) =

str

oke

.3 (Wt.

n drivers) X

dia

. d

ivers

(Diam.

L. P.

cyl.) =

str

Dice

low pres

cyl.

X K.

.3 (Wt. on driv

ers) X

dia

. dt

ivers

(Diam. L. P. cyl.)= X stroke

(See Table V.)

(2) Rod as a beam loaded uniformly by centrifugal force
and compression or tension due to piston load (locomotive
traveling at high speed).

.28 A V= 1= C P

Fiber stress per sq. in. =; f -|- fi = ■ -(-

16grR A

Fiber stress per sq. in. f + fi not to exceed 10,000 lbs. per sq.

Table II — Connecting Rod Tests (Full Size Rods). mass.\chusetts institute of technology.

Series I Section Tests Made in 1904.— Full-sized I Rods.

St radius

Tensile Strer

gth.

Compressive Strength.

Lea

Elastic

Elongatio.1

Ultimate Working stre

Length,

Ultimate.

limit.

in 8 in.

fiber stress. factor of 4

center to center. gyration.

Lbs. per

Per Cent.

Lbs. per Lbs. per

sq. m.

sq. in.

sq. in. sq. in.

89 Ji in.

8939

80,280

37,730

25.8

38,700 9,700

98ft in.

8939

78,830

45,650

20.8

40,600 10.150

107^ in.

8939

77,840

43,900

20.4

39,300 9,825

111^ in.

8939

79,270

47,560

22.3

35,400 8,850

116A in.

8939

79,250

45,820

39,300 9,850

120H in.

8939

81,660

49,440

24.1

39,300 9,850

125i4 in.

8939

79,690

39,590

24.4

38,000 9,520

134A in.

8939

78,650

39,470

21.0

37,400 9,300

Constant section
length variec

Series II Section Tests Made in 1906. — Full-sized I Rods.

Tens

le Strength.

Compressive

Strength.

Ultimate

Working

Length,

Elastic

Klc

ngatior

fiber

strength.

Rod.

—

center

Ultimate.

limit.

nSin.

stress.

factor 4.

to center

Lbs. per

Per Cent

Lbs. per

sq. in.

1 b...

129.6 in

127^4 in
rZTii in

69,290

26.310

29,410

7.353

5',^ in.

6 5/16

2 b...

. 130.1 in

72,140

24,340

25.8

26.420

6,605

5 7/32 in.

6^^ in.

3 b...

. 129.6 in

127JJ in
I27« in

72.500

27.380

28.2

31,600

7,900

5 31/32 in

7/8 in.

4 b...

129.4 in

68,170

25,720

30.2

26,400

6,600

5 31/32 in

7!-^ in.

5 b...

. 130.4 in

127^ in

74,740

30.500

25.4

32,390

8,097

5 31/32 in

7 5/32

6 b...

. 129.4 in

inVi in

75,600

26,750

24.6

28,750

7,190

6 7/32 in.

7 15/16

7/16 in.

11/16 in.

13/32 in

11/16 in.

Yi in.

11/16 in.

5/16 in.

11/16 in.

y* in.

11/16 in.

5/16 in.

11/16 in.

Series II Section Tests Made in 1906. — Full-sized I Rods.

Length
of span.

132^

133 in
Ul'A

134 in
136.8
142"^

1221^
96.5

Elastic Elongation Rupture.

Ultimate. limit. in 5 in. Lbs.

Lbs. per Lbs. per Per Cent, per sq. ir
sq. in. sq. in.

.... 44,120

76.000 31.110 22.4 49,990

67,970 25,750 28.6 44,180

65,420 32,190 29.0 41,210

75.250 28.160 22.6 41,440

30,000 25.2 45,130

in 8 in.

90,550 41.620 15.6 86,670

175

176

AMERICAN ENGINEER.

Vol. 87, No. 4.

in. at a speed equal to the diameter of the drivers in inches.
k_ ^L

^— '*" -X

"'*' Secfion /l-B.

5
Maxinnini wliip action at a section — L from the crosshead

9
pin — section -AB

A = .\rea of section A B in square inches.

V = Linear velocity of the crank pin in feet per second.

(If the speed is taken as, "diameter speed," i. e., if a 62 in.
diameter driver, 62 miles an hour; 84 in. diameter driver, 84
miles an hour, etc., then V = 1.466 X stroke in inches [see
Table XI] j.

1 = Length of rod center to center in inches,
g ^ Gravity = 32.16.

r = Radius of the crank in feet. (See Table^ XL)
R = Resistance of section A B about a.xis X X.
C = Per cent, of full boiler pres. due to speed and cut off and the effect

of various heating surfaces. (See Diagram IIL)
P = Area of piston times the full boiler pressure. (See Table IV.)

A
For — of rectangular sections see Table X.
R

I /Irea 9. 6
">i 3fyk I.

-± I I

Mill or plane out a constant width h and taper the flanges.
The section shown in style 2 is preferred to style 1 for main
rods. Flanges less than J4 >"■ thick should not be used.

SIDE RODS.

(1) The rod as a strut in compression.

The loading on each side rod, to be used for the ma.ximum
compression loads on the rods, and the loads on the rod stubs
and strength of side rod wrist pins are given in per cent, of the
main rod load, P in Diagram VI.

These resultant loads can only be obtained at starting, and
include a factor for shock, due to worn pins and brasses, un-
even tramming of the rods, uneven alinement of the wheels,
slipping of one wheel and transferring its load to another and
catching the wheels on sand when slipping. These forces are
hard to determine, and have been included in one general fac-
tor. This same loading on the side rods would be obtained if

a factor of adhesion of about .4 were used. This may seem high,
but experience has shown that this loading on side rods in
conjunction with the method of figuring the strength as given

i^Fii/f Boiler Pressure

f or,

^ 80

5==^

.. jJ

t ^

k ■'-

^\\\\ ^

3 -

\\\ \ V

V\\

\ \

Sli^

J so

S'^

\ \

s \

" 1

■ —

■

k, '~

■^

k..^

' —

— ;

_j^

r 10

:=r:

■^^

■ — 1

— =

10 ZO 30 40 SO 60 70 80

Speed in Mifes /fe/- Hour.

Diagram III — Mean Effective Pressure in the Cylinders.

here does not give a greater margin of safety than is necessary.
The least sectional area of the rod is first tested as a strut
(locomotive starting).

(a) If the rod section is I use a working strength of 8,0(X)

L
ll)s. per sq. in. when — is between 100 and 160.
r

(b) If the section is rectangular the working strength is taken

Table V — Piston

Loads for Low Pressu
Pressures, Pounds.

-. 60
18,850
20,782
22,808
24,929
27,143
29,400
31,900
34,400
36.950
39,600
42,400
45,300
48,300
51.300
54,500
57,700
61,000
64.500
68,100
71,700
75,500
79,200
83.100

70
21,991
24,245
26,609
29,083
31,667
34,300
37,200
40,150
43,100
46,200
49,500
52,800
56,300
59,860
63,550
67,350
71,240
75,300
79,400
83,600
87,900
92,400
97,000

75
23,600
26,000
28,500
31,120
33,900
36,800
39.800
43,000
46,200
49,500
53,000
56,600
60.300
64,100
68,100
72,200
76,300
80,700

■85,100
89.500
94.200
99,000

104,000

25,133
27,709
30,411
33,238
36,191
39.200
42,500
45,900
49,300
52,800
56,600
60,400
64,300
68,400
72,700
77,000
81,400
86,000
90,700
95,500
100,500
105,600
111.000

85
26,700
29,400
32,300
35,300
38,400
41,650
45,100
48,600
52,300
56,100
60,100
64,200
68,300
72,700
77,200
81,800
86,500
91,400
96,400
101,500
107,000
112,000
117,500

90
28,274
31,173
34,212
37,393
40,715
44,100
47,800
51,600
55,400
59,400
63.600
68,000
72,400
77,000
81,700
86.600
91,600
96,800
102,000
107,500
113,000
118,500
125,000

29,850
32,800
36,100
39,400
42,900
46,500
50.400
54,400
58,500
62,700
67,200
71,700
76,400
81,200
86,200
91,400
96.700
102,500
108,000
113,500
119,500
125,500
132.500

100
31,416
34,636
38,013
41,548
45,239
49,090
53,090
57,300
61,600
66,000
70,700
75,500
80,400
85,500
90,800
96,200
101,790
107,500
113,400
119,500
125,600
132,000
138,500

Table IV — Piston Loads (P).

AREA OF CYLINDER X FULL BOILER PRESSURE.

Boiler Pressure, Pounds.

of
Cylinder.

130

140
2,749
3,958
5,>387
7,036
8,905
10,995
13,304
15,834
18,582
21,552
24,739
28,148
31,777
35,626
39,694
43,981
48,490
53,218
58,167
63,335

150
2.945
4,240
5,772
7,539
9,541
11,781
14,254
16.965
19,909
23,091
26,506
30,159
34.047
38,170
42,529
47,124
51.954
57,019
62,322
67,858

160
3,142
4,523
6,157
8,042
10,178
12,566
15,205
18,096
21,237
24,630
28,274
32,170
36,317
40.715
45,365
50,266
55,418
60,821
66,477
72,382

170
3,338
4,806
6,542
8,544
10,813
13,352
16,155
19,277
22,564
26,170
30,040
34,180
38,587
43,259
48,200
53,407
58,881
64,622
70,632
76,906

180
3,534
5,089
6,926
9,047
11,450
14.137
17,105
20.358
23,891
27,709
31,807
36,191
40,856
45,804
51,035
56,549
62,345
68,423
74.786
81,430

185

3,630

5,240

7,120

9,300

11,770

14.520

17,570

20,900

24,600

28,500

32,700

37,200

42,000

47,000

52,300

58,100

64.000

70,300

76,900

83.700

90,800

98.200

106,000

114,000

122,100

130,800

190

3,731

5,372

7,311

9,549

13.086

14,992

18,055

21,489

25,218

29,248

33,574

38.201

43,126

48,349

53,870

59,690

65,808

72,224

78,941

85,954

93,200

101,000

108,600

117,000

125,500

134,300

200

3,927

5,655

7,696

10,053

12,722

15,708

19,005

22,620

26,545

30,788

35,341 ■

40,212

45,396

50,894

56,706

62,832

69,272

76.026

83,096

90,478

98,100

106,200

114,600

123,200

132,100

141,400

205

4,020

5,800

7,900

10,300

13,040

16,100

19,470

23,100

27,270

31,600

36,200

41,200

46,500

52,100

58,000

64,400

70.900

77,900

85,200

92,800

100,600

108,800

117,400

126,200

135,400

145,000

210

4,123

5,938

8,082

10,556

13,358

16,493

19,957

23,751

27,874

32,327

37,110

42,223

47,666

53,339

59,541

65,974

72,736

79,828

87,250

95,002

103,000

115,000

120,600

129,300

139,000

148,400

220
4,330

6,221

5,002

8,467

8 in .

6 534

9 in

8 269

10 in

10,210

11 in

12,354

14,703

17,255

20,012

15 in

22,972

16 in

26,138

17 in

29,507

33.081

36,859

20 in

40,841

21 in

45,027

22 in

49.414

91,405
99,526
108,000

58,811

25 in

26 in

126,000
135,500
145,200
155,000

30 in

ArRiL, 1913.

AMERICAN ENGINEER.

177

from Table VIII. (Based on tests made by the Pencoyd Iron
Works.)

Next test the rods as a beam loaded uniformly by centrifugal
force and compression or tension due to the piston load
(Diagram \ll).

I'lbcr stress per square inch := f = fi —

8 g r R A

f + fi should not exceed 10,000 lbs. per sq. in. at "diameter
speed."

I'or side rods over 90 in. center to center use an I section.

When C is 13 in. in diameter and over increase h to T as
shown above.

-S/y/c /\h.Z. ytrsa 7.Z-5

The many and various stresses will be withstood better
by the section shown as style 2, than by that desig-
nated as style 1.

Don't use flanges less than 54 in. thick.

WRIST PINS AND CROSSHEAD PINS.

The sizes of wrist and crosshead pins are fixed by the
amount of wearing surface necessary, and by the limits of the
fiber stresses produced by the loads on the rods.

80% P

70%P

60°/oP

30% P

ioO°/oP 90%P eo°/^P SO%P 80%P 80%P

Diagram VI — Loading of Side Rods for Strength of Rods and Stubs. Locomotive Developing its iVIaximum Tractive Effort

1. — Diameter of the Pin for Strength.

SO%P

at Starting.

When C is less than 13 in. in diameter make the rod section
style as given below.

The following rules are important and should be carefully
followed :

h shall be at least J^ H : better % H.
Use large radii as shown.

P = Load on the main rod. (See Tables I, IV, V.)
Pi = Load on the side rods. (See Table VI.)
L = Distance as shown.

R 1= Resistance of the pin for bending at D, pin wor
Table XII.)
Assume no support from side rods for calculations (
f 1= Allowable working fiber stress;

= 18,000 lbs. per sq. in. for open-hearth steel;

'A in. (See
I the main pin.

SO%cP

33% cP

6e°/ocP

ZS%cP SO'/ocP ' ZS%cP ' ZO%cP 40%cP 40%cP SO%cP

Diagram VII — Loading of Side Rods Due to Reduced Main Rod Load C P (Diagram III). Locomotive Travelling at High Speed.

If possible have no side sets in the rods. = '5,000 lbs. per sq. in. for wrought iron;

Use the style of jaws as shown.

= 15,000 lbs. per sq.
PX L

Keep the overhang, L, as short as possible. I^

Unless the side rods are over 90 in. center to center use 2. — Size of Pins for Wearing Pressure. — The wearmg surface

a rectangular section deep and thin. and size are based on a load P as given in Table I.

178

AMERICAN ENGINEER.

Vol. 87, No. 4.

Wearing pressure per sq. in. strap stubs with keys = 1,600
to 1.800 lbs.

Wearing pressure per sq. in. solid end stubs, no key = 1,000
to 1,200 lbs.

Table \"III — Kectangc

Compression.

(Tests made by Pencoyd Iron Works.)

100
110
120
130

Working
comp. strength.
Pounds
per sq. in.
21,900
15,400
13,500
12,600
11,700
10,800
10,000

9.260

8,550

8,070

7,590

7,000

Factor of

safety of

ult. strength.

190
200
210
220
230
240

Working

jmp. strength.

Pounds

per sq. in.

6,410

5,950

5,500

4,980

4,460

3,960

3,580

3,180

2,880

2,640

2,410

Factor of

safety of

ult. strength.

Table IX — Radius of Gyration

Rectangular Sections in Terms of

Least
side.
Vz
H
A
H
H

Radius of
gyration.
.1443
.1805
.1625
.198
.217
.234
.253
.270
.289
.307
.325

Radius of

gyration.

.343

.415
.433
.451
.470
.487

Radius of
gyration.
.542
.560
.578
.596
.614
.632
.650
.668
.686

Radius of
gyration.
.740
.758
.776
.795
812
831

Table X — Rectangular Rods in Motion.

Resistance of Sectii

2'4

2'A

2J4

3'A

R
3.000
2.666
2.400
2.181
2.000
1.846

3 'A

A'A
A'A

1.714
1.600
1.500
1.411
1.333

SVa

1.143
1.091
1.043

6K'
6H

1.000
0.96
0.925

-Value of V-, 16 g r, 8
at a Velocity Equa

16gr
214.4
257.3
300.1
343.0
385.0
428.7
471.7
514.5
535.9

215.0

309.5

421.3

550.3

696.7

869.4

1,040.0

1,238.0

1,343.0

107.2
128.6
150.0
171.5
197.5
214.3
235.8
257.2
267.9

FOR Different Length of
o "Diameter Speed."
Stroke.

In. 16 gr V=

546.6

25/,.
26...
27...

557.1
578.8
600.0
621.5
643.2
664.2
686.0
7J8.9

1,400.0
1,453.0
1,567.0
1,685.0
1,808.0
1,934.0
2.066.0
2,201.0
2.485.0

289.4
300.0
310.7
321.6

Table XII — Moment of Rest:

>JCE OF Circular Sections
Diam.

2'A.
2H.

Moment.
.. .1917
. . .2552
.. .3313
. . .4213
. . .5262
. . .6472
. . .7854
. . .9423
..1.1182
..1.3152
..1.534
..1.7758
..2.0417
..2.3333
..2.6507
..2.9962

354. .
3H--
3'A..
3H--
3H--
3%..
4 ..
4'/i..

Moment.
..3.3702
..3.7742
..4.2093
..4.6765
..5.1772
..5.7124
..6.2832
..6.8924
..7.5365
..8.2212
..8.9463
..9.7126
.10.512
.11.375
.12.272
.13.215

Moment.
...14.206
...15.247
...16.334
...17.474
...18.664
...19,908
...21.206
...22.559
...23.968
...25.436
...26.962
,...28.547
,...30.194

31.902

33.764

. . . .35.510

■J'A.
734.

S'A.
8H.

Moment.
..37.412
..39.381
..41.418
..43.523
..45.699
..47.947
..50.266
..52.659
..55.127
..57.671
..60.292
..62.991

iVi 65.770

SVs 68.629

9 71.569

Wearing pressure per sq. in. crosshead stubs and knuckles ^
4,500 to S.SOO lbs.

The wearing surface is the projected area of the brass.

STR.\P STUBS.

For wrought steel straps :

Working stress, direct tension ^ 10,000 lbs. per sq. in.

Table XIII — Proportions of P Used on the Different Pins.

Class of Engine

2 Coupled

3 Coupled

4 Coupled

5 Coupled

Main
Pin.

/jP
HP
^P

End

Knuckle

Pins.

V, P

'A H

.7P

M P

.6P

.5P

Working stress, direct tension through keyways = 8,000 lbs.
per sq. in.

Working stress, bending =^ 14,000 lbs. per sq. in. (main rods).

Table XIV — Carrying Capacity of Wrought Steel Bolts in She.\r

AT 9,000 Lbs. per Sq. In.

2 in. Doulile Shear. 3 in. Double Shear.

Bolts,
'A-

Strength.

7,070 lbs.

11,040 lbs.

15,900 lbs.

21.600 lbs.

28,300 lbs.

35,800 lbs.

44,180 lbs.

53,450 lbs.

63,600 lbs.

74,500 lbs.

86,500 lbs.

99,500 lbs.

2" 113,000 lbs.

Bolts. Strength.

H 16,550 lbs.

H 23,850 lbs.

Vs 32,470 lbs.

1 42,400 lbs.

Us 53,680 lbs.

i'4 66,250 lbs.

In 80,180 lbs.

I'A 95,400 lbs.

l.>i 111,500 lbs.

\^ 129,900 lbs.

n/s 149,000 lbs.

2 170,000 lbs.

Working stress, bending = 20,000 lbs. per sq. in. (side rods).
Shear on steel stub bolts = 9.000 lbs. per sq. in. (See
Table XIV.)

SOLID END STUBS, MAIN OR SIDE .\ND SOLID END J.\W STUBS.

Direct tension at sectioii a-a and c-c under maximum loads (as
already given) must not exceed 6,000 lbs. per sq. in. at any sec-
tion of the strap.

The straps or eye must also be tested for bending, using P
and the per cent, of P as already given.

Main rods at section d. No. 2.

P X 1 X 6

16 X b X h'
Main rod at section b, No. 3,

P X 1 X 6

f ::; 14,000

12XbXh= 2xbXh

Side rods at section d, Nos. 1 and 4,
% P X 1 X 6

f = 20.000 =

16 X b X h=

At a section c-c, through an oil cup or set screw, it is better
to have 25 per cent, more area than at section a.

In No. 4 the main part of the strap at section a-a is subjected
to a bending action. Any method of figuring this bending is-
rather unsatisfactory. It is, therefore, better to try to elim-
inate the cause of this bending action. To some extent this
can be done by increasing the depth of the rod at T and using
large fillets 20 in. to 40 in. radius as already shown in Nos. 1
and 2. The purpose "f this method of design is to reduce too-

nidih-b

No. I.

tVidlh - b

No. 3.
Solid End Stubs, Main or Side and Solid End Jaw Stubs.

No. 4.

April, 1913.

AMERICAN ENGINEER.

179

sharp a change in the direction of the load as it goes across
the top or bottom of the strap. If this is done the strap can
be checked for its required area on the direct tension basis
alone, using, as already stated, a working stress of 6,000 lbs.
per sq. in. It must be carefully noted that the required area

Table

.—

DiMEXSioNS OF Solid H

ASSES.

Brasses for Solid £nd Sfubs. 1

n yi' ci^^4**

(

^@'EJ

^ ^..

3 (g:j IMP

Diam.

'^^ ^,i/T7. A~~ -^-Kaam.

Cntsshead

End Sfubs

,/»». 3f^bs

Ja^Pins \

A b!c

A IK

'o/'A

T^A

Siel

'k'

?i|

41 ^'

^7j^l

%•

/i'

'I'

-' ?'

4'i'

■7i\l§

8 !

S'l'

-3' 1'; 7/1 /J"

ji'/'^ i4 4'

8 'B 8

4 4';

T% 'h'\

fiji'' .-si'

a \a s

^'^i^

3 i'_

.3'
4

/I'

.3'

a ^

7-
S

4 If, 4'/i",

3"
4

■$

5»

^',f: !.ei'i4':

.4 .

3'
8

3k'

4 1! \8i\ii\

411'

4iV

3i-

'f.

^i"

z
z

•^^'

7»

^•|'

4''/'

4' 4"

e-; i'

iknVi

C /',

7k'

!a\

can be made up of many combinations of h X b, and careful
judgment must be used to determine h.

Table X\' gives the recommended size of brasses and jaw
bushings for solid end stubs.

•CLE XVI.— DiMENSIO

SlR-AP E

XD Brasses

Brasses for 3frap 3fubs. \

9,n ,B

,1 ' ^^

1 Cp B n G , C,n rB

Ir. J

\:m

1 Ub d>Ai

n 'r

;AJr4 ^W^

A j Ar^'"@M(0)

' " B' d:.

■ B i,)i„

' " D Z)/C7/T-

.^ ' ' ' "^ B^ i^^. ^--

Main Rod Brasses

Side Rod Brasses \pins

\i/'Z^A BCD

'ftitKBO\\i

./tCA B C dL-:;U'A BCD

•St/\

'/z rvsi-

*■-? '/J'i'r

>i z ^ I . : ■: : ^ } , -^

^: t:t

li' 2 S' V s' k'

€3 !i; ¥ z 1'

iK z z I -i 1

ra ^ J .i 2 '

'' J ' ' "* '

z' z rVI'i'

i'f3 li'i' i 1'

2' z k'.^ ¥:k'

bi 3 .4:1'^'/'

V4'

4'^ m-i-

ft|-5 'I'l's'/'

2i'z k'W\s'z

^i 5 ;':4 a. \i

'i'

^■■j^

4'i2 i'i-'i'-z'

r 3 li-^'-z'''

4' 2 i'

i'i^-j-

7' 3 ;4'|'

4-2 ri-rh-

4' 3 i' -2 i' 1'

zi- z f

ila 2

74 Jl/J-

4 \s'

3' z Vk'Ki

7k'3 ig'ik'i'

3-zr

^^4-.r

7i 3 /J'

IM"

3^Z \X

■1-3 z-s^r

3* 2 ¥

i-rr

7i^^ ¥

i-i;

3fZ

8' .3 \Z-\2 k' I'

^i 2 r

4-r^

3'. 3 4

^•

/•

irm Brasses ef
and mder ose

3j'2

4-4-

Si- 3 //

i'^

4' 2

Sk]3

3k'

4tz

4-2

Bi\3

4t\z i'ii'l'i'

€

•i

?.'

^.Z B '4 a ^

z\k'

!■

s'\z 2'i'j'r

2 ij 14 ja

s^z iii¥V

2 l'\'i\e

z i'il'X

2 /-IV;!'

2 ^'I'liM'

2|41I li'il'

the corner of the strap, and the number of bolts for the strap
stubs. ^

The remaining diagrams of rods show the recommended prac-
tice of keying, when strap stubs are used.

Table XVI gives the recommended size of brasses and jaw
bushings, size of liner behind the keys, radius of the fillet at

Method of Coupling the Rods on a Five-Coupled Locomotive.

AMERICAN ENGINEER.

Vol. 87, No. 4.

KNUCKLE PINS AND JAWS.

Knuckle pins must have ample bearing surface and the pres-
sure per square inch, with the loads given in Table XIII, should
not exceed 5,500 lbs. per sq. in.

The lateral displacement of side rods due to the difference
of alinement of one driver with another, together with the- per-
manent side set that some side rods are designed to work with,

lighter, in proportion to the loads they carry, than the rods on
locomotives in the United States. European rods look very
light, but the basis of comparison must not be made on looks
but on the amount of load or work that each rod carries per
unit of weight.

The conditions in Europe may be summed up briefly as
follows : The connecting rods are of hammered iron, or 80,000
lbs. open hearth steel. The allowable load at the rail on one

Ball Knuckle Pin for Side Rods.

cause excess twisting strains that often result in the failure of
the rod.

Allow 1/16 in. total play between the jaw and its side wings.

On five coupled engines, and even on four coupled that oper-
ate on very sharp curves, a ball knuckle pin will greatly reduce
the excessive strains mentioned above. The type of ball knuckle
pin here shown has been used on some of the latest Baldwin
Mikados and five coupled engines.

The following set of rods shows a design used on a large
order of high powered Pacific type locomotives. This design

Connecting Rods of a High Power Pacific Type Locomotive.

driving" axle seldom exceeds 20 tons. The main and side rods
are made as short as possible. In many cases the total work is
divided between four main rods. The stroke of the pistons is
seldom over 26 in. With English inside cylinder locomotives the
side rods outside revolve at a shorter throw than the main rods
inside, thus reducing the whip of the side rods at high speed.
The rod brasses, straps and pins are maintained in tirst class
condition.

The conditions in the United States are as follows: The
connecting rods are of 80,000 lbs. per sq. in. open hearth steel.
The allowable load at the rail per driving axle is 35 tons, and

Set of Rods for a High Power Pacific Type Locomotive.

represents Baldwin standard practice, and was based on the
rules here given. The main rod is the one referred to later in the
comparative table of the weight of rods.

COMPARISON BETWEEN AMERICAN AND FOREIGN ROD DESIGN.

Frequently, the question is asked, "Why are the European
locomotive builders able to design and build connecting rods
so much lighter than the builders do in this country?" This
question is rather easily answered. As a matter of fact, con-
necting rods on European locomotives are not very much

the limit of loading possibly has not yet been reached. The main
rods are often very long. Two Atlantic type locomotives in this
country have main rods ISO in. center to center, and many are
130 in. to 140 in. long. Except on the balanced compounds
and Mallets the loads are all carried through one main rod on
each side. The maximum load carried on one main rod has
reached the high figure of 110.000 lbs. or 55 tons. The stroke of
our pistons is seldom less than 26 in., and very often is 28 in., 30
in. and 32 in. The rod brasses and pins are not always main-
tained in first class condition.

Ai'RiL, 1913.

AMERICAN ENGINEER.

181

Tlic contr.Tst as outlined would indicate that the American
rods would bo nnicli heavier, and they are actually heavier as
a whole. But when compared on the basis of the amount of
load carried per pound of weight of the rod, it will be found
that there is not a great deal of difference. The following table
show; this.

The data on European rods is limited, but more examples
would probably show that as many rods carry 100 lbs. and less
per pound weight of rod as there are that carry over 100 lbs.

llic design of a rod to see whether it is good practice or not.

Steel for the rods tested as given in Table II was made to
the following Baldwin specification :

Blooms made by the open hearth process free from scams,
slivers and other surface defects.

To show the following analysis by Baldwin standard method.

Carbon, about 0.40 per cent. Phospliorus, not over.. 0.05 per cent.

Manganese, not over.. 0.60 per cent. Sulphur 0.05 per cent.

Blooms should be of such quality that a test piece machined

Type of
Name of Road. locomotive.

Paris-Orleans .. I '•■^O

( De Glelin comp

Great Western— England j ^ fH ,

( 2 cyl. simple

North British j , f*"? ,

I 2 cyl. simple

Lancishire and Yorkshire \ , i'H ,

I 4 cyl. simple

*Exceptionally long stroke for British practice.

N. Y„ N. II. & H f , i'^-P ,

( 2 cyl. simple

Lehigh Valley j , l^-? ,

(2 cyl. simple

Pennsylvania . I '•'''■2

(2 cyl. simple

Baltimore & Ohio \ , |M ,

( 2 cyl. simple

Assoc I ines . . I '^'^'~

I 2 cyl. simple

Assoc. Lines S.S-2

European

Ma;

IN Rods.

Cylinders and
boiler pressure.

Length of
main rod,

"lligh pressure.'

Maximum load

on the

main rod.

High pressure.

Actual weight

of the

main rod.

Pounds of load
carried per
pound of rod.

1. & 24 in. X 25 i
227 lbs.

-1

Si'A in.

35,800

lbs.

283 lbs.

126 lbs.

8 in. X 30* in.
220 lbs.

}

128^^ in.

55,800

lbs.

500 lbs.

Ill lbs.

D in. X 28" in.
200 lbs.

135 in.

62,800

lbs.

600 lbs.

104>^ lbs.

16 in. X 26 in.
180 lbs.

}

128 in.

36,180

lbs.

438):; lbs.

Average.

82 lbs.
. .. 105 lbs.

United States

Practice.

21 in. X 26 in.
200 lbs.

128 in.

69.200

lbs.

692 lbs.

100 lbs.

20 in. X 26 in.

200 lbs.

130^ in.

62,800

lbs.

689 lbs.

91 lbs.

22 in. X 26 in.
205 lbs.

137/a in.

77,900

lbs.

658 lbs.

118 lbs.

24 in. X 32 in.
205 lbs.

104 in.

92,000

lbs.

890 lbs.

103!^ lbs.

25 in. X 28 in.
200 lbs.

113}^ in.

98,000

lbs.

920 lbs.

iOi'A lbs.

26 in. X 28 in.
200 lbs.

122H in.

106,200

lbs.

965 lbs.

Average. .

no lbs.
.. 105 lbs.

The data on American rods is unlimited and the checking of cold from a full sized bloom of each heat has, when tested, an

many rods on this comparative basis gives about the same figure ultimate tensile strength of 80,000 lbs. per sq. in., and an elon-

as the average for the six cases chosen. gation of 20 per cent, in a test section originally 2 in. long.

Any main rod made of open hearth steel (80,000 lbs.) that Blooms will not be used that show an ultimate strength of less

carries 100 lbs. or more per pound weight of rod can be consid- than 75,000 lbs. per sq. in., or more than 90,000 lbs. per sq. in.,

ered as good practice. This figure is a convenient way to check or an elongation of less than IS per cent.

CHROME-VANADIUM STEEL WHEELS

Records covering five pairs of carbon and eight pairs of
chrome-vanadium solid steel wheels under tenders of Atlantic
type locomotives on the Vandalia show that the chrome-vanadium
wheels will give about two and a half times as much mileage per
unit of wear as the carbon steel wheels. The records cover three
and a half years' service and up to the present time the vanadium
wheels in these tests have made a mileage of over 300,000 miles
and it is reported that they appear to be able to run 400,000
miles before being worn to the limit. The record of mileage
for 1-16 in. reduction in diameter due to wear and also to wear
and turning is given in the accompanying table :

Chrome- Carbon Per Cent.

Vanadium Steel 'Differ-

Wheels. Wheels, ence.

Coal capacity, tender, tons 12 12

Water capacity, tender, gallons 7,500 7,500

Weight of tender in working order, pounds 143,000 143,000

Average load per wheel, pounds 17,875 17,875

Average mileage per A in. diam. wear 12,857 9,259 38

Average mileage per I'.i in. diam. wear and

turning 6,137 2,427 152

Maximum mileage per iV in. diameter wear and

turning 6,894 3,344 lO'S

Minimum mileage per -^ in. diam. wear and

turning 5,536 1,294 327

It will be noted that while the mileage of the vanadium wheels
due to wear is about 38 per cent, greater, when the turning is
also included it is 152 per cent, greater. This is because the
increased flange wear on the carbon wheels necessitated a
greater reduction in the diameter to obtain the proper contour.

A pair of chrome vanadium wheels included in these tests,
which had then completed 258,000 miles, was exhibited at the
last Atlantic City convention by the American Vanadium Com-
pany. Following the exhibition this set of wheels was cut up
for test purposes and a series of physical and chemical tests
were made. The physical tests showed an elastic limit from
89,400 lbs. to 105,450 lbs., with an ultimate strength varying from
132,530 lbs. to 148,000 lbs. The hardness tests showed an average
across the cross section of the tread of 45 by the scleroscope.

During the past few years investigations have been conducted
to determine the most satisfactory commercial method of heat
treating chrome-vanadium wheels. As a result of this work a
method of treatment has many advantages from a commercial
standpoint, and gives a wheel of uniform physical properties, has
been developed. This consists of heating the wheel to a certain
temperature and then spinning it with the tread immersed in a
trough of water- to a little below the limit of wear line, for a pre-
determined length of time. It is then taken out and allowed to
cool in the air after which it is re-heated for annealing. Results
obtained from the investigations of wheels treated in this man-
ner indicate that the best wheel should show on the tread and on
the face of the wheel a scleroscope hardness of from 40 to 55
which represents an elastic limit across the tread of from 89,000
lbs. to 90,000 lbs. per square in., with an elongation in 2 in. of not
less than 12}^ per cent, and a reduction of area of not less than
40 per cent. The results of these tests and investigations indi-
cate that a most satisfactory solution of the problem of ex-
cessive wheel wear and shelling can be obtained by heat treated
vanadium steel.

Transmission of Electric Power

Flow of Water from Pumps Used to Explain
the Various Systems of Electric Distribution

BY L. R. POMEROV.

There are two general systems of electrical distribution — di-
rect current (d. c.) in which the flow is always in one direction
and alternating current (a. c.) in which the flow is first in one
direction and then in the other.

The direct current system may be divided in two classes : constant
current, in which the current remains constant, regardless of the
resistance of the circuit, and constant voltage, in which the pressure
or voltage remains constant, regardless of the amount of current
flowing. A constant current generator may be compared to a
plunger pump, from which a constant volume of fluid is dis-
placed, regardless of the resistance in the pipes or the head
against which it works ; while a constant voltage generator may
be likened to a centrifugal fan, which delivers a constant pres-
sure for any flow up to its limit. The constant current system is
used extensively in America for arc lighting", where it is com-
mon practice to install long series of lamps for street lighting.

it will tend to move in such a direction as to increase the num-
ber of magnetic lines through the coil. Whenever a coil is ro-
tated in a magnetic field, the magnetic lines pass through it,
first in one direction and then in the other. This causes the
pressure at the terminals to reverse or alternate in direction,
and if a direct or uni-directional current is to be obtained
from the generator, some arrangement must be provided for
changing or commutating the direction of the current. This
device is called a commutator, while the coils which produce
the pressure, together with the core upon which they are wound,
is the armature. The portion of the machine which produces
the magnetic field is termed the field.

An arrangement consisting of a piston and cylinder with a
pipe connecting the two ends of the cylinder is shown in Fig. 1.
If the piston is moved back and forth, the fluid will be forced
through the pipe, first in one direction, then in the other. In

Fig. 1 — Pump Giving a Reversing Current. Fig. 3 — Pump Giving a Direct Current.

J. 5 — Pumps Illustrating the Flow
from a Two- Phase Generator.

T/i

•5

/"^\ '^"^

/ 1 \j Y

( \f A

It nr,..

l/pj 1

'^J \\p

/7\ 'y^ts

t? J

/ Y \-^ \-

/ A V >

/ / \ , \ I '^ "' '

•* 1

•^^ 1

-.^ x^vA I t

J -tv V y

^ ns? )<y

\ T ^/

Fig. 2 — Diagram of Flow from the
Pump Shown Above.

-Diagram of Flow fron
Pump Shown Above.

Fig. 6 — Diagram of Flow In the Pipes
Connected as Shown Above.

It is also used in France and Switzerland for transmitting power
over long distances, in which case extremely high pressures are
used. The constant pressure system is, however, the one which
is employed in the great majority of cases, and it is the one re-
ferred to whenever direct current is mentioned, unless it is
specifically stated otherwise.

The alternating current system may also be divided into con-
stant current and constant pressure; the latter again into single
and multi-phase. The constant current alternating-current sys-
tem is generally used for arc lighting, but with this exception,
all alternating-current working is on the constant pressure sys-
tem. The single-phase system was installed originally for light-
ing only, but of late years the advent of the single-phase rail-
way motor has brought it again into prominence for railway
work. Single-phase motors of small size are now also made
to give satisfactory service for industrial work, but the great
majority of alternating-current power work is done on the two
or three-phase system.

The operation of all commercial electric machines is based
on the fact that when a coil of wire is moved in a magnetic
field so that the number of magnetic lines threading through
it is changed, a pressure or voltage is set up, and if the ends
of the coil are joined, a current flows through it. Conversely,
if a current is passed through a coil placed in the magnetic field

other words, there is an alternating current in the pipe. If
the crank driving the piston is rotated at a constant speed, the
flow through the pipe will be as shown in Fig. 2. When the
piston is at A its speed is zero, as it moves to the right its
speed increases, and reaches a maximum at B, then decreases
again to zero at C. The rate of flow through the pipe corre-
sponds to the velocity of the piston, and, as is w-ell known, fol-
lows the sine law. In the same way, the pressure developed by an
a. c. generator follows a sine law, and- though certain condi-
tions may modify the shape of the wave, the sine form is the
one most desired.

A modification of the arrangement shown in Fig. 1 is illus-
trated in Fig. 3. At both the top and bottom of the cylinder
are pipes connecting the two ends, and these two pipes are con-
nected by a third At A, B, C and D valves are placed. If,
when the piston moves from left to right, valves B and D are
opened, and A and C closed, then the fluid flows in the con-
necting pipe as is indicated by the arrow. If, as the direction
of the movement of the piston is changed, valves A and C are
opened and B and D closed, the current will flow through the
common pipe in the same direction as before. An arrange-
ment of this kind gives a direct current in the connecting pipe.
The function of the valves A, B. C and D corresponds to that
of the commutator of a direct-current machine.

182

April, 1913.

AMERICAN ENGINEER.

183

It is to he expected tlml if trimlile (■ceurred witli an arrange-
iiieiit of this kind it would he with the valve gear. Trouble
would be especially liable to occur if the apparatus operated at
high speed. The analogy holds with reference to a d. c.
machine, where the chief source of trouble is the commutator,
and although modern machines leave little to be desired so
far as commutation is concerned, the commutator is always
the part of the machine requiring the greatest amount of at-
tention. Further, it is evident that the greater the pressure in
the cylinder the greater the chance of trouble with the valve
gear. The same holds true with regard to the commutator,
and it has been found from actual practice that a pressure
much above 600 volts is diiificult to handle on a commutator
unless ver}' special precautions are taken, and it is this fact
that has limited most of the d. c. systems to about 600 volts.

If there are two cylinders with their pistons displaced 90
deg., as shown in Fig. 5, each pistun may drive fluid through a

Fig. 7 — Diagram Siiow
Resultant Pressure
Pipe C. Fig. 5.

Fig. 8 — Pumps lliustratjng the Flow
from a Three-Phase Generator.

pipe from one end of the cylinder to the other, as is Fig. 1, in
which case the rate of flow from one cylinder will be a maxi-
mum when that from the other is zero. Fig. 6 represents this
graphically, in which curve A shows the direction of the flow
of the fluid in the pipe A of Fig. 5 and curve B the flow in pipe B.

There may be two pipes from each cylinder, in which case
we have what is equivalent to a four-wire, two-phase system,
but instead of using four pipes two of them may be combined
and replaced by a single larger one as pipe C in Fig. 5, and
since the maximum rate of flow does not occur at the same time
in the two cylinders the common pipe need have only 1.4 times
the area of the others. Therefore a saving has been made in
the total amount of piping required. If the maximum rate of
flow through A or B is 100 cubic feet a minute, then the maxi-
mum rate of flow through C is 140 cu. ft. a minute. Sim-
ilarly, if the maximum pressure between A and C is 100 lbs.
per sq. in., the maximum between A and B is 140 lbs. In other
words, the flow through the common pipe is 1.4 times the flow
through either of the single pipes, while the pressure across
the outer pipe is 1.4 times that between either outer pipe and
the middle one. The value 1.4 may be obtained, as in Fig. 6,
by adding the values of the two curves A and B, in which
case the resultant C is obtained, and its height will be found
to be 1.4 times the height of either of the others. The same
result may be obtained l)y the diagram of forces shown in
Fig. 7.

The same conditions hold true for electric working. There
are two windings on tlie armature displaced by 90 deg. A wire
may be connected to each end of each winding, in which case
we have a two-phase, four-wire system ; or the two windings
may be connected at one point and three wires brought out,
giving a two-phase, three-w'ire system. The current in the
middle wire is 1.4 times the current in either outer wire, while
the pressure between the outer wires is 1.4 times that between
either outer and the middle.

Three cylinders are shown in Fig. 8 with their pistons dis-
placed by 120 deg. If a pipe is taken from the front and from
the rear end of each cylinder, six pipes will be required, and
give what is equivalent to a three-phase, six-wire system. It
will be found that by taking the three pipes from the inner ends of

the cylinders, or the three from the outer ends, the flow outward
in two of the pipes will always balance the flow inward in the
other pipe. It is therefore possible to combine three of the
pipes in one, as is shown at the inner ends of the cylinders in
Fig. 8. The flow in the three pipes, A, B, and C, is represented
by the curves in Fig. 9, and it will be seen that at any instant
the flow in one pipe in one direction is always sufficient to
balance the flow in the two remaining pipes, which is in the oppo-
site direction. The arrangement shown in Fig. 8 is equivalent
in electrical working to the three-phase, three-wire system. The
current in each of the wires is the same as it would be in a
three-phase, ,six-wire system, and the pressures between any two
of the three wires are equal, but each of these pressures is
equal to 1.73 times the pressure across a single cylinder.* This is
due to the fact that the pressures combine at an angle of 60
deg., as is shown in diagrammatic form in Fig. 10.

In a three-phase generator there are three windings on the
armature placed 120 degrees apart. The usual arrangement
is to join one end of each winding to a common point called
the neutral, and to connect the other ends to the three line wires.
The currents in the three windings are equal, provided the
machine is symmetrically loaded, and the voltage across two
windings is equal to 1.73 times the voltage from any terminal
to the neutral point.

In a single-phase system, watts equal current (C) times
pressure or voltage (E). The two-phase, four-wire system is
evidently equal to two single-phase 'systems, and where the two
phases are equally loaded, watts = ICE. A three-wire, two-
phase system is also equivalent to two single-phase systems with
a common return wire, and the watts ^= 2CE, where C ^ current
in one outer wire, and E =z voltage between either outer wire
and the middle. The three-phase, six-wire system is equivalent
to three single-phase systems, and the watts = 3CE, where C
and E are current and voltage across one phase. A three-phase,
three-wire system is equivalent to three single-phase circuits,
except that the voltage between any two wires equals 1.73 times
the voltage on any one of the three single-phase circuits. The
watts therefore equal 3CE, but since E ^ Ej -=- 1.73 where E^
equals the voltage across any two wires of a three-wire system
the watts = 1.73CE'; i. c. in a three-phase, three-wire system the

;

,'•

/',

•

L.'

»,

*V.

Fig. 9 — Diagram of Flow in the Pipes
Connected as Shown in Fig. 8.

1.00

"ig. 10 — Method of Ob-
taining the Pressure
Between Either Two of
the Pipes A, B or C in

watts equal 1.73 times the current in one wire times the voltage
between two wires. If a two-phase or three-phase system is not
symmetrically loaded, it is necessary to find the watts in each
phase and then take the sum.

LOSS IN TR.\NSMISSI0N.

Assume that 10 k. w. is to be transmitted at 2,000 volts by the
following systems : Two-phase, four- wire ; two-phase, three-
wire ; three-phase, three-wire, and that the resistance of each
wire equals R. What will be the loss in each case?

Two-phase , four-zvirc. — Since there are two phases each will
carry S k. w., and the current equals 5,000 -H 1,000 or 5 amperes,
The loss in each wire will be 5" times R or 25 R. and the total
loss will equal four times this, or lOOR.

Two-phase, threerimre. — Each outside wire carries 5 amperes

*This is true if we consider that the pressure in the outer end of the
cylinder is equal to that in the inner end, plus the driving pressure.

184

AMERICAN ENGINEER.

Vol. 87, No. 4.

and the middle wire 1.4 times S or 7 amperes. The total loss
will be (2 X 5' X R) + 7' X R = 99R.

Three-phase, three-wire. — Since the output in watts of a three-
phase, three-wire system =: 1.73CE, the current in each wire =
watts -=- 1.73E or 5.78 amperes, and the total loss will equal
3 X 5.78' X R = lOOR.

From the above it is evident that with the same voltage and
losses it is possible to transmit power on the two-phase, three-
wire or the three-phase, three-wire system with only three-
quarters the amount of copper required for the single-phase, or
for the two-phase, four-wire system, or for the direct-current,
two-wire system. It should be noted, however, that with the
two-phase four-wire system the voltage between the outer wires
is 40 per cent, greater than with the three-phase system.

Since the power transmitted is equal to the pressure times the
current, it is evident that if the pressure is increased the current
is decreased proportionately, and since the loss in transmission
varies as the square of the current, it is clear that if the pressure
is doubled the loss is only one-fourth as great ; or that the same
power may be transmitted four times as far with the same loss,
provided the same size of wire is used ; or that the same amount
of power may be transmitted the same distance with the same
loss, using only one-fourth the weight of wire. For example,
suppose it is desired to transmit 100 k. w., at 1,000 volts single-
phase to a distance of one mile over a No. O. B. W. G. copper
circuit. The current will be 100 amperes, while the resistance
of such a circuit ^ .95 ohm. The loss in transmission, therefore
=: 100' X .95 = 9.5 k. w. or 9.5 per cent. If the pressure is raised
to 2,000 volts, the current will be 50 amperes, and the loss ^
SC X .95 = 2.37 k. w., or 2.37 per cent.

It is evident, therefore, that we may transmit at 2,000 volts
for a distance of four miles over a No. O wire with the same
loss as over one mile at 1,000 volts. If the voltage was raised to
10,000 the same amount of power could be transmitted 100 miles
over the same size wire with the same loss, or it could be trans-
mitted 10 miles with the same loss and same weight of copper
as for one mile at 1.000 volts. This example shows the great
economy in transmitting at high voltage. In fact, it is only by
using very high voltages that long distance transmission is com-
mercially possible, and even at voltages of 100,000 it is feasible
only where large amounts of power are required, on account of
the heavy cost of pole lines, insulators, etc.

TR.\NSFORMERS.

For transmission work, alternating current has one great ad-
vantage over direct current, in that it may be stepped up or
stepped down by means of transformers to any pressure desired.
A transformer consists essentially of an iron core around which
two windings, the primary and the secondary, are placed. These
are entirely insulated from each other. When an alternating
current passes through the primary winding, it produces an alter-
nating magnetic field in the core, which passes through the sec-
ondary winding, and as it alternately increases, decreases, re-
verses, etc., it produces a voltage in the secondary winding. The
voltages on the two windings are proportional to the number of
turns which each contains. For example, if there are 100 turns in
the primary winding and 10.000 in the secondary, and 100 volts
is impressed on the primary, the secondary will develop a
pressure of 10,000 volts. It is evident that the theory of voltage
generation in the secondary of a transformer is the same as in
the armature windings of a generator, the difference in method
being that in the generator the voltage is produced by varying
the magnetic field through the coils by rotating them in a con-
stant magnetic field, while the magnetic field through the second-
ary coils of a transformer is varied by the varying current
through the primary coils.

The transformer is a very simple piece of apparatus. There
are no moving parts, the coils are easily wound and insulated,
and its efficiency is extremely high, large transformers giving
over 98.5 per cent, efficiency at full load. The transformers thus

afiford a ready method of obtaining high voltages for transmit-
ting, and for lowering such voltages to values suitable for use
on commercial machines. It is almost needless to say that while
the pressure varies directly as the number of turns, the current
varies inversely as the turns, so that except for losses in the
transformer, the current times the pressure in one winding equals
the current times the pressure in the others.

Quite often it is desired to transmit alternating current, and
to distribute direct current for motors, lighting, etc. In such
cases an alternating-current motor connected to a direct-current
generator may be used. There is, however, another machine
more efficient and cheaper than the motor generator set which
is extensively used for this purpose. This is called a rotary
converter, and is the combination of an alternating-current motor
and a direct-current generator in a single machine.

Fig. 11 — Pump with Connections to Illustrate Action of a Rotary
Convertor.

The hydraulic analogy for a direct-current generator as given
in Fig. 3, is reproduced in Fig. 11, with the addition of a pipe
at each end of the cylinder. These pipes, E and F, are used to
bring in fluid under alternating pressure, which is transformed
to direct pressure in the cylinder. When fluid flows in at E
the piston moves from left to right, with valves B and D closed
and A and C opened, and current will flow through the main
pipe as indicated by the arrow. If, when the end of the stroke
is reached, valves A and C are closed and B and D opened, then
as the current flows in at F the piston will move from right to
left, and the flow in the main pipe will be in the same direction
as before. Thus the alternating flow has been changed to a
direct flow. In this case the piston does little more than oper-
ate the valves A, B, C and D, and the capacity of the cylinder
is supposed to be very small as compared to the total amount
of fluid flowing. The same conditions apply to a rotary con-
verter. The alternating current flowing through the armature
is changed by the commutator into direct current. It will be
noted that the piston must move synchronously with the alter-
nating current flow. The same applies to the rotary, which runs
as a synchronous motor. If a direct current be supplied to the
cylinder through the proper valves, alternating current will be
delivered through the pipes E and F. The same facts apply to
the operation of a rotary converter, and if it is supplied with
direct current it will deliver alternating current.

It is evident also that if the outlet valves are partially closed,
there may be a heavy pressure upon the piston, which is then
capable of doing outside mechanical work. The same thing
applies to a rotary converter. It may run as a synchronous
motor and do mechanical work : it may run as a rotary con-
verter without doing mechanical work ; or it may run as a
combination motor and converter, transforming from alternat-
ing to direct current, or vice versa, and at the same time do
outside work.

In a three-phase rotary converter the alternating-current volt-
age is approximately 60 per cent, of the direct-current voltage,
and in a two-phase or six-phase converter it is approximately
70 per cent, of the direct-current voltage. It is, therefore, nec-
essary to install transformers for stepping down from the alter-
nating-current supply voltage to such a value as to give the
proper direct-current voltage. Since the ratio of alternating
current to direct-current voltage is fixed within comparatively
narrow limits, the direct-current voltage cannot be varied over
a wide range unless some special regulating device is used'.
There are several devices for this purpose.

Superior European Roundhouse Facilities

As Seen on the Hungarian State Railways and in
France, with Suggestions as to American Practice

BY HENRY W. JACOBS.

The engine house about to be described is at Budapest, Hun-
gary, and consists of two roundhouses, one a half circle with
22 pits, the other a three-quarter circle with 34 pits. These
are the most up-to-date roundhouses that it has been my good
fortune to visit, and, therefore, merit special attention. They
are built of brick and stone, with steel roofs, and a double
swinging door to each stall. Both buildings are equipped with
the Fabel central smoke uptake. The engines are backed into
the stalls, tender first, and over the small diameter circle above
their stacks is a large rectangular duct into which the smoke
jacks carry the fumes from the locomotive stacks. One hundred
and twenty degrees apart are ducts that lead from this inner
circular duct to the outer wall where they are connected with a
tall brick stack. In this way a good draft is secured that takes
■every vestige of smoke out of the roundhouse, leaving a clear
atmosphere. I have never seen such a thoroughly successful
method of ventilating a roundhouse. The chimneys are about

For boiler washing the Schilhan Wittenberg hot water sys-
tem is installed, which utilizes the steam from incoming engines
for heating the water. In the roundhouse is an electrically
operated drop pit, using a 9 h. p. motor, which is kept in scrup-
ulously clean condition. There are separate office buildings for
the chief roundhouse foreman and tlic assistants and clerks at-
tached to him; in this office building is, as in each of the shops,
a small emergency surgical operating room.

In the air brake instruction room are facilities for instruction
in the use of the brakes, as well as in the use of lubricators,
first aid to the injured, high tension electric apparatus, different
locomotive valve gear, signals, etc. On the walls are charts and
tables illustrating these.

Attached to the roundhouse is a small shop with four pits
for light locomotive repairs, and the necessary machine shop
equipment for carrying on these repairs. A jib crane of five tons
capacity serves to hoist heavy parts to their respective machines.

Hungarian State Railways Engine H

125 ft. high. The turntables are 66 ft. long and are driven by
electric motors.

As adjuncts to the roundhouse, are the following buildings
and rooms : Foreman's office with intercommunicating telephone
connection; engine board; safe for the storage of valuables be-
longing to enginemen ; alcove for receipt of laundry, including
overalls, etc. ; running repair shop ; rest room for enginemen
with facilities for turning in time tickets, speed recorder dia-
grams, work books, etc. ; the clothes lockers of each individual
engineer are in the roundhouse proper; rest room for firemen
and hostlers, heated by gas and fitted with clothes lockers for
each individual man; room for the care of oil cans, each in-
dividual engineer having his own cans and allotted shelf; room
for care of engine lamps ; room for roundhoiise machinists ;
room for air brake instruction ; room for foreman of the elec-
trical equipment; carpenter's shop; electric transformer room;
and rooms containing gas hot water preheaters for outgoing
locomotives.

A word should be said as to the care of the oil, oil cans,
lamps and supplies for locomotives. These articles are as-
signed to the individual engineers so that notwithstanding the
locomotive pooling system, the men retain their individual equip-
ment of supplies and tools, and have an interest in their eco-
nomical use.

In this shop building are also two smith fires, an oxy-acetylene
welding outfit, pipe and coppersmith benches and fires, together
with a babbitt furnace, etc. Attached also to the roundhouse is a
complete store building with equipment for handling oils with-
out waste, and for the safe storage and easy handling of new
and scrap materials.

A provision that was made for the personnel was most sur-
prismg ; namely, an auto bus service consisting of two auto
buses that made regular scheduled trips to outlying residence
districts to take the enginemen to and from their runs. A
garage, with a room for the chauffeurs of these auto buses, was
also provided.

Another small building contained twelve compartments for
engineers and firemen, with individual beds, besides six bath
rooms, four showers, two wash rooms and two dining rooms
with heating facilities for the lunches that the men might bring

185

186

AMERICAN ENGINEER.

\"oL. 87, Xo. 4.

with them. Great importance was attached to absolute cleanh-
ncss and quiet in these lodging quarters. A lunch room where
light refreshments and coffee could be purchased, and accom-
modating about 100 men at one sitting, was also provided.

A sand drying and storage house formed a part of the plant,
together with ash pits permitting the cleaning of the fires of
ten locomotives at the same time, with ten water cranes con-
stituted so that water could be taken without moving the
locomotives.

In connection with the coaling plant, where the coal was un-
loaded from the cars first onto the ground, thence to tram cars
which were carried by elevator to a concrete platform, where
they were dumped direct in the tenders, was an electrically
driven circular saw for sawing scrap wood into convenient
lengths for firing up locomotives. There was also a mechanical
coal sorting device used to determine the quality of the coal
received. An inspector would select arbitrarily certain cars of
coal, dump these into the machine, which sorted the coal out
and determined the proportion of each size, the chemical and
heat unit analysis being made from samples of each size ; the
coal is purchased on the basis of certain specifications.

-A conspicuous feature of the roundhouse was the water tower,
which had a capacity of 35,000 cu. ft. The bottom of this tank
was over SO ft. above the level of the track, the top level of
the water being over 120 ft. above it. The space in the enclosed
brick portion underneath the tank served for certain stores.

The accompanying photographs describe better than words the
general e.xcellence of the arrangement of this roundhouse, which,
as stated before, is the most improved and completely equipped
one I have ever seen.

Below are statistics as to the locomotive performance for the
3,500 locomotives of the Hungarian State Lines, for the year
1911:

Total coal consumption for the year 3,580,000 tons

Thousand ton-miles run 20,30O;OOO tons

Price per ton of coal ,.T1.48

Coal consumed per thousand ton-miles ' 350 lbs.

Cost per thousand ton-miles $0.27

Average locomotive miles run per year:

1st Class engines 27,000

2nd Class engines 23,000

Another modern European roundhouse is in France. One of
the most important division points on the Eastern Railway of
France is at Mohon, and complete facilities have been provided
for the proper terminal maintenance of locomotives. The ar-
rangement provides for two connecting engine houses of 32
stalls each and a moderate size repair shop, together with coaling
stations, etc. The inost interesting feature of the terminal is
the elaborate design of the engine house. ,\s will be seen bv

reference to the iilustratinn, whicli is taken from the Revue
Generate des Chemins de Per, the track arrangement is the same
as is employed in this country, and provides a 7S-ft. turntable.
The turntable pit and the inner circle of the house are com-

House Water
Capac

Tank 140
ty; Hungai

Feet High
■Ian State

and Having 260,(
Railways.

iii^-'-

^ — t!»W!ft,i!iii)iiiiiHlii^i mJUHP

^«"*- - '^^

DT— k:

^^^^^^^^MfcJ!!L.,l ' ' ^!s?r?^5^M^^^BfaS^^

■Us^^n^feML

LoLnmothes face toward the center, and the smohe jacks

Interior of Engine House at Budapest on Hungarian State Railways.

Ai'Rii., 1913.

AAli'.RICAX EXGINEER.

187

plctely cnvfreil Iiy a large dome having a clear span of about
132 ft. 2 in. Tliis has a large ventilator in the center and a
series of sUyhghts near the bottom of the arcli. Surrounding
this is a series of wliat practically corresponds to separate gabled
roofed structures, arranged radially, each of which covers two
pits. The roof beams arc supported by a series of four posts
and the outer brick pilasters ; this part of the structure is of
wood except for the outer wall, which is of brick. The central
arch is steel, covered with a zinc roofing.

The smoke jack arrangement indicates that tlit locomotives are
stored with the tenders outward. On each side of the gables
are large skylights and the outside wall is about two-thirds
glass ; it is evident from the illustration that the lighting will
be entirely satisfactory if the glass is kept clean. In the top of
each gable are large ventilators. Each of these engine houses
is about 275 ft. inside diameter and the pits are 65 ft. in length.
The distance from the outside wall to the steel columns sup-
porting the dome is 71 ft. The dome is 54 ft. 10 in. high to the
top of the ventilator in the center.

W bile the descriptions of European roundhouses may be of

of a door for eacli engine stall. The only doors necessary in
this case are those at the entrance in the outer walls, which may
be kept closed with mucti less difficulty. The roofed over cen-
tral area may still further be made use of by paving the space
between the tracks leading to the stalls and so making it avail-
able for trucking purposes.

l'"urther, by covering the turntable pit witli a floor attached
to and revolving with the turntable, much time may be saved
in trucking from one part of the roundhouse to another, because
it would then be possible to take the shortest route over the
pavement between the track and the covered turntable pit in-
stead of being obliged to follow around the outer wall of the
roundhouse, as is now the case.

The covered turntable pit would furthermore make it impos-
sible for anything to fall into the pit and consequently prevent
many accidents to the employees and to the turntable itself,
witli the resulting delays in getting engines into and out of the
roundhouse.

Carrying this plan a step further, it should be practicable to
enlarge the turntable pit until it had a diameter co-equal with

.. ess '..^

Engine House at Mohon on the Southern Railway of France.

interest, the practical American will ask how far these prin-
ciples would benefit our conditions here. I believe the benefits
may be very substantial, very practical, and not unduly costly.
The present plan of roundhouse construction followed in this
country possesses a number of highly objectionable features,
some of which are outlined below together with suggestions for
remedying them.

The difficulty experienced in properly heating a roundhouse
in winter is in a large measure due to the inability to keep
closed the numerous large and unwieldy doors necessitated by
the type of construction employed. On some of the northern
roads like the Grand Trunk Pacific, special types of quick clos-
ing doors have been introduced. This difficulty has also been
overcome on some European roads by the simple expedient of
roofing over the central area, as shown in the accompanying
perspective drawing, thereby avoiding the expense and trouble

that of the circle bounding the inner ends of the stalls. This
would require a turntable some 150 ft. or over in length, the
construction of which should involve no serious difficulty. Such
a turntable could be supported on several concentric rails and
could also be so jointed and equalized as to allow of taking up
slight inequalities of vertical movement due to the rails not being
exactly level at all spots. But in turning, the engine would be
balanced at the middle of the table as now. the main weight
being borne by the center pivot. This pit might be very shallow,
say 12 or 18 in. The girders supporting the turning locomotive,
if raised above the floor level, should allow ample clearance so
no men could be caught between them and the locomotive.

By then covering this whole central area with a revolving floor
(and doing away with the radial tracks, except in the stalls
themselves), certain light machines and benches, clothes lockers,
offices and other roundhouse appurtenances taking up room but

AMERICAN ENGINEER.

Vol. 87, N'o. 4,

not involving heavy weights, could be carried on this great cen-
tral table, thus utilizing fully the entire investment in ground
space and in roof. At the same time much greater convenience
would result in the roundhouse handling and repair work.

The smoke jacks commonly provided for smoke removal have
proved themselves very inadequate and the atmosphere of the
roundhouse is usually heavily charged with smoke, soot and
gases, making a disagreeable and unhealthful environment for
the workmen. This smoke filled atmosphere shuts off the light
from the stalls, which condition is aggravated by the deposits
of soot and grime on the windows, reducing the amount of light

Roundhouse with Roof over Central Area and Engine Stalls Con-
nected to High Stacks by Circumferential Smoke Ducts.

admitted, which is still further decreased by being absorbed by
the smoke blackened walls and roof. Under such conditions
it is impossible for the workmen to attain their highest efficiency,
especially in winter when the numerous doors make it impos-
sible to keep the temperature in a roundhouse comfortable.

We have referred to the European practice of removing the
obnoxious gases and smoke by installing overhead circumferen-
tial smoke ducts or canals which are connected to tall chimneys
located outside of the building. These ducts are provided with
openings and hoods at eacli engine stall under which the stacks
of the engines are placed. The strong draft induced by the

Turntable Pit Completely Covered by Revolving Floor Attached to

Turntable and with Space Between Rails in Central Area

Paved to the Level of the Tops of the Rails.

tall chimneys carries away every vestige of the products of com-
bustion discharged from the locomotive stacks and leaves the
atmosphere of the building clear and well ventilated.

If a steel stack were used instead of one of brick, and pos-
sibly a central support were adopted in connection with the
turntable, a single stack at the center of the dome might eco-
nomically take the place of the two or three commonly used
in Europe for this purpose.

Some mention should be made of the European practice of
placing the locomotives in the stalls with their stacks toward
the turntable. With the covered center and with adequate roof
lighting, this should cause no difficulty in doing work on cyl-

inders, valves, front ends, superheaters and flues, and should
facilitate the handling of material. This plan should also make
simpler the installation of a crane for handling cylinders, bush-
ings, cylinder heads, valve chests, pistons, rods, etc.; in fact,
the large revolving floor could be used as such a crane, carrying
heavy material around to that part of the roundhouse near the
machine shop or smith tires. An advantage of this proposed
construction of central roof and revolving floor, is that it may
be readily applied at a moderate expense to almost any existing
roundhouse.

Lastly it may be observed that in many engine terminal lay-
outs in this country and in Europe, there is a tendency to build
too substantially, too permanently, too well, with brick and con-
crete, costly coaling stations, ash pits, and other structures.
In live years, or in ten or fifteen, transportation conditions may
so change that the facilities will also require extensive changes.
Therefore, engine houses and their appurtenances should be so
designed and built that they are temporary and removable in
their nature, so that changes in terminal track location, in en-
gine handling movement, in extension of stalls, even in removing
completely the engine terminal to a new location, or in moving
a division terminal, may be made with the least expense and
the least loss in abandoned facilities.

EFFECT OF PIGMENTS ON THE CON-
STANTS OF LINSEED OIL.*

BY HENRY A. GARDNER,
Assistant Director, The Institute of Industrial Research, Washington. D. C.

When sealed packages of paints of the cheaper grades are
opened after having been stored for a considerable length of
time, there is occasionally observed a degree of hardness that
renders application difficult. The user is generally at a loss to
account for such a condition, inasmuch as the modern metal
container is air-tight and has but little room for improvement.
The cause of the hardening that has taken place may therefore
be assumed to result from certain reactions between the different
constituents of the paint.

Nearly two years ago the writer carefully prepared a series of
paints from various well-known pigments, using as a grinding
medium a standard vehicle of pure hnseed oil containing neither
drier nor thinner of any type. The amount of oil used with
each pigment was sufficient to bring the paints in every case to a
relative viscosity or body, which was somewhat heavier than is
ordinarily used in the application of paints to wooden or metal
surfaces. These paints, after preparation, were carefully placed
in friction-top tin containers. They were moved about occa-
sionally and were subjected to shipment by freight on two occa-
sions, finally remaining on a shelf in the writer's laboratory for
nearly a year previous to examination. Upon removing the lids
from the cans there was evidenced, by the appearance of some
of the paints, a considerable change of a chemical nature. The
paints were placed individually in two-quart glass jars with a
large quantity of a solvent mixture made of 90 deg. benzol and
86 deg. petroleum ether. After the pigment content of the paint
had settled out by gravity, the solvent containing the oil in solu-
tion was removed by a syphon and subjected to distillation.
The temperature of distillation was kept at a point sufficiently
high to remove the low boiling point solvent, but not high
enough to affect the oil residue. The usual method of oil ex-
amination was then followed, many of the determinations being
made in duplicate. The results of these tests are given in the
accompanying table.

These results show that inert pigments such as barytes, iron
oxide, graphite and carbon black do not enter into chemical
action with linseed oil; the percentage of ash found in the oil
extracted from the above pigments being practically identical

•Taken from the Journal of The Franklin Institute, October, 1912.

AiKU., 1913.

AMERICAN ENGINEER.

189

■with the percentage shown by the raw oil. That such pigments
may, however, have some physical action upon the oil, that will
later develop a chemical change tlierein, seems evident. The
thickened condition of the oil extracted from the silica paint, and
the low iodine values and high acid values shown by all of the
oils extracted from the above-mentioned inert pigments, would
give credence to the above statement.

The pigment that is ordinarily termed American vermilion,
the true form of which is a basic chromate of lead, seems to have
had no very marked effect upon the oil in which it was ground.
It would seera, therefore, that it would prove quite practical to
transport this pigment in paste form. On account of its value
as a protective of metal, it will probably replace, to some extent,
the use of red lead for priming steel. The pigment red lead had
a marked hydrolyzing reaction on the oil in which it was ground.
The latter contained a very large percentage of lead linoleate,
free fatty acid, and glycerin. The iodine number of this oil was
lower than that of any other extracted.

Zinc oxide and zinc lead had but slight action with the oil.
while basic carbonate-white lead showed somewhat greater
action, but not sufficient to be of any detriment. With paints
containing mixtures of lead and zinc pigments only slight action
was shown. The perfect condition of these paints indicates that

being so hard tliat a knife was required to make any impression
upon its solidified surface. These paints, moreover, contained
pigments of a basic natflfc, containing a very high percentage of
lead and zinc. .'\n examination of the oil in which these paints
were ground showed acid values ranging from 8 to 16. That the
reaction of the free acid upon the pigments was the real cause of
tlic hardening (jf the paint was the writer's conclusion. A series
of tests were therefore made, in which was included the treat-
ment of paints with small percentages of free oleic acid, one of
the most prominent constituents found in oils of a high acid
value. There were also included tests in which paints were
treated with sulphites, there existing in the paint industry a
false belief that lead and zinc pigments are apt to body and
harden in oil if they contain even traces of sulphur dioxide or
sulphites. Those who have held such a belief should some time
examine paints made of sublimed blue lead, a pigment which
contains nearly S per cent, of metalhc sulphites and sulphides.
This pigment will remain as a smooth paste in oils for months
without any apparent hardening.

Small quantities of dry zinc and lead pigments (basic car-
bonate-white lead, basic sulphate-white lead, zinc oxide, and zinc
lead) were ground in a pure raw linseed oil having a normal
acid value of approximately 2.8. After standing for three days,

RESULTS OF EXAMINATION OF

f Analysis x

Specific Ash Iodine Acid

Pigment. gravity, (per cent.) No. value.

Analysis of original oil 0.932 0.190 181 2.5

Zinc oxide 0.9237 0.36 161 3.5

Corroded white lead (basic carbonate — /„„,-, , ,.,r, , c^ c ac

white lead) j 0.93/2 1.149 157.5 8.6

Leaded zinc 0.9389 0.922 15'. 4 5.7

50 per cent, corroded white lead (as above) ]

40 per cent, zinc oxide • 0.674 154.1 6.7

10 per cent, barytes J

60 per cent, sublimed white lead (basic ]

sulphate— white lead) VO.9334 0.626 157.8 5.6

40 per cent, zinc oxide J

Barytes (barium sulphate) .. .' 0.9325 0.212 160.6 3.5

Silica 0.9465 0.204 149.2 8.7

'^TeYd^^''"".'!'.°.'^.^'''''^'.^™"".'..?Mo■"9 1-271 156.7 8.3

Red lead 15.56 135.4 19.2

Iron oxide 0.9457 0.456 156.3 8.6

Carbon black 0.9356 0.195 163 10.5

Graphite 0.201 158.5 13.3

OILS EXTRACTED FROM PAINTS.

J Paint in excellent
I fine white zinc (

Condition on opening.

:ion. Light colored oil floating on top. Contained
oIK.idal nature after extraction with solvent.

very fair condition.

j Paint had thick, wrinkled skin on top but wa;

( Oil, after extraction, was light colored and clear.

5 Paint in very good condition. Considerable oil floating on top. Oil, after

( extraction, was somewhat cloudy, but cleared after 24 hours.

Paint in excellent condition. Some oil floating on top.

Paint settled to a considerable extent. Much clear oil floating on top.
( Heavy, viscous oil, resembling a varnish, was floating on a partly-settled
( mass of pigment. Oil retained finely-divided pigment in suspension.

Pigment settled very hard. Oil, after extraction, was dark, but clear.
( Pigment settled very hard. A thick, gelatinous oil floated on top of pig-
) ment. Oil, after extraction, was dark brown in color.

( Thin, wrinkled skin on surface. Paste below skin, very soft and smooth.
( Oil — clear light color after extraction.
Very soft and smooth paste. Oil — clear and light, after extraction.

any properly-prepared combination pigment paint may be safely
stored in cans for long periods without bad effects, provided the
oil used is of normal grade.

The most astounding change shown in the tests was that in the
iodine values of the oils extracted from all of the paints. It
would appear, therefore, that when paints are stored for a con-
siderable period of time and then examined for the iodine value
of their oil content a lowering of the iodine value should not
constitute cause for rejection or be sufficient evidence to state
that the oil was adulterated with oils of lower iodine value.
Cognizance of this statement should be given by railroads and
corporations which have adopted specifications for oil paints.

When hydrolysis has taken place in a paint, considerable thick-
ening is observed. In the tests which are charted above it will
be observed that the most extravagant example of hydrolysis
was shown by the red lead paint. The oil from this paint showed
over IS per cent, of inorganic lead compounds in the ash. It
will also be noticed that the oil had become very acid in nature
and had the appearance of a thick jelly, which may be accounted
for by the large percentage of glycerin present. Although the
red lead paint was very thick, difficult to break up, and too heavy
for brushing, it was not really hard. The writer has had occa-
sion, however, to examine several samples of paint recently
which were very much harder than the red lead, one. in fact.

no tendency toward hardening was shown by any of the paints.
They were then divided into small portions, and to each type
were added various materials which were under suspicion as
having, when used, some contributing effect in the hardening of
paint. The following table shows the results of these experi-
ments :

[ Considerable hardening shown in 24
Treatment with 20 per cent, gloss) hours, indicating action between

oil (}4 rosin, J^ benzine) | the acid rosin (resinic acids) and

[ the basic pigments.
Treatment with 2 per cent, sodium ) .. _ . . . , .

hyposulphite ]^° <^""t noticed in 6 days.

f Hardening occurred in two hours
Treatment with 5 per cent, oleic acid \ and increased with age. Paint re-
[ sembled hard putty.

From these results it is apparent that oils of an acid nature are
the most active cause of paint hardening. The use in cheaper
paints of substitutes for linseed oil, which contain large percent-
ages of rosin, as well as the promiscuous use of acid rosin driers,
has been the cause of the hardening of many paints. Linseed
oil containing high percentages of acid is, of course, dangerous.
It is evident, therefore, that a careful consideration of the vehicle
portion of a paint is even more important than the pigment part,
and a careful record of the acidity of paint oils should be kept by
the grinder.

The author wishes to acknowledge the assistance of Messrs.
L. G. Carmick and J. E. Heckel in the analytical determinations.

190

AMERICAN ENGINEER.

Vol. 87, No. 4.

STANDARDIZATION OF THE MYRIA-
WATT*

At a joint meeting of the American Society of Mechanical
Engineers' Special Committee on Myriawatt, with the Standards
Committee of the American Institute of Electrical Engineers,
in December, it was decided to recommend to both societies
that the "Myriawatt" be used as a unit of thermal and me-
chanical power. This has been done to introduce a new unit
pi power which will afiford a basis of comparison of all con-
verters of energy, thermal or mechanical. It will be inter-
national in its use, and is merely a new multiple of the watt,
the word being taken from the Greek word "myria," meaning
10.000. With this unit, and the British thermal unit taken as
1/180 of the heat required to raise one pound of water from
32 deg. Fahr. to 212 deg. Fahr., and the equivalent evaporation
from 212 deg. Fahr. as 970.4 B. t. u., which is taken from the
Marks & Davis steam tables, we have the following equivalents,
the myriawatt being designated as mw and the myriawatt-hour as
mw-hr :

1 B. t. u = 0.00002928 nnv-hr.

1 foot-pound = 0.000000037662 mw-hr.

1 horse power = 0.07457 mw

1 kilowatt = 0.10000 mw

1 boiler horse power. = 0.9S04 mw

The value of one myriawatt will be :

1 mw = 34150 B. t. u. per hr.

1 mw = 26.552,000 ft. -lbs. per hr.

1 mw = 13.410 h. p.

1 mw = 10 k. w.

1 mw — 1.020 boiler horse power

It is Stated in the report to the American Institute of Elec-
trical Engineers that since the present standard of one boiler
horse power is equivalent to 33,479 B. t. u. per hour, and that
a myriawatt is equivalent to 34.150 B. t. u. per hour, the
ordinary method of determining the boiler capacity could be
stretched 2 per cent., the difference between the two values,
without materially affecting the present rating, and in this way
entirely eliminating the term "boiler horse power," using the
mvriawatt in its stead.

BALTIC TYPE LOCOMOTIVE

The largest passenger locomotives in Europe were built dur-
ing the past year for the Chemin de Fer du Nord, and are
operating the Xord Express between Paris and Brussels. This
train has a reputation of maintaining the fastest schedule in the
world. The engines were designed to handle a 400-ton train

at the company's shops in Paris. They are of the four-cylinder,
balanced compound type, the low pressure cylinders being be-
tween the frames, and drive through a cranked axle on the
front pair of drivers. Because of the size of the inside cylinders
it was not possible to place them side by side between the frames
and they are therefore staggered. The main rods are of the
same length, however, and the cylinder furthest ahead has a
very long piston rod. Highly superheated steam is employed
and the high pressure cylinders, which are about 17;/< in. in
diameter with a 25,'-4 in. stroke, have piston valves, while the
low pressure cylinders, which are about 24;|^ in. in diameter,
with a 28J4 '"• stroke, have slide valves. Each valve has an
independent Walschaert valve gear.

The boiler is unusually large when compared with other Euro-
pean locomotives. It is about 68 in. in diameter at the front
ring, of the straight top type with a Belpaire firebox on one
locomotive and a water tube firebox on the other. In the Bel-
paire boiler there are 131 tubes; 34 of them are 2yi in. in
diameter, and 57 are 2^4 in. in diameter. There are also 27
superheater flues 5^ in. in diameter. The tubes are about 23
ft. 7J4 iP- in length between tube sheets and give a total heating
surface of 3, ISO sq. ft. The Belpaire firebox has a heating
surface of 206 sq. ft., giving 3.396 sq. ft. total heating surface
in the boiler. The grate area is 46.1 sq. ft. In the water tube
firebox are 623 tubes, giving a heating surface of 1,280 sq. ft.
The front end of the boiler is very long, measuring 10 ft. 6 in.
from the tube sheet to the front ring. The superheater is of
the Schmidt type, and the steam is carried through an outside
pipe to the top of the high pressure steam chest.

The arrangement of the front and rear trucks is much alike
and the equalization system of the drivers does not include
either cross equalizers or a connection to the trucks at either
end. The customary style of plate frame is employed and the
springs are located above the driving boxes for the first and
second pair of drivers and below at the third. The weight on
the rear trucks is transferred from the frame through semi-
elliptic springs secured to the outside of the locomotive frames
and resting on the ends of the truck bolsters. The general di-
mensions of the locomotive with the Belpaire boiler are given
below :

Tractive effort, compound 32.362 lbs.

Weight on drivers 119.000 lbs.

Weight on front truck 53.000 lbs.

Weight on trailer 53.000 lbs.

Weight, total engine 225,000 lbs.

Wheel base, driving 14 ft. 1 in.

Wheel base, total engine 41 ft. 3 in.

Cylinders, diameter 17}^ in. and 24Ji in.

Cylinders, stroke 25'4 in. and 2SH in.

Largest Passenger Locomotive In Europe; Northern Railway of France.

behind the tender at a speed of 75 miles an hour on the level
and 60 miles an hour on .5 per cent, grades.

These locomotives, of the 4-6-4 type, were designed and built
under the direction of M. Asselin. chief engineer of motive
power and rolling stock, the one illustrated being constructed

*Taken fro
ical Engineer:

rnnl of the American Society of Mecha

vheels

eter

.80

Steam pressure 227 lbs.

Boiler, inside diameter at front ring 68 in.

Tubes, number and diameter 34 — Hi in.; 97 — 2yi in.

Flues, number and diameter 27 — 5'A in.

Tubes and flues, length 23 ft. 7J< in.

Heating surface, tubes and flues 3,190 sq. ft.

Heating surface, firebox 206 sq. ft.

Heating surface, total 3,396 sq. ft.

Heating surface, superheater 753 sq. ft.

Grate area 46.1 sq. ft.

p Pmactdc

SMITH SHOP TOOLS

BY J. F. PERRITT,
Foreman Blacksmith, Seaboard Air Line. Jacl<s.inville. Fla.

BENDING CAKRV IRONS.

This tool was designed for bending carr/ irons under a steam
hammer. Tlie illustration shows clearly the method of oper-
ation; it has been in successful use for a considerable time. The

-^K-

_AsM

^\-l'Hok5 for Handling
■^ .m'fhl'Rods

Wocked OufThus

k— «--->t<-

-■^--e'—A

k'Rad ^ '^-"^^

Vl!_

Operation of Bending Carry irons.

dimensions nia\-. cit course, be varied to suit any special require-
ments.

REP.\IRING LOCOMOTIVE BRAKE BEAMS.

This device is for use in making and repairing under a ham-
mer locomotive, brake beams that have become badly worn on the
ends. The end of the beam is scarfed and the new end made
with a \'-shaped notch to lit over the beam. The welding heat

[♦— -

c:^

Beam lYelded and Finished. Prepared for lYeldirjcf.

Tool for Repairing Locomotive Brake Beams.

is then taken and the weld is made in the tool under a hammer.
We have used this device a great deal and find that in addition to
saving time and material it enables the smith to do a neat job
with but little effort.

BENDING S-HOOKS.

In bending S-hooks with this device, the body A is placed on
the anvil and supports the tool. The slotted links B are held
by the two studs D and slide on the two studs C. The metal is
placed between the pins shown on the sliding links, as indi-

I — y^ To 5uif Square

\_^ Ho/einAn^i/

Device for Bending S-Hooks.

cated i5y the heavy, straight lines, and by turning the handle in
the direction of the arrows the hook is formed as shown by the
curved dotted lines.

PNEUMATIC HAMMER FOR BOILER
SHOPS

Macliine Shop Fo

BREKENFELD,

St. Louis & San Fn

Springfield, Mo.

The hammer shown in the drawing has proved efticient as
a staybolt breaker and a riveter, as well as for general use.
It has been in severe service for some years, and consists of
a cylinder 5 in. inside diameter, in which is contained a float-
ing piston. The air enters the cylinder at A, fills the annular
space at the center of the piston and passes back of the pis-

, 4' 4k'

! u'^ .* ' ,, 144. Ouhide Edits of Sxhaisf Ports , J' 3rrauCa:lr

Exhaust I

-j/ii^-el'-ih— ''^^"J^ff'^-iU-sJ'-i/li'ii 12- n'^i-

Automatic Air Hammer.

ton. through Ihe connection B, driving it forward. A 2;^ in. x
Yz in. projection is provided on the end of the piston for striking
the hammer. The exhaust ports consist of six 5^ in. holes
bored in the cylinder SVg in. from each end. These holes are
covered when the piston is at the extreme ends of the cylin-
der. When the piston is in the forward position, the air is
allowed to pass through the pipe C, the connection B being

191

AMERICAN ENGINEER.

Vol.. 87, No. 4.

closed to the air pressure. The piston is thus driven to the
rear, but is prevented from striking the rear head by the air
cushion. At the rear part of the apparatus is a cylinder 8 in.
in diameter which contains a piston and piston rod, and is
used to brace the hammer and hold it against the work, the air
pressure being supplied through the three-way cock D.

TURNING FOUR-BAR CROSSHEAD WRIST
PINS

BY H. T. NOWELL,

Boston & Maine. Concord, N. H.

An arrangement for turning a four-bar crosshead wrist pin
on an engine lathe is shown in the illustrations. The crosshead
is first planed, centered and spotted on the top and bottom of the
pin and placed in the lathe as shown in Fig. 1, counterweights
being strapped on to make it run smoothly. The goose-neck tool

Fig. 1 — Position of Crossiiead at the Beginning of the Operation.

shown in Fig. 2 is used on the carriage of the lathe and is pro-
vided with right and left interchangeable heads, w'hich are made
on a swivel so that they will clear the work when the crosshead
is returning to its original position. As shown in Fig. 1, the
crosshead A is turned by the dog B, which is fastened to the face-
plate and comes in contact with the arm D fastened to one end
of the crosshead. The arm C is fastened to the bed of the

.-»-y

Fig. 2 — Tool Used for Turning Wrist Pins.

lathe and trips the dog B, disengaging it from the arm D and
allowing the coil spring E to pull the crosshead back to its start-
ing position. Fig. 3 shows the crosshead just ready to be
tripped. The construction of the driving-dog is shown in
Fig. 4. When the arm F . located on the rear of the dog in a

recess, comes in contact with C (Fig. 1), it turns the pin G
which bears on the projecting arm D on tlie crosshead. One-
half of the end of pin G is cut away. This allows it to
disengage from D when it is turned by the arm C. A spring
is fastened to the arm F so as to return it to its original posi-

' li^'^~M , 1 1 t^^^m

^.. .

mm^^^mm

, , ^^m

•^^3wev»«4F*l viu

^Igg^tmmmm

UIMmiwjsna

Fig. 3 — Crosshead Just Ready to be Tripped.

tion after it has passed C. In this way the faceplate may ro-
tate continuously and only turn the crosshead through one-
half a revolution. One side of the crosshead pin is turned in
this manner and then the crosshead is reversed in the machine

Fig.

ing-Dog for Turning Crosshead Wrist Pins.

and the other half is turned. This device is simple and
expensive, does good work and may be applied to any eng
lathe with a faceplate.

R.ML Connections Between Valencia and Madrid, Spai.n'. —
The mucli talked of direct line from Valencia, Spain, to Madrid
has not been included in the new law authorizing "complimen-
tary" railways in Spain. The law only makes reference to the
proposed line filling up the gap between the termini of existing
Imes at Cuenca and Utiel, and the Valencia people are not satis-
fied with this route, which is circuitous. On the other hand only
89 miles of line have to be built to connect these two termini,
while of the proposed direct line via Motilla nothing is completed
but the section from Valencia to Utiel. Valencia is the only
large coast town which is not placed on one of the many direct
lines which radiate from Madrid to the coast, although it is
nearer than any other. As the crow flies the distance between
the two cities is only some 186 miles, but the present route, via
Encino, is 304 miles long, and the tri-weekly express takes lOyi
hours to do the journey. By the Cuenca-Utiel route the distance
would be reduced to 250 miles and considerably less again, via
Motilla. Unfortunately, the latter route is through difficult
country, and there is little hope of any local traffic of value, at
least for a number of years to come, while the through passenger
traffic is hardly enough to justify the present service of a daily
mail train each way and an express every alternate week day.

Shop Improvements at Burnside, III.

A Typical Illustration of What May be Done
to Improve Power Conditions at Old Shops

Although the Burnside shops of the IlHnois Central wciulil
hardly be considered as old shops, they have developed so ra])idly
during the past 10 or IS years that in spite of boiler plant addi-
tions made in 1907, enough power was not available for the
stationary engines situated in various parts of the plant. Soon
after M. K. Karnum was appointed general superintendent of
motive power an investigation was made by Willard Doud, shop
engineer, and it was found that on account of the lack of facilities

Plan of Reinforc/ngr Baf^.

Fig. 1 — Concrete Chimney for the Burnside Shops of the Illinois
Central.

for handling coal and ashes, the steam was being generated at
a comparatively high labor cost ; that the boiler capacity could
be increased by improving the chimney and ash pit arrangements;
and that the cost of operating the engines distributed throughout
the plant, and of transmitting the steam over the necessarily long
distances, could be greatly reduced by the installation of motors
throughout the plant, and generally electrifying the shops. It
was also found that there was sufficient exhaust steam available
in the mill engine room in addition to requirements for heating
several buildings to operate low pressure turbines, which would
provide the necessary amount of alternating current for the gen-
eral electrification. A careful estimate of the cost of these changes
showed that with an investment of about $150,000, a substantial
saving could be made in the operation of the plant. These changes
have been made, which clearly demonstrate what can be done in
an old plant to bring the operating costs down to moderate pro-
portions, and to increase the efficiency of the boiler plant.

BOILER PLANT.

The boilers were located in two buildings about SO ft. apart,
and consisted of three 300 h. p. Cahal! water tube boilers in
the smaller building, and eight 300 h. p. Erie City water tube

boilers in the larger building. Nine of the boilers were equipped
with Green chain grate stokers, and the products of combustion
were taken care of by one brick stack 72 in. in diameter by
ISO ft. high, one tile stack 86 in. in diameter by 1S3 ft. high, and
two steel stacks 6S in. in diameter by 90 ft. and 11 ft. high
respectively. All of this equipment was retained with the e.x-
ccption of the brick and steel stacks which were replaced by a
216 ft. reinforced concrete chimney 10 ft. inside diameter, de-
signed by the W. W. Kellogg Company, New York, and shown
in Figs. 1 and 2. It was found that the draft obtained with the
old stacks had not been sufficient to burn the coal economically,
and this chimney will more than handle the present number of
boilers, and allow for increases in future. The 1S3 ft. tile stack
handles the products of combustion for the 3 Cahall boilers in the
second boiler house.

The handling of the coal from the cars to the boilers and
the ashes from the ash pits was done entirely by hand, and

Fig. 2 — Boiler House, Showing New Concrete Chimney.*

the labor cost for this work was excessive. A coal and ash
handling arrangement was therefore installed, as shown in Figs.
5 and 6, which makes it possible to reduce this cost over SO per
cent. The coal is now dumped from the car directly into a
depressed concrete hopper which feeds the coal automatically
into two elevator buckets. These buckets are alternately raised
to the top of the chute and automatically dumped into two storage
bins above which a crusher is located for emergency use. From
one of these bins it is distributed to a trolley conveyor, or hopper.

'he concrete cliimney replaces the bricl< chir

■ight and another steel stack, not shown, dir

This photograph also shows the constructio

chute. The receiving hopper and the coal

iney A, the steel stack on
jctly behind the new chim
n of the upper part of the
:rusher are plainly visible.

193

194

AMERICAN ENGINEER.

Vol. S7, No. 4.

April, 1913.

AMERICAN ENGINKER.

195

electrically operated, which feeds the stokers on tlie Erie City
hoilors in the main Ijoiler house, and from the other to a belt
conveyor which carries the coal over to the other boiler house

Fig. 4a — Arrangement of Motor Suspensions for the East and West
Side Line Sliafts.

for the three Cahall boilers. Two of these boilers are used fur
burning shavings and refuse from the planing mill.

It was also found that the ash pit arrangement permitted a
leakage of air behind the grates which tended to cool the
gases of combustion. To overcome this the stokers have been
arranged to discharge into closed ash pits. The ashes are re-

5 — General Arrangement of Coal Chute for Power Plant.

moved by a pneumatic ash conveyor designed by the Green
Engineering Company, Chicago, which draws the ashes from
the ash pit through a pipe to a separator and storage tank so
located that the ashes may be dumped by gravity into a car for
disposal. Two e.xhaust fans, each driven by a 30 h. p. motor
running at 3,600 r. p. m., are installed for this purpose, one
being held as an auxiliary. The ashes and air are separated in

the receiver or hopper su that there is no eroding action pos-
sible in the exhaust fans. 'I'his arraiiKenu-nt has proved very
efficient and has eliminated ilie ncci.s>it.\ lor more than 3 men
in the ash bandliii^ gang.

EXCl.VE PL.WT.

The engine e(|uipnK-nt ci insisted of \arious sizes of engines
distributed tlir.iuglicut tile plant at some distance from the
lioiler plant, which necessitated expensive labor costs and ex-
tensive steam lines with a corresponding loss in the transmis-
sion of steam. The engines in the mill engine room, which
is near the boiler plant, were retained in service, but one 220
h. p. and 3 smaller engines in the machine and erecting shops,
a 105 h. p. and 25 h. p. engine in the smith shop, and a 35 h. p.
engine in the rolling mill, making a total of 7 engines, have
been replaced by motors. An addition has been built to the
mill engine room for two AUis-Chalmers 750 k. v. a.. 3 phase. 60
cycle 440 volt direct connected mixed pressure turbo-genera-
tors arranged for normal operation on exhaust steam and
shown in Fig. 8. While one is of sufficient capacity to supply
the present demands for the additional electric power, two

Fig. 6 — Coal Chute and Ash Separator for Power Plant

were installed as a matter of safeguard in case of breakdown,
and to have ready means for supplying additional power when
necessary to do so. The supply of steam for this equipment
is taken from the engine equipment in the mill engine room,
wdiich consists of a 20 in. x 21 in. Buckeye single engine driving
a 220 volt Westinghouse d. c. generator, a 28 in. x 48 in. Cor-
liss driving the machinery in the planing mill, and two duplex
air compressors, 22 in. x 30 in., and 20 in. x 26 in. respectively.
A Westinghouse Le Blanc turbine driven condenser located on
the engine room floor level is provided for each turbine, and the
circulating water is cooled in a fan draft tower located adja-
cent to the engine room. Two 15 k. w.. 125 volt Allis-Chal-
mers enciting generators are provided, one being driven by an
a. c. motor and the other by a Terry turbine.

In making the change the only building originally using ex-
haust steam for heating where li\e steam is now used for the

196

AMERICAN ENGINEER.

Vol. 87, No -t

same purpose was the ni;ii;iiine and erecting shop where on ac-
count of the location of the building it was figured that the
exhaust steam could not be used to any great advantage, and

low pressure steam from the boilers is now used for the heat-
ing system. A 3,000 h. p. Piatt Iron \\orks feed water heater
was installed to heat the boiler feed water. Two 14 in. x 8 in.

-20i-

lOH.P. D.C.Mofor
Type 5. K. Frame "90
4SO-/800R.P.M.

Mofor ^upporf.
-Application of a IVIotor Drive to a Vertical Miller.

sure Turbines and Le Blanc Condensor.

April, 1913.

AMI'.RICAN KNCilNEKR.

197

X IJ in. l'.l;iUc put valve piiinps were also added for feeding d. c. motors being used where variable speeds were required,

the boilers. In the inachinc and erecting shop the machines were divided into

MOTOR iN.ST.xLL.MiuN'.'^. groups, as showu in Figs. 3, 4 and 4a, each group being driven by

\\ ilh the addition of the alternating current generators it was an a. c. motor. This greatly reduced the length of main shafts

fi'unil that a more logical and economical distribution of power required, and also eliminalcd the attendant losses due to fric-

cnuKl l)e effected, and in many instances direct current motors timi.
running at .i Ci nstant speed were replaced l)y a. c. motors, the One notewdrthy clirnge was in the elimination of a rope drive

Fig. 10 — *2-liich Motor Driven Car Wheel Lathe

198

AMERICAN ENGINEER.

Vol. S7, No. 4.

between the shaft of Group 21 and the shaft of Group 16, which
will permit of locating a crane above a portion of the machine
shop. The power required for each machine was carefully de-
termined and a motor installed of sufficient power to drive
each group. In some cases it was found that where a d. c.
motor had been used an a. c. motor of much smaller ca-
pacity would answer the purpose on account of its rugged
characteristics. Such an instance is shown in I*~ig. 11. The
15 h. p., a. c. motor in position on the wall is to replace the
large SO h. p., d. c. motor on the floor, and a chain drive is
to replace the belt drive. It was also found that in some
cases the motors could be directly applied to the machines
more economically, and a few of the most interesting ap-
plications are shown in Figs. 7, 9 and 10. Fig. 10 shows a
Sellers car wheel lathe driven by a 50 h. p., 220 volt d. c.
motor with speed adjustment by field control from 500 to 1,000
r. p. ni. Snap switches on the front and rear of the lathe en-

Fig. 11 — A 50 h. p., 220-volt. d. c, Motor Replaced by a 15 h. p.,
440-volt, a. c, Motor Placed on the Wall.

able the operator to start and stop the motor from either place.
By means of a drum controller and suitable field resistance the
desired speed is established. With one snap switch the motor
is brought to this speed, while the other switch gives half speed
for handling hard spots. Hence by combination of the con-
troller and snap switches, the speed control is obtained with-
out the intervention of gear changes?

Throughout the whole installation tlie accessibility of motor
control for the operator was carefully considered. All of the
auto-starters are equipped with overload relays instead of fuses
and no-voltage releases, which aflford protection to the motors,
tools and operators. In case of the group drive, provisions are
made at three different places in each group for stopping the
motor in case of accident. \\ here it was possible to do so the
motors for the group drives were suspended from the walls
or rafters so as to give all the floor space possible and place
the motors out of the way of possible injury. Alternating mo-
tors will require very little attention. It was believed that by

making these changes a distinct sa\ing in the cost of operation
of these shops would be made, production increased, a similar
effect on the working floor space obtained, and that in general
the shop operation would be much more reliable. Alternating
current motors were also used to replace the engine in the
blacksmith shop, and marked increases in output have been
made by their installation.

The construction work, other than that applying to motors,
was done by Westinghouse, Church, Kerr & Company, New
York, and all of the new motors installed were male by the
Westinghouse Electric & Manufacturing Company, Pitts-
burgh, Pa.

A LINK GRINDING MACHINE

BY V. T. KROPIDLOWSKI.

In constructing the link grinder shown in the illustration,
two pieces of J4 in. x 4 in. bar iron were used for the frame,
but the writer believes that heavy 4 in. angles would make a
more rigid construction. A crosshead D slides between the
frame bars, and can be raised and lowered by a long rod B,
which has a square thread. This rod fits into a block /, which is
bolted between the bars of the frame. A handle M is provided
to operate the screw. Through the crosshead a pin with a
journal fit is provided, on the end of which a block F is fas-
tened and kept from turning by a pin H; while through the
block F is passed the rod C, which can be moved so as to suit
the radius of any link, and is held in place by a set screw G.
The lower end of the rod C has two jaws,' from which are sus-

. /trior ior £rT}erif IVhee/
Machine for Grinding Links.

pended two links J . These links have bolts A', whicli have taper
heads, and which also are provided with a taper washer L and a
nut, to suit any size holes in the different links. The arbor of
the emery wheel that is used for grinding the links is attached
to the arbor of a large emery wheel, which was already in-
stalled, this being done to obviate special shafting, pulleys, belts,
etc. Referring to the illustration. No. 1 indicates the large arbor
and No. 2 the small one. A medium grade of emery wheel is
used and all the deep hollows are removed by this machine,
the little polishing that is necessary afterwards being done by
hand.

Repairing Locomotive Driving Boxes

Brasses Cast in Place are Better Both
as to Service and Cost of Repairs

BY M. D. FRANEY,

Master Mechanic, Lake Shore & Michigan Southern, Elkhart, Ind.

The design of the driving box and its associated parts, the
machinery available in the shop, its relative location, as well as
the organization of the shop have an important bearing on the
proper method of repairing driving boxes. In the following
study of the subject the functions of the driving box and its
associated parts will be considered first and will be followed
by a discussion of the proper method of making repairs.

The ideal driving bo.x is one having a general construction of
ample strength to permit maximum wear and the restoring of

Pacific Type Locomotive.

worn parts to their original dimensions. It should give the
maximum service between general shoppings with a minimum
amount of repairs. The following items affect the service and
repairs; wear between the journal and the brass; the secure
holding of the brass in the box ; lateral wear between the driving
box face and the driving wheel hub ; securing and holding of the
hub liners in the boxes and on the driving wheels ; reducing to
a minimum the wear between the shoe and wedge face and the
driving box. The wedge bolts should have ample strength and
a liberal bearing area between the bolt and the wedge. The
flanges of the driving box for shoe and wedge lit should be
tapered to prevent the raising of the brass from the journal, or
the binding of the driving box and shoe and wedge during the
rolling of the locomotive in service.

Experience proves that the wear on the main driving journal
and brass is more rapid than on the front and back journals.
This wear may be made to correspond to that of the other
journals by increasing the length of the main driving journals
by 18 or 20 per cent. This practice was tried on the Michigan
Central at Jackson, Mich., in 1903 by D. R. MacBain, now
superintendent of motive power of the Lake Shore & Michigan
Southern. At that time Atlantic type locomotives on that road

required the refitting of the main driving box brasses after
35,000 miles service. Increasing the length of the main bearing
from 12 in. to 14 in. resulted in the same engines making 100,000
miles without refitting the boxes.

Fig. 1 shows the No. 1 and No. 3 box, and Fig. 2 the main
axle driving box of a 22 in. x 28 in. Pacific type locomotive
equipped with a superheater and carrying 200 lbs. steam pressure.
The details of the method of holding and fastening the brass are
shown in Fig. 3. It will be observed that this box is made to
receive the brass in a molten state. Five dovetails are slotted in
the crown of the box, two holes 1 in. in diameter are drilled in
the center dovetail and the hub face of the box is dovetailed
to receive and hold the brass hub liner w'hich is poured and cast
on the box at the same time as the crown brass. The hub liner
is a part of the brass, and with the two 1 in. projections in the
two 1 in. holes, A and B, in the center dovetail it prevents the
brass from working out, should it become loose in the box. The
five projections on the crown brass are held closely to the sides
of the dovetails in the box by shrinkage.

One great advantage of the poured brass over the pressed one
is that a higher percentage of lead can be used without segrega-
tion. The sudden cooling in the steel box gives a very close
grained uniform bearing metal. The poured brass with its high
percentage of lead makes an ideal bearing and having the hub

-Driving Box on the Main Axle of
Locomotive.

t<— ^/---^ — ^si — -■>)
Heavy Pacific Type

liner cast solid with it, in addition to tlie dovetail, makes an
excellent method of fastening the hub liner as well as a cheap
method of renewal to standard dimensions. There is a saving
of labor in turning, shaping, pressing in, drilling and pinning the
brass, and the pouring of the brass in the steel box costs less
than pouring in a sand mold.

In applying new driving wheels there is no good reason why
metal should be removed from the wheel hubs and similar metal
patched on with bolts. The wheel hub should be left solid to

199

200

AMERICAN ENGINEER.

Vol. 87, Ko. 4.

take the lateral thrust of the box. The writer has seen hubs with-
out liners, e.xcept on the bo.x, in service eight and ten years,
which were in good condition.

Cast iron shoes and wedges and cast steel driving boxes do
not make a satisfactory wearing combination and in the boxes
illustrated two dovetails and two 1 in. holes are provided to
hold the bronze liners, which are cast in place. This not only
provides good bearing material, but also permits liberal fillets

:i:^

Fig. 3 — Arrangement of Recesses for Holding the Crown Brass
and Liners.

where the flanges join the steel driving box casting, which adds
to the strength of the construction, and yet, when the liners art-
cast in place, allows the use of sharp corners on the shoes and
wedges which gives a bearing on the full area of the shoe and
wedge face. On the shoes used with these boxes there is an
increased bearing area of 13>4 sq. in., as compared with a similar
wedge having a fillet of M-in. radius. This reduces the wear
between the shoe and wedge and the driving box face and al^'i

-Frame 'Centers -

R/ffht
Frame

C-fr. L ine of Driirers

Pedesh:// Shotf/ders
at this Polnf

Fig. 4 — Relation of the Driving Boxes and the Frames When the
Driving Wheel Strikes a High Spot on the Track.

reduces the puunding. The brass face against cast inm permits
a closer adjustment than with cast iron and steel.

F"ig. 4 shows why the driving box flanges should be tapered to
prevent the driving boxes tipping on the journals with the
swinging and rolling of the locomotive. This clearance also
prevents the binding of the driving boxes and the shoes and
wedges with the resulting breakage of the flange on the box,
the shoe and wedge flange, the wedge bolt, or all three.

SHOP PR.\CT1CE.

The shop practice for finishing new driving boxes of this type
in a shop repairing 650 engines per year has been well standard-
ized and the results are very satisfactory. In the following descrip-
tion, the time given in each case is the average time required
and includes dead time. It is based on piece work pieces and
covers an extended period of time. All driving wheel and box
repairs from the time the wheels are removed from the loco-
motive until they are again ready to place under it, are handled
by the driving wheel and box department of the machine shop.

The new bo.x as it is received from the foundry is clamped by
bolts in the ordinary method on a 42-in. Bullard vertical turret
lathe; both faces of the driving box are finished to the proper
dimensions, and the hub face is dovetailed to receive the hub
liner. This operation requires 90 minutes from floor to floor
and costs 65 cents per box. The box is trucked from the boring
mill to the slotter at a cost of 1 cent. The circle and dovetails
are slotted to receive the poured crown brass. This requires two
hours and costs 96 cents per bo.x.

Experience in pouring driving box brasses has shown that the
slirinkiii!^ of the metal tends to draw the box in on the lower

hig. 5 — Face Plate and Burners for Heating the Box Preparatory to
Pouring the Brass.

end and for this reason llie new Imx is not milled for the shoe
and wedge fit, or slotted for the cellars until after the brass is
poured.

It requires eight minutes to take the box to the brass foundry
and costs a little over 3 cents a box. The brass is melted in a
Rockwell furnace and a special face plate with four special
luirners is provided for the pouring. This is shown in Fig. S.
l-'uel oil is used in the burners and the boxes are heated to about
9C0 degrees before the brass is poured. A cast iron core with a
pin projecting from the lower end is set in a receptacle just
opposite each burner. This core has projections which core out
the grease grooves and recesses to receive the sand cores for
babbitt grooves ; the brasses as poured are small enough in
diameter to finish nicely to minimum size of journal for each
class of engines. The hub liner in its molten state is retained in
position on the box by wrought iron guards, about 1 in. high,
providing ample stock for facing it to the required thickness and
insuring the removal of all dross and waste material. Slots are
provided in the edges of the iron cores and two wedges are used
in each slot, one of the wedges is inverted and by driving the
other it is easy to center the box on the core. These wedges
form the mold for the lower edges of the brass.

April. 1913.

AMERICAN ENGINEER.

201

111 beginning the operation, tlie box is set on the face plate
resting on its back face at the proper distance from the cast iron
core. When properly located in respect to the core it is secured
and the cast iron core is removed. The burner is lighted and
the box is heated to its proper temperature. The guard tor the
hub liner is then placed on the box and the core is returned to
place and the wedges driven down and all open places are closed
with asbestos cement. 'I be molten brass is then poured in the
ladle and allowed to cool to a dull red heat before pouring in
the box. Fig. 6 shows the operation of pouring.

Setting up the box on the face plate, lieating, applying the

Fig. 6— Po

ing Driving Box Crown Brass and Hub Li

guards and liners and pouring the shell and hub liners requires
30 minutes and costs 16 cents a box for labor.

The box is now returned to the milling machine and is securely
clamped to a heavy angle iron. One end of the box is offset so
that in milling the first shoe and wedge face the milling cutters
also cut half the taper on the flanges. After the milling cutter
has passed through, the boxes are reset by adjusting the wedge
on the opposite edge of the bo.x which completes the operation
of milling tlie shoe and wedge face and tapering both ends of
the flanges on one side of the box. The box is then turned
over and the same operation is performed on the other side.
This requires 2^^ hours and a labor cost per box of one dollar,
with 25 cents added for setting up on the machine, which usually
applies for several boxes. This operation could be somewhat
reduced if a heavier milling machine was used.

The box is trucked to the planer, which is in the same de-
partment, and the two dovetails are planed on each shoe and
wedge face to receive the brass liners. This takes on an average
of 45 minutes per box and costs 37 cents. It is then trucked to
the brass foundry for pouring the shoe and wedge liner.

For pouring these liners, cast iron formers which fill the space
between the flanges of the driving bo.x and for the full length
of the shoe and wedge face are provided. Four taper pins on
the face of the liner hold it a proper distance from the box. Two
formers are used for each box and are held in place by clamps.
The labor for applying formers and pouring the side liners costs
6 cents a box.

The box is taken to the planer at a cost of a little over 3 cents

and tile brass gibs are planed to the proper thickness to give
the required width on the shoe and wedge face. This is handled
on an ordinary 36-in. planft- and the time required for setting up,
finishing lioth sides and retnoving to the floor is 38 minutes and
costs 30 cents for labor. The box is next delivered to the slotter
and is slotted for the cellars whicli consumes .SO minutes and
costs 38 cents.

Cleaning the sand out of the oil pocket and out of the babbitt
slots takes 14 minutes per box, costing 7 cents. It is then
trucked to the babbitt fire, babbitted and returned, requiring 12
minutes at a labor cost of a little over 8 cents.

The box is bored for the journal fit on an old Putnam wheel
boring machine, wliich has been fitted up for this work, it is
show-n in Fig. 7 with a finished box in position. A heavy
extension is provided on the end of the boring bar which extends
into a sleeve in the table, so designed that the chips cannot cut
the bar. An adjustable tool holder is provided in the bar and a
double end tool is used. One end of the tool is for roughing
and the other for finishing. A horizontal head is used for facing
the hub liners. A %-m. feed and a >4-in. cut is used for rough
lioring and a 3/32-in. feed and a ^-in. cut for facing, both
operations being performed at the same time. A canvas curtain
encloses the niaciiine while boring and facing. The bo.x is
clamped with fi;ur heavy clamps and key-bolta.

The box is bored central with the shoe and wedge faces by
using a special adjustable gage. Fig. 8, measuring from the shoe

Fig. 7 — Boring tlie Brass and Facing the Hub Liner.

and wedge face to the extension on the boring bar. This is also
used for measuring from the steel box to the bar for the proper
thickness of the crown brass. The operator is required to caliper
the journal and is responsible for the proper fitting of the brass
on the journal. Front, back and intermediate brasses are bored
1/32 in. larger than the journal and the main brass is bored to
fit the journal. This is for engines equipped with grease lubri-
cators. Setting up the box in the boring mill, calipering the
journal, boring the brass and facing the hub liners to proper
thickness takes but 25 minutes from floor to floor. The total
cost of these operations is 25 cents.

202

AMERICAN ENGINEER.

Vol. 87, No. 4.

The box is next delivered to the drill press in the same de-
partment and is drilled for the cellar bolts and oil holes. This
takes one honr at a cost of 28 cents.

Planing the cellars to fit the box takes 25 minutes, fitting the
removable grease doors to cellars five minutes, and drilling the
holes in the cellars and grease doors 15 minutes. The cost for
the three operations is 28 cents.

The bo-x is delivered to the fitter who fits it to the journal,
•cleans the sand out of the grease groove with an air hammer
and special chisel, removes the burrs and squares up the spring
saddle. This takes one hour.

Placing the box on the journal, packing the grease in the cellar,
fitting up a new grease plate and spring plate, fitting the cellar
in the box and putting in the cellar bolts complete requires
another hour.

This completes the operations on a new bo.x ready for applying

the Boring Mill.

the wheels under the engine. The total time as shown by the
recapitulation is 14 hours and 41 minutes.

Si-MMARV— New Driving Po.xes.

Time.
Minutes.

Clamping on the boring mill, finishing bolh faces, dove-
tailing for the hub liner 90

Trucking to the slotter

Slotting the circle and dovetail for the brass

Trucking to the brass foundry

Setting on the face plate, applying the formers, heating th
box, pouring the brass and hub liner

Trucking to the milling machine

Setting up on the milling machine, milling the shoe anc
wedge face, including the tapering of flanges

For setting up the milling machine for the above operation.

Setting on the planer, planing two dovetails in each faci

Cost for
Labor.
Cents.

120

150

sho

and wedge line

eking to the brass foundry for pouring shoe

side liners 15

Applying the formers, heating the bo.x. pouri
Trucking from the brass foundry to the pla

Planing brass gibs on shoe and wedge face 38

Slotting for the cellar 50

Cleaning the sand out of the oil pockets and babbitt slot.... 14
Trucking to the babbitt fire, babbitting and returning to the

boring mill 12

Setting in the boring mill, calipering size of the journal,
boring the brass, and facing the hub liner to proper thick-
ness 25

Drilling the cellar bolt holes and oU holes for the shoe and

wedge face 60

Planing the cellar to fit 25

Fitting removable grease doors to the cellars 5

Drilling the holes in the cellars and grease doors 15

Removing all burrs and sharp edges from the brass and hub
liners, cleaning the sand out of the grease grooves in the
brass, squaring up the spring saddle, and chipping the oil
grooves in the shoe and wedge face, leaving tlie box ready

to go on the journal 60

Filling the grease groove, placing on the journal, applying
the spring grease plates and followers complete in the
grease lubricator, filling the grease lubricator, placing the
cellar in the box, and putting in the cellar bolts 60

Total 14 hr

. 41 :

In handling an old box for repairs, the box is first removed
from the axle and after the grease is taken from the cellars and
placed in receptacles provided for the purpose, the box and cellar
are placed in a basket for the cleaning vat. This work, including
taking the box and cellar to the lye vat and cleaning and then
returning them to the driving box department, requires twenty-
eight minutes and costs about 13 cents.

Inspecting the driving bo.x and pressing out the shell consumes
si.xteen minutes at a cost of about 6 cents. Where it is necessary
to chip out the hub liners the time will be thirty minutes.

In removing the brass side liners for the shoe and wedge it is
more satisfactory to plane them out and the cost of doing this by
splitting them in two in the center with square nosed tool and
removing the parts is also about 13 cents.

Trucking the box to the brass foundry for pouring a new
brass and liners takes 8 minutes and costs a little over 3 cents.
Setting up the box on the face plate, heating it, pouring the brass
including the hub liner, applying formers for the side liners and
pouring the side liners takes 45 minutes at a cost of 22 cents.

With repaired boxes all of the brass foundry work, including
pouring of the hub and side liners, is performed at one time.

The box is then trucked to the planer and the side liners are
planed to the original dimensions. This takes 38 minutes and
costs 30 cents a box. Where the old shoe and wedge liners can
be used and it is only necessary to plane them each box is planed
to width separately. This is good practice as it preserves a
maximum thickness of liners on the box. On the erecting floor
the width of each box is laid out on its own pedestal from its
respective center.

After the sand is chipped out of the oil pockets and babbitt
slots in the shell the box is trucked to the babbitt fire, babbitted
and returned to the boring mill. It is bored in the same way as
a new box.

The bo.x then goes to the fitter, the sand is cleaned out of
grease grooves and the brass is fitted to the journal and the
spring sa(^dle bearings are squared up. It is now ready to be
applied to the journal, after which the foreman inspects it for
fit ; the grease with lubricator is applied and the cellar is bolted
in place and the box is ready for service.

SuMMARi' — Old Drivi.ng Boxes.

Cost for

Time. Labor.

Minutes. Cents.

Removing the box from the axle S 3.2

Removing the grease from the cellars and placing the box

in the basket for cleaning 5 2

Taking the box and cellar to the lye vat and cleaning 9 4

Trucking to the driving box department 6 2

Inspecting the box and pressing out the brass 16 6.3

Chipping out the hub liners 30 13

Planing the side liners and removing IS 13

Trucking to the brass foundry for pouring the liners and

brass S 3.2

Setting the box on the face plate, heating, pouring brass,

hub liner and side liners 45 22

Trucking to the planer 8 3.2

Planing the side liners 38 30

Chipping sand out of the oil pockets and babbitt slot in the

brass » 14 7

Trucking to the babbitt fire, babbitting the brass and return-
ing to the boring mill 12 7

Setting on the boring mill, calipering journal, boring the

brass, facing the hub liners 25 25

Removing all burrs from the brass and hub liners, cleaning
the sand out of the grease groove, chipping the grooves in
shoe and wedge face. Box ready to go on the journal.... 60 47

Filling the grease grooves, applying on the journal, fitting up
the lubricator complete, applying the cellar, putting in the
cellar bolts. Box ready for service.-. 25 13

Total 5 hrs. 27 min. $2.00

As Stated in the beginning the detailed handling of driving box
repairs will necessarily be varied to suit shop conditons, type of
machinery, its relative location and the design of box used. It
should be understood, however, that a few extra cents saved in
the cost of repairing driving boxes may result in dollars spent
in the roundhouse before the engine comes back for general
repairs. The principal item to be considered first and always is
the design of the driving box and the method of repairing, which
will enable the engine to go from one general shopping to an-
other with the last amount of repairs.

GAR DEPARTMENT NOTES

BY KEYSER.

Is there a railroad anywhere on which a car foreman can
have the repair tracks switched at the time they need it? My
experience has been something Hke this : The car foreman
orders one of the repairmen to "Go up and tell the yardmaster
we want a switch here in half an hour." The repairman returns
in 45 minutes and says that after tramping all over the yard
he fmally found the \'ardmaster, who informed him that "he
couldn't switch the rip tracks before dinner." There being, by
this time, from two to twenty repairmen idle, the foreman pro-
ceeds to find what he can to keep them busy temporarily and
sets out himself in search of the yardmaster. When he suc-
ceeds in running him down they spend another ten minutes in
loud-voiced discussion that accomplishes nothing; the fore-
uian returns to the repair track and cools his wrath by telling
what should, in his opinion, be done to the yardmaster and the
rest of the transportation officials, while the yard crew go about
their regular work and switch the repair tracks when they get
around to them.

I do not pretend to otter a solution of this proljlem. I have
seen a number of trials made to solve it — designating certain
times for the switching, etc. — but I have never yet known one
of them to work out satisfactorily. Conditions vary so much
at the terminals that a different treatment may be needed for
each one, or at least each class of terminal ; but I believe that
the way to go about solving it is to have the matter thoroughly
threshed out in a conference between the superintendent, the
master mechanic or division master car builder, the yardmaster
and the car foreman. Cei"tainly something should be done to
avoid the delays and consequent waste of keeping car repair-
men waiting for switch engines.

When a luan is made car inspector he sometimes gets the
idea that all he has to do is to go around tapping wheels with
a hammer and looking wise. There are plenty of railroads on
which cars are set out and delayed on the repair tracks for
trivial repairs, while a car inspector sits and gossips in the
yard office. This may be largely overcome by erecting a small
shanty for the inspector, within a reasonable distance of his
work, and placing in it a small supply of brasses, nails, bolts, etc.
The inspector can then, in many cases, very easily make such light
repairs as are necessary without marking out the car and neces-
sitating its removal to the repair track. There are great possi-
bilities in this for the saving of money for the company and in
preventing delays.

I talked to the foreman of a coach cleaning yard recently
when a number of men were at work nearby washing down
cars. I noticed two other workmen bring out a number of
cushions and aisle carpets and one started blowing the dust
out of the carpets with a compressed air cleaner, while the other
commenced pounding the cushions. I expected to hear the fore-
man at once order these two elsewhere, but not a word was
said. The dust blew against the wet cars and, of course, stuck
there, and the train went out with several cars looking much
worse than when they arrived, for the reason that they were
uniformly dirty coming in and were spotted irregularly going
out. Possibly the moral is "use vacuum cleaners," but until the
appropriation goes through, a little thought on the part of the
foreman would help materially to lirighten the exterior of the
passenger equipment.

When work trains are being operated, the aprons which carry
the unloading plow from car to car are frequently a Ijane to
the carman's existence, one of the prolific causes of trouble being
the leaving down of the end apron by trainmen and conveniently
forgetting it. The sequel is the backing in of another locomo-
tive or train and the consequent crumbling up of the apron. It. is
useless to report these happenings. The superintendent may post
bulletins and admonish from morning to night and trainmen
will still "forget'' the aprons. The easiest way is to assign a
man several times a day to go over all the trains which may be
awaiting load, or standing idle for any other reason, and have the
end apron turned back; then it will not matter whether or not
the trainmen forget.

It is just as easy to load car wheels properly as improperlv,
but it is surprising how many carmen, and even foremen, will,
in unloading wheels, place them so that the flanges of one pair
rest against the journals of the next. The result to the journals
may be readily imagined.

The "safety first" campaign has resulted in great improve-
ments as regards material left lying along the tracks in such a
manner as to possibly cause death or injury to trainmen; but
how common it is to see drawbars, draft sills, etc., left lying right
where they fell when removed from a car on the repair tracks,
the men in the meantime walking, or rather stumbling over them
while about their work. In most cases a few steps and a few
seconds more would place the old material out of the way, so
that the men could work and move about with comfort and con-
venience.

While talking of safety, did it ever occur to >ou how easily
a protruding nail rir broken board on a roof or the floor of a
flat car, could throw a trainman from the car? These are
among the little things that, if let go, may cause serious injury
or loss of life. T know of repair yards where one or more
men are kept busy all the time looking for and remedying
small defects of tliis nature, .'\side from the safety feature,
a loose nail may very soon mean a leaky roof.

I was much surprised recently to see a number of men en-
gaged in shoveling back and boarding up the grain in a box
car in order to get at the draft timber bolts, which were broken.
There is a device, which I was under the impression was in
general use. by which this work can be much simplified. It
consists of a bottomless box or cylinder, about four feet in
diameter or square, as the case may be, made of % in. or 3/16 in.
iron; it is sunk to the floor of the car and the grain shoveled
out. It may be made in a boiler shop in a few hours.

Many car foremen, unless the general storekeeper is watchful
and checks their requisitions closely, follow the practice of
ordering more material each month than they need, regardless
of what is due on previous requisitions. They follow the old
rule of ordering double what is needed because the stores de-
partment will reduce the amount by half, anyway. I believe that
it requires no more clerical work and gives more satisfactory
results to keep close track of what material is on order, and
instead of ordering another supply each month, keep after the
storekeeper until the old requisitions are filled. In many in-
stances, if a foreman were to suddenly have all his outstanding
requisitions filled he would not be able either to store or use the
material.

203

204

AMERICAN ENGINEER.

Vol. 87, No. 4.

REMOVING FLAT SPOTS FROM CAR
WHEELS

BY CHARLES A. CURTIS, Jr.

Flat wheels are hard on the road bed and rolling stock, and
are frequently the cause of much ill-natured comment on the
management, particularly in the case of passenger equipment.
The traveling public is looking for the best service, and smooth
running wheels play a big part in it. The device described in

y4c(/L/s^ab/fj Whee/ Ca///per
^xle Pulfecy.

Details Used with Machine for Grinding Car Wheels.

this article will remove flat spots quickly and cheaply, without
the necessity of removing the wheels from the car.

The machine may be set up and operated by one man. It is
first necessary to jack up the end of the truck on which the flat
wheel is located, so that the axle is free to turn in its bearings;
then block the wheels which are not to be ground, so as to
eliminate as much vibration as possible. The axle pulley is

clamps shown ; a clamp must be placed at each corner of the
frame. The wheel turning mechanism is next placed on the
frame so that the driving pulley will be in proper alinement with
the axle pulley, and is clamped in position by four hook bolts.
Xo holts are provided in the frame for the hook bolts, as there
is no certainty as to the location of the machine, due to different
types of brake rigging, etc. The necessary holes are bored after
the machine is set up, and the axle and the driving pulleys are
then connected by a belt 3 in. wide. Power for turning the
wheels is supplied by a li h. p. electric motor connected to shaft
B by means of a tie.xible connection. The grinder is next placed
on the rail with the part marked "front" at the wheels, and the
part marked "outside" at the outside of the truck. It will be
noticed that this macliine has a longitudinal feed of 3 in. and a
transverse feed of 6 in. .-Kfter it is placed within the limits of
its longitudinal feed it is secured to the rail by the set screws-
in the rail jaw's. The grinder is driven by a Vj^ h. p. electric
motor, which is flexibly connected to shaft A. This motor must
have a separate frame and may be located to suit the operator.
The grinder should run at about 1,500 r. p. m. The operator
has perfect control of the work by means of the two feeds.
Care should be taken to grind both wheels to the same diameter^
so as to preserve the good running qualities of the car. A wheel
calliper is also illustrated, with which the size of the wheels may
be taken accurately.

Long Distan'ce Wireless. — A message by wireless telegraph,
sent from Key West, Fla., recently was heard at Cairo, Egypt,-
about 7,000 miles away.

Fires on the Pennsylv.\nl\. — The Pennsylvania reports the
smallest fire loss in thirty-four years. In 1908 the company's.

It ^'^^^I

L 4' M-t^j.5 Feed
Ot/As/c/e

k- — s- H^

i x-'i?-^ L

-Ra'tlJayv-

y lof^- ->1

Wheel Grirc/er

Wheel

'hirninff Machine.

-Gear

Pmion

Shafl-

O'O-

fhK

D.a-

faa

O/a

Ungth

iZb

This shaft Includes,
moke iv^suif- Mo/o

So Including pink

K-./il-ii Frame for )Vhee/

\ < Turning Machine.. ,~v

i I 1 K— •2' — H

TIT"

->ij(< //- h'

Hook Bo/fs for C/amp/ncr tVheef
Turning Machine fo i^s Frame.

Apparatus for Grinding Car Wheels.

then placed on the axle. This pulley has a cast iron band filled
with wooden segments, i. 2, j, etc. ; a set of segments is required
for each size of axle. Each set must fit the cast iron band,
which is made in two pieces and bolted together.

The wheel turning machine is next set up. The frame of
this machine is placed on the rails at a convenient distance from
the axle pulley and is secured to the ball of the rail by the

employees extinguished 274 fires out of a total of 1.397 which
occurred on railroad proiierty, and in 1912, 454 out of a total of
90S. The steady increase in the efficiency of the fire fighting
brigade was further developed last year by special training of
employees and equipping additional locomotives in yard service
with pumps. Including the fires to which city fire departments
were called, the total loss was only $219,892 from the 905 fires.

Growing Cost of Freight Car Repairs'

Some of the Principal Causes ; Also Suggestions
for Changes in Design, and Methods to Reduce it

BY F. F. GAINHS,
Superintendent o{ Motive Power, Central of Geor(Sia.

\\ itli till' miiti\c i»)WLT (if six til ten years ago. together
willi tlic size and the method of handling trains of tliat period,
a wooden nuderfranie of eight sills was considered a sub-
stantial design for freight cars; but the introduction of hump
yards and the Mikado and Mallet type locomotives has revolu-
tionized operating conditions, and where action has not been
taken to bring the cars up to the required standard, it has re-
sulted in an abnormal amount of repairs, particularly to the
draft gear, center sills and end sills. Many railway officers
have realized this situation and have provided at least steel
underframes and high capacity friction gears on all new equip-
ment. Some have been content with the steel underframe and
a w'eak draft gear, while others have taken steps to reinforce
the older wooden equipment with metal draft sills and friction
gears, as well as to use the high capacity friction gears with
steel underframes on all new equipment.

About two years ago a special analysis of repair bills was
made on the Central of Georgia to see which were the prin-
cipal items of expense so that measures could be taken to im-
prove them. The analysis covered a period of six months,
and in addition to itemizing repairs, the percentage of each
item was shown for each railroad making repair bills against
that company. The following table gives the average cost of
the principal items in per cent, of the total bills:

Air hose 3.08 per cent.

Brake shoes 4.11 per cent.

Brasses 9.85 per cent.

Cleaning cylinders and triples 1.19 per cent.

Miscellaneous air brake repairs 5.13 per cent.

Wheels 9.70 per cent.

Axles : 39 per cent.

Oil boxes .94 per cent.

Longitudinal sills 1 .29 per cent.

Knuckle pins, locks, etc 4.53 per cent.

Couplers 3.81 per cent.

Follower plates 72 per cent.

Casements 53 per cent.

Springs, draft 1.34 per cent.

Yokes 30 per cent.

Yoke rivets and pocket bolts 3.56 per cent.

Draft timbers 1.76 per cent.

Draft bolts 28.37 per cent.

Carrier bolts 1.04 per cent.

Defect cards 6.27 per cent.

Miscellaneous 12.09 per cent.

Total 100.00 per cent.

Assembling all items connected with coupler and draft gear

we have :

Follower plates .72 per cent.

Casements 53 per cent.

Springs 1.34 per cent.

Yokes 30 per cent.

Yoke rivets and pocket bolts 3.56 per cent.

Draft timbers 1.76 per cent.

Draft bolts 28.37 per cent.

Carrier bolts 104 per cent.

Longitudinal sills 1.29 per cent.

Total 38.91 per cent.

This conclusively demonstrated the weakest spot and the one
needing immediate attention. In rebuilding some wooden coal
cars metal draft arms engaging the steel body bolster, and ex-
tending well back of the body bolster so as to reinforce the
center sills at this point, were applied in connection with a
substantial friction draft gear. These cars have been in service
about three years without any cost for repairs of couplers or
draft gears. One of them was in a collision on a foreign road
and when returned had the eight longitudinal sills and the
side planks broken, but there was no damage whatever between
the center of the car and the ends, including the draft gear.

•Awarded first prize in the Car Department competition, that closed
February 15, 1913.

The experience with this lul (jf car.s, in connection with
tl;c analysis of the cost of repairs, resulted in a policy of im-
pruxement of all wooden underframe cars with an expected life
of ten years or over. All such cars when requiring new cen-
ter siils are equipped with the metal draft arms and a friction
draft gear. In many cases where the center sills are only
split by draft bolts the old sills are retained and metal draft
arms are applied without the removal of the sills.

In designing new equipment the mechanical department of a
railroad is in a much better position to do the work than the
car builders. The latter are not familiar with operating con-
ditions and approach the proposition from the standpoint of
lirst cost, ease of construction, and with little or no concept
of maintenance and repairs in ease of accident.

The function of any car is to transport its lading under nor-
nuil Conditions without damage to either the car or the lading,
and with a minimum of weight per ton of lading. Box cars
must be water and burglar proof. The design must also be
economical as to maintenance. Normal conditions of today
mean long, heavy trains handled by powerful Mikado and Mal-
let type locomotives, hump yards, and congested terminals
where the equipment must stand collisions at speeds of ten
to lifteen tniles an hour without damage to the car, at least.
That these conditions require a steel underframe has been so
thoroughly demonstrated as to require no further proof. In
the earlier types of steel underframe, in order to keep the
light weight of the car in line with contemporary wooden
construction, there was entirely too little material used. Its
thickness was such that a few years' exposure to the elements
caused serious corrosion and a further weakening of an in-
sulilicient design. The material was not distributed to the
best advantage to resist the shocks incident to the service.
Pressed shapes were largely used, which involved serious delays
when heavy repairs due to accidents required new parts.

Today we know that we must put enough material in the
underframe to take care of the service, and disregard the light
weight of the car. Structural steel is in every way preferable
to pressed shapes, even if the first cost is slightly greater. The
thickness of members constituting the underframe should never
be less than ^-inch, and preferably S/16-inch or over, to allow
for corrosion. The center construction should be amply sufficient
to transmit all shocks, jerks, etc. Whether in addition it should
constitute the main carrying member or depend on the side
framing for its portion is an open question, but in either event
the fish belly type of center sill seems preferable. Eye-beams
and channels, especially when not properly tied, do not fulfill
the conditions required of them. There are in existence several
thousand steel coal cars with channel center sills extending
continuously from end sill to end sill, which even under service
conditions frequently buckle back of the body bolsters, necessi-
tating the cutting apart of the entire car to get them out for
straightening or splicing. To eliminate such expensive repairs,
underframes should be sufficiently strong between the body
bolsters to withstand anything short of a heavy collision. The
draft' sills should be spliced ahead of the body bolsters so that
in case of minor damage, repairs may be effected without dis-
mantling the car. A heavy capacity friction draft gear is
necessary to absorb as great an amount as possible of the blows
delivered to it, and to transmit a minimum to the underframe.

On box and other house cars there should be at the end of

205

206

AMERICAN ENGINEER.

VuL, 87, No. 4.

the frame a vertical member to which the end framing is
attached, so that a shifting load will produce a shearing strain
instead of tension at the bottom. Transoms, body bolsters and
other members at right angles to the longitudinal axis of the
car, should be flush with the side framing at the bottom. A
slight side swipe that should do little more than scrape the side
of the car, not even causing a derailment, will seriously damage
transoms and body bolsters where they extend below the side
framing, making an expensive repair job that could be eliminated
by keeping them flush with the side framing.

A striking block of cast steel, integral with the underframe,
to transmit the shocks to the center sills when the draft gear is
solid, is another desirable feature. Various forms of carrier
Irons, which are easily removed when necessary to change
couplers, as well as centering devices for couplers, are easily
incorporated with this striking block. This arrangement prevents
the driving in or pulling out of light end sills under service
blows or jerks.

Trucks of substantial design are of varying detail. The
tendency is to substitute steel castings for all or part of the
truck side frame. Such castings, of proper design, which are
well annealed allow of a better distribution of metal and the
elimination of bolts and nuts that work loose and cause failure.
Any one of several well known designs is entirely satisfactory
from a maintenance standpoint. Cast iron wheels, well made,
under lighter capacity cars have rendered a good account of
themselves. For the heavier cars many wheel companies, at a
slight increase in cost, are making special wheels that are equally
efficient, and until we go beyond cars of 100,000 lbs. capacity,
are enonomical and safe.

Hand brakes are frequently slighted in car design. The
leverage should be such as to provide a good braking power
without the use of clubs. A large percentage of damage to
equipment and lading in terminal switching is caused by inefficient
hand brakes.

Taking the three most generally used classes of equipment -
box, flat and coal cars — there are some details of each about
which there is a difference of opinion. A majority of the
items for each, however, are pretty generally agreed on.

In box car design there is a question whether the super-
structure should be composite or not. The composite type is
expensive to repair in case of accident, generally requiring
the dismantling of the entire superstructure. On the other
hand, such a construction is probably cheaper to maintain against
normal wear and tear. The end framing, at least, should contain
a steel end plate securely fastened to the side plates, with
steel corner posts, end posts and braces. The latter, in turn,
should be secured to the steel end plate and the vertical flange
of the underframe. At the belt rail a pressed steel fish belly
girder extending across the end of the car and well anchored,
in connection with the steel posts and braces, provides an end
construction that will w^ithstand almost any blow given by a
shifting load. The same results are being accomplished by
using an entire steel end with ribbing in concentric circles or
horizontally to reinforce it.

The roof is the next item of importance, and is very frequentlv
neglected. As a foundation, metal carlines should be used.
Where the ends of the carlines are divided so as to form diagonal
braces, they keep the superstructure from weaving. Metal
carlines give a stronger body construction and more head room.
There is a difference of opinion as to whether it is better to
use an all-steel roof, an outside metal roof with wood under-
neath, or an inside metal roof with wood outside. The out-
side metal roof with wood underneath seems to have several
advantages. The metal protects the wood from the weather
and the w-ood acts as an insulation in hot climates. The inside
metal roof with wood outside requires constant repairs to the
wooden sheathing on account of the exposure.

Doors and fixtures are generally not of suflficient strength.
Instead of the usual wooden door stop to which a staple is

secured for sealing, it is much better to use a malleable casting
for that part of the stop that carries the staple, with short
strips of wood above and below it. The sealing apparatus
can be made integral with the stop and is burglar proof. The
hasp on the door, instead of being secured by a clip with one
or two bolts, should be locked into a wrought strap extending
at least half the width of the door. This arrangement not
only makes the hasp burglar proof, but prevents tearing off the
front section of the door, as the stress from the hasp is dis-
tributed the length of the wrought strap, or half the width of
the door. The hangers should be of substantial design and well
bolted to the door. The door track should be of ample cross
section to support the door without deflecting, and should be
well secured to the side plate. The chafing iron at the bottom
of the door should be not less than 2 inches wide, bolted, not
screwed, to the door, with substantial malleable castings at each
end to protect it and act as guides. There should be a sufficient
number of bottom guides so that, whether open or shut, the
door will engage two of them, and preferably three, when
shut. Probably a better lock and one which is more of a
protection to the door, is one applied to the rear of the door.
^^"hen flush doors are used, a type without a bottom track
should be selected, as the bottom track is frequently bent by
drays backing up to load or unload, and when the track is
bent the door is either inoperative or hard to move.

In flat car design about the only open question is the kind
of material for the floor. Metal floors for many loads are
not desirable, and as long as oak can be obtained at reasonable
prices it makes the most desirable arrangement. Yellow pine
does not stand exposure to the weather and requires frequent
renewal. Hand brakes with demountable or telescoping shafts
are desirable on account of overhanging loads, which cause
frequent damage to the ordinary type of brake shaft.

Coal cars, as a rule, should be all-steel. The composite car
of the hopper type has proved expensive to maintain, and the
all-steel gondola is less expensive to maintain than the one
with wooden sides and flfoor.

AVhile it is true that altered operating conditions have made
the general design of the car of six or more years ago an ex-
pensive car to maintain in its original condition, it is possible
to remove the largest single item of upkeep by using friction
draft gears, and, when of wooden underframe, by the addition
of metal draft arms. On the other hand, there are in service
many cars designed in substantial accord with the foregoing
suggestions and only requiring renewals of wearing parts, with
a minimum expense for repairs in case of accident. With
the gradual retirement of the older equipment there should
eventually come a decrease in maintenance costs.

In conclusion, it seems only fair to claim that the mechanical
officials have been somewhat unjustly maligned in some quarters,
and that they are in close touch with the situation and are
taking the necessary action to remedy it.

Forest Fires. — The Department of Agriculture reports that
the losses by fire in the national forests during the year 1912
were lower than for many years. The total is estimated at
$7S,2SO. The aggregate number of acres burned over was 230.000
as compared with 780,000 acres in 1911.

Railway Improvements in the Netherlands. — A new railway
line is soon to be constructed from Hoogeveen, in the province
of Drenthe, to Ommen, in the province of Overysel. The dis-
tance is only 15 miles, but the new line will traverse a territory
without railway facilities at present. This section is a great
peat district. The railroad yards at Hoogeveen will be enlarged
to meet the wants of the new line. Another important improve-
ment in that region, soon to begin, is the double-tracking of the
fine between Hoogeveen and Groningen via Meppel, about 55
miles, coupled wnth enlargement of railway yards at several
towns along the line.

Fifty-Ton Low Side Gondola

Substantial Steel Underframe, Forty Foot
Car, with Drop Ends, for the Jersey Central

The design of the latest steel underframe, low side gondola
cars, one thousand of which have recently been put in service
on the Central Railroad of New Jersey, is based on a long
experience with a large number of the same type. It probably
represents the most approved practice for this particular class
of equipment for the conditions existing on this railway. These

is a .>^ in. top cover plate, 20)4 if- vvidc. running continuously
for the full length of the car. The side sills are also fish belly
type girders with a Ji in. web plate and angles on the inside
at the top and bottom. These sills are 24 in. deep for a dis-
tance of 11 ft. 2 in. at the center. The w-eb plates of the center
sills terminate at a point just beyond their connection to the

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Cast Steel End Sills for Jersey Central Gondola.

cars are 42 It. in length over the end sills and 40 ft. long in-
side of the body. They are arranged with drop end doors and
safety chains for the handling of long material, and are designed
to carry a concentrated load of 110.000 lbs. at the center of the
car. The centers of the trucks are 31 ft. 4 in. apart. The floor
is of 2}^ in. long leaf southern pine, and the sides are the same
material. 3'4 in. thick. The end doors are of 3 in. oak backed

body bolster, but the top angles extend continuously to the end
sills. The inside bottom angles of the center sills stop 6^ in.
behind the bolster and the outer angle at the bottom extends 20
in. beyond the bolster. The separate draft sills are formed from
3s in. plate pressed in channel shape and are spliced to the cen-
ter sill web. There are inside and outside splice plates at this
joint. The top angles of the center sills are also secured to the

Steel Underframe Gondola Designed to Carry 110. OOQ Lbs. Concentrated at the Center of the Car

with 3/16 in. steel plates. In all other particulars except the
floor stringers, the car is steel throughout.

The underframe consists of a pair of fish belly center sills,
each sill having a ^ in. web plate with an outside angle at the
top and both outer and inner angles at the bottom. These sills
have a depth of 30 in. over the angles for a distance of 11 ft.
2 in. at the center, and are 13}-2 in. deep at the bolster. There

draft sills and the outer bottom angle is carried over the joint.
The draft sills and side sills are secured to a cast steel end
sill of the form and arrangement shown in the illustration.
These sills were furnished by the Commonwealth Steel Com-
pan\- and are in one piece.

The body bolsters are of the built-up design having double,
picssed steel, channel shaped plates set back to back, a % in.

207

AMERICAN ENGINEER.

Vol. 87, No. 4.

^^r^xC<ft^\^

t^i^

April, 1913.

AMERICAN ENGINEER.

209

top cover plate and a ' _• in. buttuni cover i)latc. The cro.ss
bearers are 5/16 in. pressed steel plate in channel section with
a -Ji in. x 8 in. top cover plate. These have a pressed steel
channel reinforcement at tlie bottom, formed and applied as
shown in tlio illu.stration. These cross bearers do not extend
to the bottom of the center sills, but the filler sections between
the center sills are arranged to extend the full depth. The
cross ties, of which there are two between each of the cross
bearers and the bolsters, are 6 in., 8 lb., channels secured to the
side and center sills by -H in. angles. The diagonal braces from
the end of the side sills to the body bolster are pressed in chan-
nel shape from -j-s i". plate. They are S in. in width and 1^
in. in depth and are secured to the corner gusset plates at each
end.

The wooden siding is bolted to side stakes pressed from }i
m. steel plate to the form and size shown in the illustrations.
At the corners a special design of stake has been used which
includes the stop for the sides of the end door. The part of
this stake extending over the end. fits back of an extension on

able wearing plates at tile openings for the bolster. The frames

were furnished by the American Steel Foundries and have been

somewhat strengthened ^ the point of support for the spring

plank. Cast bolsters are employed and the wheels are of the

33 in. standard 725 lb. cast iron type. The journals are Syi in.

X 10 in., and Gould malleable iron journal boxes have been

applied. Some of the specialties employed on the car are:

Miner friction draft gear, class A-7; simplex couplers; Flory

carry iron ; Waycott brake beam and Westinghouse schedule

K. C. 1012 brakes with No. 10 pressure retaining valves.

Five hundred of the cars were built by the American Car &

Foundry Company, and an equal number by tlie Standard Steel

Car Company. They have a total weight of 44.100 lbs. The

general dimensions are as follows:

Length over end sills 42 ft. in.

Length inside 40 ft. in.

Distance from center to center of truck 31 ft. 4 in.

Width over side sills 9 ft. yi in.

Width over au.\iliary stake pockets 9 ft. 914 in.

Width over side stakes 9 ft. 7 in.

Width inside 8 ft. 6 in.

Height from rail to top of sides 6 fl. 3^ in.

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Details of Draft Sills on Jersey Central Gondola.

the top of the cast steel end sill. There is also an extension of
this sill at the center of the car to reinforce the end door
at the bottom and talce the stress from the hinges. Pockets are
provided for extra wooden side stakes where needed to carry a
superimposed load. The sides are 2 ft. 6J4 in. high above the
floor level and are capped by a 2 in. x 3 in. x J4 in. angle iron.
The flooring is nailed to four 4 in. x 4 in. yellow pine longitu-
dinal sills which rest on and are secured to cross ties. These
sills rest in malleable iron pockets at the cross bearers and
bolsters, and in recesses in the end sills. The ends of the floor
planks rest on top of the side sills and extend i/^ in. beyond
them.

The end doors have two hinges. The straps extend the full
depth of the door and swing on a staple bolted in the end sill.
The doors are held in a vertical position by a simple design of
clamp on either side. There is a permanent hand brake at one
end of the car only. This is located 21 1^ in. from the center
line and passes through the end sill.

These cars are carried on trucks having a special improved
Andrews cast steel side frame which is arranged with remov-

Ileight from rail to top of floor 3 ft.

Height from rail to top of brake mast 6 ft.

Height from floor to top of car body 2 ft.

Width over flooring boards 9 ft.

Railroad to Connect Spain & France. — Construction work
is under way on the Trans- Pyrenean Railway, which will connect
Ax, in the southeastern corner of France, with Puigcerda and
Ripoll, in the province of Gerona, in the northeastern portion of
Spain.

Hydroplanes. — The advantages and disadvantages of hydro-
planes are much the same as those of the ordinary aeroplane.
Their main disadvantages are the difficulty of landing in a
rough sea. and the fact that on ahghting the supporting planes,
etc., are liable to cause instability if there is much wind. They
have, however, one great advantage over aeroplanes, viz., that
they can be made larger and carry greater useful load, as they
are not limited in space for starting. Improvements necessary,
are as for aeroplanes, flexible give-and-take supporting sur-
faces and, further, suitable arrangements for folding up these
surfaces when floating on the water. — The Engineer.

210

AMERICAN ENGINEER.

Vol. S7, No. 4.

Steel Underframe Car for the Reading

End Construction Reinforced by a I.argc Steel
Plate, Heavy Cross Braces and End Sill Design.

The Philadelphia & Reading has in service nearly two tliou-
sand steel underframe, 85,000 lb. capacity box cars with a most
substantial end construction. One thousand more of the same
design are now being built by the American Car & Foundry
Company. These cars have an inside length of 32 ft. 2 in., and

the superstructure framing and sheathing is of wood with the
exception of the carlines and several special steel reinforcing
plates.

There is but little in the underframe design that dilTers from
the usual modern practice. The center sills are built up of

End Elevation and Cress Section of Pliiladelphia & Reading Box Car.

Steel Underframe Box Car with Reinforced Ends; Philadelphia and Reading
211

212

AMERICAN ENGINEER.

Vol. 87, No. 4.

f^-in. web plates, 26 in. in depth for a distance of 9 ft. 9 in.
in the center, and Myi in. in depth over the bolsters. These
are reinforced at the top by a 4 in. x 4 in. x yi in. angle on
the outside, and at the bottom by inside and outside angles of
the same size. There is a top cover plate }4 in- x 22"^ in.
which runs continuous for the full length of the center sills
proper, but does not include the draft sills. The side sills are
10 in., 20 lb., channels with the flanges turned inward, and have

3 in. X 3 in, x 5/16 in. angles riveted on the outside of the
web for supporting the outside floor stringers. The construc-
tion of the cross bearers and floor beams is clearly shown in
the illustrations. Special attention is directed to the bolster top
cover plate, which is of yi-in. steel, 24 in. wide at the center,
thus giving a liberal connection with the center sills and mate-
rially stiffening their short extension beyond the bolster. The
draft sills are pressed in Z shape from }i-in. plate, and have
lap joints on the webs of the center sills to which they are
secured by 19 rivets, 9 of which are % in. The top cover plate
of the center sills extends over this joint.

The construction at the end of the car offers the point of
greatest interest in the design. The end sills are 13 in., 32 lb.,
channels, and are secured to the draft and side sills by sub-
stantial malleable iron connections and stiffeners. This channel
extends several inches above the top level of the underframe,
and has a 3 in. x 2 in. x 5/16 in. angle riveted to its top flange.
The outwardly extending flanges of the sill enclose a cast steel
filling block that includes the push pole pockets. Back of the
top extension of the end sill is a 4 in. x 7 in. wooden sill, and
back of this a 3/16 in. steel plate, which extends from the bot-
tom of the floor boards to a height of 6 ft. 1^ in. for the full
width of the inside of the car. Outside of this plate are two

4 in. x 6 in. horizontal wooden members and two intermediate
4 in. X 6 in. end posts and the vertical 3/16 in. outside sheathing.
The superstructure also includes a 3-3-^ in. x 6 in. belt rail and an
intermediate plate of the same size, both of which are reinforced
on the inside by }^ in. x 6 in. steel plates. These are bent over
at the end and riveted to the end reinforcing plate, and are
secured with numerous screws to the wooden member back of
them. At the opposite end they are bent over and secured to
the door post. As a further reinforcement to the end con-
struction there are two pressed steel end braces formed in U
section, 4 in. deep at the center of the car and tapering in at the
corners. These are 6 in, in width and are secured outside the
sheathing and have an extension on the side of the car for 14J.4
in. where they are bolted through the side framing to the steel
reinforcing plates just mentioned.

The arrangement and construction of the wooden superstruc-
ture closely follows accepted practice for this size of car, and
is clearly shown in the illustrations. An improved Chicago-
Winslow inside metal roof supported by Chicago-Cleveland
pressed steel carlines has been applied. It will be noted that
the floor is supported by six longitudinal 3 in. x 4 in. stringers
which are carried by malleable iron brackets at the cross braces
and bolster, and rest on top of the floor beams. The cars weigh
48,100 lbs. new.

ILLUMINATION OF POSTAL CARS

Parcels Post Record. — The postmaster general reports that
the number of parcels carried in the mails during the month
of February was about fifteen million, or 50 per cent, in excess
of the number carried in January. The number mailed in Chi-
cago was 5,167,540, more than a million greater than the number
sent from New York, which showed the next largest record.

Avi-VTioN Record. — On Tuesday, February 25, a French aviator,
Marcel G. Brindejonc des Moulinais, flying in a monoplane,
traversed the distance from Paris to London, 287 miles, at the
rate of about 90 miles an hour. There was a dense fog when
he crossed the channel. The aviator started at 9:15 a. m., landed
at Calais at 10:50. resumed his flight at noon, and descended in
London at 1 :30.

The lighting of postal cars, because of the character of the
work performed in them and the length of time that artificial
light is required, is a subject which requires very close study
and attention. The Baltimore & Ohio, through its electrical
department, made an extensive series of tests during the fall
of 1912 in Washington, D. C, on one of its latest types of steel
postal cars, in order to obtain adequate data on this subject.
The standardization of the construction and of the arrange-
ment of this type of car makes it possible to draw conclusions
from these tests that will generally apply to cars built under the
present government specifications.

Although the tests were carried out on a broad engineering
basis, covering all practicable methods of car illumination avail-
able at the present time, the investigation was confined solely
to the question of providing proper and adequate illumination.
The questions of maintenance, of the most desirable kind of il-
luminants, and of the operating problems connected with the
generation of light were not considered further than with re-
spect to their influence uijon the quality of illumination pro-
vided. In detail, the phases of the subject covered were the
relative suitability of : first, Pintsch gas and electricity, rep-
resenting the most important types of primary illuminants, as
far as their influence upon the quality of illumination produced
was concerned; second, the different types of reflectors and
diffusers; and third, the different types and arrangements of
lighting units. The investigation consisted of illumination tests
to ascertain efficiency and uniformity data as well as shadow
effects obtained with the various types of lighting units and
spacing arrangements ; also, visual intensity tests to ascertain
the intensities of illumination required in the different sections
of the car by the character of the visual work performed in
those sections.

Two important features brought out by the investigation
were : that adequate illumination may be provided with the
amount of light that is at present generally provided by most
railroads, the unsatisfactory illumination frequently obtained
being largely due to the improper arrangement of the light units
and unsatisfactory types of reflectors ; and that the amount of
illumination required for the work in the postal service has
been considerably over-estimated.

In the direct system of illumination the correct location of
the light is determined by absence of the shadows. In the bag
rack section of the car the light units should be located along
the center line of the car and the mounting height should be
7 ft. 7 in. from the floor to the center of the lamp filament or
gas mantle in order to produce the least objectionable shadow
effects as well as to eliminate shadows on the rear bag rack
label. At the letter cases adequate illumination can be pro-
vided for only by light units independent of those used for il-
lumination of the body of the car, and such light units should
be located as far in front of the case as possible without
shadows being thrown on the work by the body of the mail dis-
tributor. With the standard design of letter case having a 17
in. table this distance is 20 in. from the front of the letter case.

In determining the best types of reflectors for postal car
service four qualities were considered : the effect of the result-
ant illumination upon the eye ; the relative efficiency ; the clean-
ing consideration ; and the liability to breakage. As these are
not of equal importance, relative values of these qualities were
chosen after considering the question from several different
points of view. Out of a total of 100 points an importance
represented by the following figures was assigned to each of
the qualities under consideration:

Effect on the eye 44

Efficiency 30

Cleaning 18

Breakage 8

Total 100

April, 1613.

AMERICAN ENGINEER.

213

On this basis the relative suitability of the various types of
reflectors for postal car lighting was found to be as fo