^Q
..^^^^''
,0%o
>^\>^'
s^K«^
iiiliiHimiWiiiipnwiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiw
The Journal of
TheAmericmSociety
OF
MechanicalEngineers
Including the Transactions of the Society
July- i914
liiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiiii^ iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiHiin^
A HIGH STANDARD OF MEMBERSHIP
npHE VALUE of membership in any organization may be judged
-■■ by its requirements for admission to membership. The Society
is constantly striving to advance the engineering profession and to
include among its members only those having the ver^' highest
qualifications.
At the Spring Meeting several changes in the requirements for
admission became effective which should prove an incentive to all
engineers to cooperate with the Society and which will enhance the
value of membership to those already enrolled.
The requirements for the various grades are now as follows:
A Member shall be an Engineer or Teacher of Applied Science of thirty-
two years of age, or over, and shall have been in the active practice of bis pro-
fession for at least ten years and in responsible charge of important work for
five years, and shall be qualified to design as well as to direct engineering work.
Fulfilling the duties of a Professor of Engfneering who is in charge of a depart-
ment in a college or school of accepted standing shall be taken as an equivalent
to an equal number of years of active i)ractice. Graduation from a school of
engineering of recognized standing shall be considered as equivalent to two
years of active practice.
An Associate shall be thirty years of age or over. He need not be an
Engineer, but must have been so connected with some Branch of Engineering
or science, or the arts, or industries, that the Council will consider him qualified
to cooperate with Engineers in the advancement of professional knowledge.
An Associate-Member shall be a professional engineer not less than twenty-
seven years of age, who shall have been in the active practice of his profession
for at least six years, and who shall have had responsible charge of work as
principal or assistant for at least one year. Graduation from a school of engineer-
ing of recognized reputation shaU he considered as equivalent to two years'
active practice.
A Junior shall be twenty-one years of age or over. He must have had
such engineering experience as will enable him to fill a subordinate position in
engineering work, or he must be a graduate of an engineering school.
The Member grade is now more strict in its requirements than
that of any other engineering society in America and the Associate-
Member grade is one of dignity and is a professional grade inter-
mediate between the Junior and Member grades.
The Associate is non- professional and is intended to provide
opportunity for executive officers of industrial enterprises and others
who because of their association with engineers desire to cooperate
with the Society in the advancement of professional knowledge.
A brochure has been issued for distribution to those who desire
complete information regarding the work of the Society.
Total Membership of the Society, June 20, 1914 56S9
New Members since January 1, 1914 41^
THE JOURNAL OF
THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS
(Including Transactions)
Volume 3() JULY 1914 Number 7
CONTENTS
Society Affairs
Spring Meeting (III). Council Notes (IV). Meetings of tiie Year (IV). International Engineering Congress,
1915 (V). Applications for Membership (V).
PAGE PAGE
Tkaxsactioxs Section ^^.^^^^^^ ^ ^ ^^_.^,^^,jj 267
Boston Symposium on Selective Package and Electrical Equipnimt, F. D. Hall 268
Pneumatic Conveyors
Heview Section
Conveyors of the Selective Type, W. O. Hil-
, ^, oo- .Foreign Review and Review of the Proceed-
dreth 2.5 / '^
ings of Engineering Societies 0137
Society and Library Affairs
Personals LI
Student Branches LI
Pneumatic Conveyors, F. B. Williams 244
Machinery for Handling Small Packages, . . .
S. L. Haines 250
The Power Problem in the Electrolj'tic Deposi-
tion of Aletals, H. E. Longwell 254 Employment Bulletin LII
Notes on the Flow of Oil in Pipes, E. I. Dyer. . 258
Periodicals Wanted LI V
Accessions to the Library LV
Present Tendencies in Railroad Work
The Modern Locomotive, Henry Bartlett. ^ ^ 265 Officers and Committees LVII
PUBLISHED monthly BY
The American Society of Mechanical Engineers
29 West Thirty-niuth Street, New York
Price 3.5 Cents a Copy, $3.00 a Year; to Members and .\i.'filiates, 25 Cents a Copy, S2.00 a Year Postage to
C.\N.iDA, 50 Cents Additional; to Foreign Countries, $L00 Additional
C 55. The Society as a body is not responsible for the statements of facts or opinions advanced in papers or discussions.
Entered as second-clasa m;itter. J:iiiu:iry 4, 1912. at the Postofllce. New York, N. Y.. under the act o( March 3, 1879
ANNUAL MEETING IN DECEMBER 1914
THE Annual Meeting of the Society will l)e held in New York
December 1-4. The feature of the meeting will be a session
extending throughout the day on Thursday, December 3, on the
general subject of the Engineer in Public Service, taking up also
problems in municipal engineering which are of interest to the
mechanical engineer. It is planned to have a session on Aviation,
one devoted to Engineering Metals, jiarticularly Steels of Construc-
tion and for Tools; Cast Irons; and Alloys of Copper, Tin and
Aluminum, etc. The sub-committees on Railroads and Machine
Shop Practice are planning for sessions and there will imdoubtedly
be groups of papers given under the direction of other committees,
besides one or two sessions at which miscellaneous papers will be
read. It is urged that all papers for the Annual Meeting he sent to tlie
Secretary not later than September 1, and that those who contemplate con-
trihnting papers notify the Secretarj/ iti advance of this date if possible.
THE JOURNAL OF
THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS
(Including Transactions)
Volume 36
July 1914
Number 7
THE SPRING MEETING
Those in attfiidance at the Spring Meeting at St.
Paul-Minneapolis expressed great satisfaetiou at the
reception which the Society received and were enthu-
siastic at the results achieved through The untiring
efforts of the Local Committee, Max Toltz, chairman.
The eutire convention not only afforded much pleasure
to the visitors but was of real value to the profession.
The meeting comes to a close as this number of The
Journal is going to press and the various events will
be refei'red to in a subsequent issue.
The registration started on Tuesday afternoou, June
16, a large party of the members from the East arriv-
ing on the special train at 4 o'clock. On Tuesday
evening there was a reception and addresses of wel-
come were delivered by Governor A. 0. Eberhardt,
representatives of the Chamber of Commerce, and the
Mayor of St. Paul, the evening closing with dancing
and refreshments.
At the Wednesday morning l)usiness meeting the
overshadowing event was the discussion upon the sub-
ject of Boiler Specifications. A tentative draft of the
Committee's recommendations had been printed so
that its work might be checked up and revised before
the report is submitted for general discussion. There
had been a meeting at Chicago on Monday, attended
by representatives of the Association of Steel Manu-
facturers, the Association of Tubular Boiler i\Ianufac-
turers, and the Boiler Specifications Committee of the
Society, at which there was discussion with regard to
the steel specifications ; this diseiission was continued
at the opening session on Wednesday morning. The
result was a resolution calling for a public hearing to
be held in the rooms of the Society in New York on
September 15, 1914, to which all interests would be
invited and that those desiring to participate in this
hearing should submit their criticisms and suggestions
in writing prior to August 10. At this session also the
revised report of the Flange Committee was received
and the Committee discharged with the thanks and
appreciation of the Council.
Following the business meeting was a discussion of
tlie papers on Powdered Fuel, which were well re-
ceived. The subject is a timely one, and besides the
written discussion there was a considerable amount
of opinion conti-ibuted from the floor. The second ses-
sion in the afternoon was, as would be expected, not
so largely attended, although the papers drew out a
fair amount of discussion. In the evening the lecture
on Ore Handling, by John Hearding, superintendent
of the Oliver Iron Mining Company, Duluth, was a
great success and was attended by an audience of 300.
A number of reels of films were run off by Mr. Heard-
ing and described by him in a most interesting man-
ner. He showed all phases of iron mining work on
the Mesaba Range from the rough mining methods in
the pit up to the shipping of the ore and its chemical
analysis.
On Thursday the visiting members were conducted
on special cars to the University of Minnesota build-
ings, where the concluding professional session was
held. Fred B. Snyder, Senator and member of the
Board of Regents of the University, made an opening
address, and Prof. II. T. Eddy of the faculty also ad-
dressed the meeting. The Engineering Developments
of the Northwest were treated in the three papers pre-
sented, which had been secured by the Local Commit-
tee. These brought out some discussion, although the
large number of excursions in progress at the same
time limited the attendance. A luncheon was given at
noon in the Experimental Engineering Building, 250
sitting down to the tables. A resolution of thanks to
the Local Committee and to all who had contributed so
greatly to the success of the meeting was read at its
conclusion.
Immediately after luncheon the members and guests
went by special train to the residence of Mr. Cjebhard
Bohn on Lake ]\Iinnetonka, being met at the station
by launches and conducted to the Bohn residence.
Here an elaborate program, including daylight fire-
works, dancing, and entertainment by a cartoonist and
other professional performei-s, had been provided.
Much amusement was afforded bv caricatures of tlie
III
IV
SOCIETY AFFAIRS
members of the Couiieil pri'seiit as well as of the loeal
eelebritics. Tea was served about G o'eloek, followed
by daueiiig.
After the close of the eonveution on Friday, about
forty members availed themselves of the splendid in-
vitation extended by the members of the Society in
Duluth to visit that city. T. W. Hugo eame to the
convention j)ersonally to urge the membei's to accept
their hospitality. Upon the arrival of the visitors at
7.30 they wej'e taken on a trip ai'ound the harbor and
on .Satui'day morning were given an opportunity to
view the large ore-handling apparatus of the city.
COUNCIL NOTES
At the meeting of tile Council held in St. Paul on
•June 16, the report of tlie Committee on Flanges was
receiveil, and at their request the Committee was dis-
charged, and the Council spread upon its minutes its
appreciation of the splendid work which has been per-
formed by the Committee, especially its chairman,
II. C. Stott.
It was voted to amend Hy-Law 2 as follows:
Applications for membership from candidates who may
be so situated as not to be personally known to the neces-
sary number of members of the Society, as required in Para-
graphs 1 and 2, may be recommended by tlie Membership
Conmiittee for ballot, after sufficient evidence has been se-
cured to show that in its opinion the ajiplicant is worthy
of admission to membership. Such applicant for member-
ship may refer to officers or voting members of other engi-
rieering societies of like standing.
The formation of a .Student Hranch at Worcester
Polytechnic Institute was approved.
Numerous requests were received by the Council
from national organizations for opportunity for con-
ference with regard to Boiler Specifications, and a
public hearing was ordered for September 15 in the
rooms of the Society, when all bodies interested in the
development of a boiler code were coidially invited to
be present and participate in the preparation of the
code.
Several communications received from members of
the Society were read in full to the Council, urging
that the bound volume of Transactions be issued as
usual, bei'au.se of its being highly prized by the mem-
bei'ship, although they have promptly received all the
luatrrial and more in the monthly issues of The Jour-
nal. The Council considered these requests favorably
and will eonnuunicate with the members of the Society
later regarding them. The Council would state that
The Journal is self-supi)orting and under no expense
to the Society, and is therefore not subject to di.scus-
sion, as the members" dues in no way contribute to-
wai-ds it. The continuance of Transactions means
that other activities of tlie Society which the Council
had considered of more value to the membership than
the duplicate pul)lieatiou in Transactions will, of
course, have to be abandoned.
The matter of issuance of advance copies of papers
to be read at conventions was discussed, and notwith-
standing the fact that out of the entire membei-ship
only six requests for advance copies of papers had been
received, the Council voted that hereafter a reply
postal, or its equivalent, would be mailed to every
member of the Society so that there could be no possi-
ble opportunity for criticism because of the failure
of any member to receive gratis copies of eveiy paper
that he actually needs previous to any meeting of the
Society.
Calvin W. Rice, Secretary.
MEETINGS OF THE YEAR
With the close of the spring meeting at St. Paul
and Minneapolis and the holding of the last monthly-
meeting of the season on June 3 in St. Louis, the 1913-
1914 season ends for the meetings of the Society. Since
the opening of the Society year last October, 54 meet-
ings have been held in 14 different cities, besides the
annual and spring meetings in New York and St. Paul-
Minneapolis respectively. This is a substantial in-
crease over any previous year, and when it is realized
that as recently as 1907 the only local meetings were
the six New York meetings occuring during the winter
months, it can be seen how much greater is the present
opportunity for the membershii) to get together.
In general the local meetings have been well at-
tended and many papers of extraordinary interest
have been presented. Everywhere the spirit of cooper-
ation has been predominant since nearly one-half of
all the meetings throughout the coiintrv have been
joint sessions with other societies. In a number of
cases the usual procedure has been varied by some
exceptional undertaking as, for instance, at Worces-
ter, an afternoon and evening convention held by the
Boston members in cooperation w'ith the local members
at Worcester; or at New York, where one of the most
important meetings of the year was in connection with
the Sub-Committee on Railroads, with a paper on the
famous Pennsylvania Railroad air brake tests; or at
New Haven, where regularly quarterly conventions
are held.
During the past year meetings have been begun at
Atlanta, Buffalo, Milwaukee and at St. Paul and
ilinneapolis. At Atlanta, the membershii:) is small, but
the members are working enthusiasticall.y to increase
the interest in the Society and one joint meeting with
other engineering organizations has been held. At
Butfalo and Milwaukee some work of organization had
been done previous to the present year when the meet-
ings have at last become a regular feature. At Buffalo
there have been four meetings, the first of which was
addressed by President Ilartness, and at Milwaukee
an excellent general organization has been effected
known as the Engineers Society of Milwaukee, com-
prising representatives of five engineering societies
with a Board of Managers. Four meetings have taken
SOCIETY AFFAIRS
place, at oue of wliicli there were afternoon and even-
ing sessions. At St. Paul and Minneapolis there have
been thrt'e meetings held alternately in these two cities
under the direction of the Minnesota Committee, be-
sides the special session at the Spring Meeting when
papers upon local engineering subjects were given,
arranged by the Local Committee.
It is altogetlier probable that other cities will join
the ranks of those holding Society meetings from year
to year, emphasizing more and more the national char-
acter of the Society and incidentally making an in-
creasing return to the membership as a result of this
increasing service to the profession.
INTERNATIONAL ENGINEERING
CONGRESS, 1915
The attention of the engineers of the world is being
moi"e and more drawn to the program of the Inter-
national Engineering Congress which is to be held in
San Francisco, California, in 1915. The interest which
has been aroused in foi'eign countries is shown by the
fact that at the present time there have been received
enrollments and subsci'iptions from 42 such countries.
It is furthermore to be noted that of the present total
enrollment, approximately 25 per cent is from coun-
tries other than the United States. The number of
subscriptions from the members of the five national
engineering societies of the United States under whose
auspices and control the Congress is being held is,
however, not so gratifying. The percentage of the
total membership of these five societies represented
by the subscription list is only 3.7, and this, although
each individual member of these societies has received
circular information and data concerning the Congress
and has been urged to send in his subscription
promptly.
It is probable that this is largely due to the fact that
the date of the Congress is still somewhat in the future,
and also to the tendency of the individual to procrasti-
nate. This, to a considerable degree, handicaps the
work of the Committee on Management, and it is ex-
tremely desirable that as many as possible who intend
to subscribe should do so at an early date.
The list of topics to be treated in the Section on
Mechanical Engineering gives a very good idea of the
character of the publications which it is intended to
issue and the topics which will be presented and dis-
cussed at the meeting. These are as follows :
(1) Recent progri-ess and present status of foundry prac-
tice, and casting metals
(2) Recent progress and present status of the art of
forging
(3) Equipment processes, and methods for the boiler-shop
(4) Machine-shop equipment, methods, and processes
(5) Automatics
(6) Special processes for shaping and forming metals
(7) Higli temperature flames in metal-working
(8) Industrial uiaiiaijcment
(9) Safety engineering
(10) Industrial Museums as an educational factor
(11) The steam-engine of the year 1915
(12) The steam-turijine of the year 1915
(13) The intenial-comliustion engine of the year 1915
(14) Motors of the Diesel type
(15) The Humphreys gas pump
(16) The steam boiler of the year 1915
(17) Refrigeration
(18) Pneumatics
(19) Lubrication and lubricants
(20) Water wheels of pressure type
(21) Water wheels of impulse type
(22) Hydraulic power developments and use
(23) Power-plant design
(24) Motor vehicles, passenger type
(25) Motor vehicles, utility type
(26) Motor tractors
Many of these topics will be treated as symposiums
with contributions representing the practice in more
than one country.
The various sections outlined for the work of the
Congress and the volumes to be issued are as foUows :
Vol. I The Panama Canal
Vol. II Waterways and Irrigation
Vol. Ill Municipal Engineering
Vol. IV Railways and Railway Engineering
Vol. V Materials of Engineering Construction
Vol. VI Mechanical Engineering
Vol. VII Electrical and Mechanical Engineering
Vol. VIII Mining Engineering and Metallurgy
Vol. IX Naval Ai'chitecture and Marine Engineering
Vol. X Military Engineering, and Miscellaneous
It will be noted that the proceedings of the Section
on Mechanical Engineering will be published in Vol.
VI, with some of the papers falling into Vol. VII. It
is also noted that Vol. X wall consist only in part of
Military Engineering and wiU also contain papers on
miscellaneous topics which are not definitely associated
with any of the various sections.
Full information concerning the Congress may be
obtained by addressing the Committee of Management
as follows :
International Engineering Congress, 1915,
Foxcroft Building, San Fi-ancisco, Cal.
APPLICATIONS FOR MEMBERSHIP
Members are I'equested to scrutinize with the utmost
care the following list of candidates who have filed ap-
plications for membership in the Society. These are
sub-divided according to the grades for which their
age would qualify them and not with regard to pro-
fessional qualifications, i.e., the age of those under the
first heading would place them under either Member,
Associate or Associate-Member, those in the next class
under Associate-Member or Junior, while those in the
tliird class are qualified for Junior grade only. The
Membership Committee, and in turn the Council, urge
VI
SOCIETY AFFAIRS
the members to assume their share of the responsibility
of receiving these caiulidates into the membeivsliip by
advising the Secretary promptly of anyone whose eligi-
bility- for membership is in any way questioned. Mem-
bers will be furnished with complete records of any
candidate thus questioned. All correspondence in re-
gard to sucli matters is strictly confidential and is solely
for the good of the Society, which it is the duty of
every_ member to promote. These candidates will be
balloted upon by the C'ouiicil uidess objection is re-
ceived before August 10, 1914.
CoTTRKLL, Joseph F., 2nd Lieut., Coast Artillery Corps,
U. S. A., ("orregidor Island, P. 1.
Davis, Koydex X., Mech. Engr., The Peoples Gas Lt. & Coke
Co., also Cons. Engr., Indiana Gas & Oil Co., Chi-
cago, 111.
lloiiST, AxTON E., 8eev. & Treas., Henry W. Ilorst Co.,
Kock Island, 111.
M.^xx, Howard L., I'"'actory Mgr., Chicago Pneumatic Tool
Co., Chicago Heights, 111.
MoKCAX, Edward J., Engr., Alberger Pump & Condenser
Co., Chicago, 111.
Staniar, Wii., Special Mech. Engr., E. I. du Pont de
Nemours Powder Co., Wilmington, Del.
Wixc, Chester E., Asst. Engr., The G. M. Parks Co., Fitch-
burs;-. Mass.
NEW APPLICATIONS
for consideration as member, associate or associate-
-MEMBER
Allman, W.m. N., Engr. & Draftsman, Pjaltimore & Ohio
R. R. Co., P.altimore, Md.
Bailey, Ledtard M., Genl. Mgr., Portland Cement Co. o£
Utah, Salt Lake C-'ity, Utah
Barker, John P., Supt. & Ch. Engr., Homer Motors Co.,
Los Aiigeles, Cal.
Bell, \Vm. L., Mgr., Fulton Engine Works, Los Angeles,
Cal.
Berry, Arthur 0., Senior Mech. Engr., Interstate Com-
merce Commission, Division of Valuation, Chattanooga,
Tenn.
CoOKE, Horace G., Mgr., Eastern Office, The Connersville
Blower Co., New York.
Davis, Oliver M., Mech. Engr., Constr. Dept., Swift & Co.,
Chicago, 111.
Frear, Jenness B., Asst. Supt., Park Mfg. Co., Minnesota
Transfer, Minn.
Hoagland, Ira G., Secy., Natl. Automatic Sprinkler Associa-
tion, New York.
JakOwleff, Dmitry, Asst. Ch. Engr. for Construction of
the Ladoga Water Supply, St. Petersburg, Russia.
Luster, Emile J., Mech. Engr. & Sales Mgr. with Alfred H.
Schutte, New York.
Miller, Alten S., Member of Firm, Humphreys & .Miller,
Inc., New York.
Oleson, Olaf E., Ch. Engr., Fisk & Quarry St. Stations,
Ciminionwealth Edison Co., Chicago, 111.
Pilkington, Robert G., Resident Engineer. American Effi-
ciency Survey of Motor Car Units, Cliicago, 111.
PURVES, .John B., Mech. Engr., Combined Locks Paper Co.,
Combined Locks, Wis.
SCHRECK, II., Asst. Ch. Engr., Diesel-Engine Div., Fulton
Iron Works, St. Louis, Mo.
ScHREiBER, Carl T.. Publicity Engr., Hill Publishing Co.,
New York.
Spitzglass, Jacob M., Engrg. Dept., Peoples Gas Lt. & Coke
Co., also Pres., Gcbhardt Meter Co., Chicago, 111.
Sweeney, Matthew M., Production Engr., Genl. Fire Extin-
guisher Co., Providence, R. I.
Thanisch, Rudolph J., Asst. Engr., Bridge & Ferry Div.,
City of Boston, Mass.
Wilcox, Rop.ert B., Supervising Engr., Dept. for Inspec-
tion of Steam Boilers, Steam and Cooling Plants, City
of Cliicago, 111.
Williams, Charles II., Master Mechanic, New River Col-
lieries Co., Eccles, W. Va.
FOR CONSIDERATION AS ASSOCIATE-MEMBER OR JUNIOR
Alling, Claude R., Asst. Engr., Underwriter's Laboratories,
Inc., Chicago, 111.
Brown, Alexander C, Viee-Pres., The Brown Hoisting
Mchy. Co., Cleveland, Ohio.
Cady, Ceylon R., ('h. Engr., Douglas Co., Cedar Rapids,
Iowa.
FOR consideration as junior
Atwater, Harry A., Mech. Engr., Union Stock Yard &
Transit Co. of Chicago, Chicago, 111.
Baxter, Henry N., Designing Engr., Lyons Atlas Co., In-
dianapolis, Ind.
BissELL, Albert W., Draftsman, Link-Belt Co., Chicago, 111.
BuRRELL, Gene N., Asst. Resident Engr. on Diversion Dam
of Inter Comity Improvement, Tacoma, Wash.
Butler, Rolaxd G., Asst. to Cb. Engr. of Elec. & Mech.
Depts., Central Illinois Public Service Co., Mattoon, 111.
Cozzexs, Henry A., Jr., Laboratory Asst., Public Service
Elec. Co., Newark, N. J.
Dawson, Val S., Supt., Fidelity Cotton Oil & Fertilizer
Co., Houiston, Texas.
Dougherty, John H., Centrifugal Engr. & Salesman, The
Jeanesville Iron Works Co., Hazleton, Pa.
Kinsman, Richard E., Engr. & Accountant, American-La
France Fire Eng. Co., Elmira, N. Y.
Macnoe, George, Draftsman, Power Specialty Co., Dans-
ville, N. Y.
Markey, Harold L, Asst. Instr, in Mech. Engrg., University
of Michigan, Ann Arbor, Mich.
NicoLL, Wm. L., N. Y. Representative, Lockwood, Greene &
Co., New York.
Peets, Wilbur J., Mech. Engr., Singer Mfg. Co.. Eliza-
bethport. N. J.
Porter, LaFayette L., with Root and Van Dervoort Engrg.
Co., East Moline, 111.
Reitz, Walter R., Asst. to Mech. Engr., Burdett-Rowntree
Mfg. Co., Chicago, 111.
Taylor, Sutherland G., Jr., Ch. Engr., Installation Dept.,
Slucum, Avrani & Slocum, Inc., New York.
APPLICATIONS FOR CHANGE OF GRADING
projiotion from associate
Waite, Edward B., Dean and Head, Consulting Dept.,
American School of Correspondence, Chicago, 111.
promotion from junior
D.wis, Herbert R., Supt. ot Production, Quapaw Gas Co.,
Wichita Natural Gas Co.. and Wichita Pipe Line Co.,
Bartlesville, Okla.
Fisher, Henry D., Asst. Mech. Engr., Fuel Testing Co.,
Boston, Mass.
Price, Wm. T.. Ch. Engr., Oil Eng. Dept., De La Vergne
Mch. Co., New York.
SUMMARY
New a|>])lications 48
Applications for change of grading
Promotion from Associate 1
Promotion fmin .Junior 3
Total 52
BOSTON SYMPOSIUM ON SELECTIVE PACKACJE AND
PNEUMATIC CONVEYORS
/i T a meeting iii. Boston on April 8, three papers were presented on Conveying Systems. One
of these by W. 0. Hildreth rrlateel to eunveyors aelapted for delivering packages or other
materials from a central station, or from intermediate stations, to various other stations as selected
by the sender at the time the goods are despatched. A second paper by F. B. Williams illustrated
particidarly the tube systems for transporting mail, for long distances underground. A third
paper by S. L. Haines dealt with belt conveyors in use for handling magazines in publishing estab-
lishments and u-ifh link-belt elevators for packages.
CONVEYORS
OF THE
TYPE
SELECTIVE
Bv W. O. Hildreth,^ Boston,
Member of the Society
Mass.
Seleeth^e conveyors are conveyors adapted for deliv-
ering packages or other materials from a central sta-
tion, or from intermediate stations, to various other
stations as selected by tlie sender at the time the eoods
of conveyors for transporting separate packages to pre-
determined stations.
The delivery of these packages at the proper sta-
tion may involve merely some device to sweep the pack-
age from a moving conveyor belt, or may involve the
switching of some standard tray or " tote box " to a
station located at the side of the conveyor, or may in-
volve the construction of a carrier with individual
cars adapted for delivering loads at any one of a num-
FiG. 1 A Tray Conveyor ix use at the Philadelphia Post Office
are desjaatched. While this definition may not en-
tirely eliminate the plain belt conveyor with the usual
trippers for distribution of a continuous stream of
material, this paper is confined to the consideration
' Presented at tbe Boston local meeting of TUe American Society of
Meclianical Engineers, April S, 1914.
ber of stations located along the path of the conveyor.
Generally it is necessary to give sei'vice in both di-
rections. With convej'ors of the belt type this return
service can be secured by the use of the lower or re-
turn part of the belt. With other tj-pes of carriers the
conveyor may form a complete ciretiit so as to give
237
238
BOSTON SYMPOSHM OX SELECTIVE PACKAGE AND PNEIMATIC CONVEYORS
On.- of the simplest methods for giving a series of
separate deliveries to a uumber of separate stations
located alongside a belt conveyor is to introduce a
number of vertical stationary partitions above the
moving belt so as to divide the conveyor into a series
of divisions and then terminate these dividing plates
successively at the various stations, at the same time
leading the division plate to the edge of the belt so as
to sweep off all material that is contained in this par-
ticular division.
Sucli a conveyor can be loaded at any intermediate
point and the sender can determine the delivery point
])}■ placing his nmterial in the proper division. It is
evident that such a conveyor has all the limitations
imi)0sed by the use of a belt; nevertheless there is a
considei-able field of usefulness that can be served by
such a device. It is well adapted for handling pass
books in banks between tellers and bookkeepers, and
for handling cards, order slips or papers that can be
eai'ried on edge between the division plates.
A modification of this carrier has been used in a num-
ber of telephone offices for conveying charge slips and
toll line call slips. This modification retains the series
of vertical division plates, but substitutes a smooth
Fig. 2 View of a Typical Pick-up Carhier shuwinc Details
OF A Station
intercomuuuiicating service, although materials may
always travel in the same direction.
While the belt conveyor type has a certain amount
of flexibility in a vertical direction, it can make hori-
zontal turns only by tlie use of another conveyor and
these Innitations compel the use of some more flexible
Eu;. '.i View of Sendinc Station on a
Pick-dp Carrier System, showing Selective Mechanism for Four Stations
means of connection between the individual cars or
other transportation units, if we are to cover satisfac-
torily all the requirements of tlie modern manufactur-
ing plant. Such selective conveyors must give prac-
tically continuous servic(> between points located on
several different floors, and must be able to avoid va-
rious obstructions and reach i)oints that could not con-
veniently be reached by a belt conveyor.
bottom plate for the moving belt. The tickets, whicli
project above the division plates, are pushed forward
by a horizontal finger attached to a car and driven by
an endless cable. The car is guided on a track sus-
pended above the division plates. It is possible, with
this conveyor, to turn horizontal corners and to carry
the slips from one floor to another by means of in-
clines which may be as steep as 45 degrees or more.
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
239
Fig. 5 A Pick-ui' System fitted with Large Cylindrical
Carriers for Handling Large Envelopes and Bundles
OF Papers
Fig. 4 A Vertical Sending St.\tion on a Pick-up Sy'stem,
having Selective Mechanism for Two St.\tions
Tliis type of carrier with the moving belt has a con-
siderable field for the distribution of materials that
can be handled on a belt and swept from the belt at
the deliveriiig point.
Tr.\y Conveyor. — The next step in the develoi^ment
of a selective conveyor, using a belt for the moveable
conveying member, is what may lie called a tray con-
veyor. The tray or tote box is in common use in manu-
facturing establishments for the transportation of
small parts from one department to another. With
this type of carrier the tray can occupy the entire
width of the conveyor, thus cutting down the width
of the pennanent structure to a size just sufficient to
accommodate one tray.
The carrying capacity of this type of conveyor is
very large since there is a possibility of sending prac-
tically a continuous stream of trays and switching
them to intermediate stations or to lines branching
from the main trunk line of the conveyor at any point.
The i-eturn service can be secured by the use of the re ■
turning portion of the belt and it is possible to send
from any station on the line to any other station, thus
giving intercommunicating service.
In tliis type of conveyor the tray is furnished with
a moveable projecting finger, generally extending
above the front end of the tray, and adapted for en-
gagement with the switches which extend over the con-
veyor from the various stations. The selective finger
on the tray is moved by the despatching operator to
Fig. 7 The Driving Mechanism fob the Bag Carrier System
IN the Chicago Post Office
Fig. 6 View of a Bag Carrier System in the Chicago Post
Office, with Receiving Chute
240
BOSTON SYMPOSIUM ON SELECTIMi: PACKAGE AND PNEUMATIC CONVEYORS
Fig. S View of a Station on a Typical Book Carrier System
AND A Car above en route
a selective finger on tlie car and tlie number of sta-
tions that can be used is limited only by the space avail-
able on the car for the selective switching positions.
A sj'stem of this kind, with automatic elevators onto
which the cars are run and dropped several stories, has
been in use many years in the Boston Public Library
for transporting books from the stacks to the delivery
desk. Wlien cars are returned from the switch tracks
to the main line, the moving cable is gripped automat-
ically and the car proceeds until switched again from
tlie main line at the station determined bj- the setting
of the selective finger on the car.
While the capacity of this conveyor is not as great
as the capacity of the tray conveyor, nevertheless it
can handle a great amount of material with a very
small expenditure for power. When cars are not ac-
tually en route, the power required for driving the
cable is very small, the ti'ack is inconspicuous and does
not obstruct the lighting of the shop at all.
Pick-up Cakkier. — Another class of carriers that
has been developed for the transportation of orders
and corresi^ondence, rather than for large quantities
of manufactured material, is known as a " Pick-up
Carrier '' from the action of the car which actually
l^icks up its load from a shelf upon which the load has
been placed by the sender.
This carrier introduces a different principle of se-
lection from those previously described, in that it has
a series of ears permanently attached to an endless
a numbered position corresponding to the station to
which the tray is to be sent, and the tray is then
placed upon the moving conveyor belt. The tray
passes all the intervening switches until it reaches the
station for which its selective finger is set, and after
coming in contact with the switch it is deflected from
the conveyor belt and delivered upon an inclined shelf,
from which it is removed by the attendant.
Instead of switching to a station, the tray can if de-
sired be switched to a branch line for delivery to sta-
tions located along this line. The width of the end of
tlie tray, and the necessary spacing between successive
positions of the selective finger on the tray, is the only
thing that limits the number of stations possible on
such a system. It is possible to cover more than one
floor with one of tliese tray conveyors by transporting
the trays ou inclined conveyors from floor to floor, or
by delivering the trays to automatic elevators, which
in turn may deliver at any one of a number of differ-
ent floors or to other belt conveyors with selective sta-
tions. A tj'pical tray conveyor for Post Office work is
shown in Fig. 1.
A further variation of this type of convej'or is made
with a foui'-wheeled car propelled by an endless cable
and iiinning upon two rails. This car is provided with
a cable gripping device that will disengage the car
from the cable when the car is switclied from the main
line onto tlie switch track. Tlie switch is oj)eiated b.y
Fig. 10 Details of Construction of Vertical and Horizont.\l
Turns in a Book Carrier System
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
241
driving cable and sliding upon a pair of smooth round
steel rods. The cars are furnished with gripping jaws
of steel wire adapted for holding either flat envelopes
or cylindrical carriers. The upper jaw is stationary,
while the lower jaw is moveable and swings around a
fulcrum pin with a spring to press the moveable jaw
against the stationary jaw and hold firmly whatever
material may be contained between the jaws. The
moveable jaw has a projecting ann that rides upon a
cam surface at tlie station so as to open the jaws for de-
livering the load and to allow the jaws to close again
upon another load waiting upon the sending slielf. A
typical pick-up carrier is shown in Fig. 2.
As the different cars have opening levers of different
lengths, it is possible to have a series of cars, each one
opening its jaws for delivering and picking up mes-
sages at two definite locations along the line. A mes-
sage placed upon a certain sending shelf will be picked
up by its own car only and will be delivered alwaj's
at another definite location where tlie station cam is
placed in the correct position to operate this particu-
lar car and no other one. A series of sending shelves
at a station gives the sending operator an opportunity
to send to as many destinations as he has shelves, and
every car that arrives at his station must drop its mes-
sage for him before picking iip a message for the other
station. In Fig. 3, is shown a sending station for two
systems with four stations each.
In this carrier the selective mechanism is a perman-
ent part of the car, itself, and does not require any
adjustment by the operator or by the station mechan-
ism. The only selective effort required of the operator
is to select the proper shelf upon which to lay his mes-
sage and the carrier does the rest.
In order to keep the size of the car and stations
within reasonable limits, it has seemed desirable to
limit the cam graduations on a station to five so that
it is possible to send from a central station to five other
stations and to receive messages from these five sta-
tions in return. It is practicable to handle papers or
traffic envelopes as large as 10 in. x 13 in. with this sys-
tem, or in cylindrical carriers as long as 30 in. In Fig.
5 is shown a system of this kind.
As the cars are traveling continuously, sei-vice is
provided from each station at regular intervals and as
the sender does not have to wait for a car, but has only
to lay his message on the proper shelf and return to
his work again, the service is prompt and regular with-
out w'aste of the sender's time. The messages are
dropped by the cars into a single receiving pan or
basket at each station.
In cases where it is desirable to have intercommuni-
cating service between a large number of stations, it
is customary to group the central stations of a number
of lines at one convenient point and make this point a
clearing house for the entire system by transferring
the messages sent in by the differeiit lines to the proper
shelf for transmission to their final destination. This
Fig. 9 A St.\tion of Different Form on a Book Carrier
System with Car approaching Receiving Fingers
work can usually be done by a filing clerk or some one
permanently employed in the neigliborhood of the sta-
tion so that special help need not be employed for this
particular purpose.
As this system is operated by a flexible cable, it is
possible to turn corners in any direction so that sta-
tions on a number of floors can be served by a single
line. Tlie power consumption is small and the service
is practically noiseless in operation.
Bag Carkie.r. — Another carrier with a capacity for
luuidling loads as great as 150 to 200 lb. has been de-
veloped along somewliat similar lines, but with a dif-
feient principle of selection. As this conveyor was
first used for transporting post office mail in bags, it
has become known as a " bag carrier." It consists of
a series of two wheeled cars or trolleys permanently
attached to an endless moving steel wire cable at fre-
(jue7it intervals often as close as 10 ft. apart. The car
wheels run upon the lower flanges of structural steel
channels with a pair of guiding rails below the chan-
nels to prevent excessive swinging of the cars. A sys-
tem of this type is shown in Fig. 6.
Each car has a hook upon which the bags are hung
and these hooks are hinged in such a way that they
can be tripped so as to drop the loads hung upon them.
A moveable tmlocking slide is arranged ttpon the car
so that a selective finger on the car can be set at the
sending station in as many different locations as there
are delivery points on the line; Tliis selective setting
is done at the sending station as the car passes an in-
clined cam device whose position is controlled by the
operator. This cam moves tlie unlocking slide and the
242
BOSTON SYMPOSllM 0\ SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
l'"lG. 11 \IE\V OF SWEEI'-OFF CaRKIER SYSTEM IN THE ChICAOO PoST OfFICE
selective fingei' to a position corresponding to tlie de-
livery station desired.
Each delivery station has a tripping finger pernian-
fiitly fixed at a different heiglit from all the other
stations and arranged so as to trip tlie car hook on
every car that passes having its selective finger at
the proper height to engage with it. The bags, when
dropped from the cars, are received on snitable chutes
from which they slide to the floor or to tables. Just
before the cars complete their circuit and reach the
sending station again they pass a resetting cam, which
returns the selective finger to the neutral position,
ready to be set again at the sending station.
As the cars are permanently attached to the driving
cable, a rather novel cable drive lias been devised, giv-
ing a powerful pull and operating on a straight por-
tion of the cable without requiring the introduction of
grooved di'iving sheaves. In this driving device the
cable is driven by a .series of gripping jaws in pairs
attached to an <'ndless chain moving parallel to file
cable, and driven by sprocket wheels. Each pair of
jaws is connected by springs, thus giving a nniforui
pressure on the cable.
At the point when the jaws begin to leave the eable
at the driving sprocket, a cam is located so as to open
the gripping jaws and allow them to leave the cable
and pass around the si)rocket wheel and return again
to the point of commencement, where another cam
opens the jaws so as to allow them to grip the eable
again. This device makes a very satisfactory arrange-
ment, as it can be placed at any point of the line where
there is a straight section of cable. The cars j^ass this
drive without any trouble, and it does not require the
addition of a number of driving sheave pulleys around
which all of the cars would have to pass. With lines of
any considerable length, it would not be possible to
get sufficient driving power from a single-grooved
driving sheave with ISO deg. arc of contact, and sev-
eral driven sheaves around which the cable and the
attached cars must pass in succession would introduce
several objectionable complications.
Book Carrier. — Among the carriers with individual
cars, each car having its moveable selective finger, the
most interesting perhaps is the so-called Factory Serv-
ice Carrier. Tliis was originally developed for trans-
porting books in large libraries between stations lo-
cated in the book stacks and the delivery desk, but it
liroved to be very well adapted for distributing small
manufactured parts and tools from one part of a fac-
tory to another.
The cars are permanently attached to a wire cable
at intervals depending upon the amount of traffic to
lie accommodated. The track upon which the ear
wheels run is of ^'4 in. round cold I'olled steel and the
cars are of the finger bottom type so that the car can
pick up its load or drop its load by passing between a
similar set of fingers forming the stations. A system
of this tj-pe is shown in Fig. 8 with ear en route.
The car body is mounted upon a truck and arranged
to swivel so as to keep the car body in a horizontal
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
243
Fig. 12 A Sweep-off Carrier just Leaving a Station and Closing Bottom Doors
position when the car is traveling on vertical track as
well as when the track is horizontal. This type of car-
rier can pass from floor to floor vertically and can make
horizontal turns at any angle so as to reach any re-
quiied position or avoid obstructions, as shown in Pig.
10.
In this system we have again the moveable selective
finger upon the ear to determine, by its position, the
station at which the car will deliver its load ; and tliis
selective finger is moved by mechanism at the loading
station under control of the operator. The cars in all
cases pick up their loads when passing upward tlirough
the sending station fingers and drop their loads upon
the receiving station fingers when passing downward
through these station fingers.
As the cars are continually passing the sending sta-
tions, it is obvious that the loaded sending station fin-
gers must be kept out of the path of loaded cars but
must be advanced into the path of the first approach-
ing empty car so that the load can be picked up and
carried to its proper destination.
To carry out this condition, the sending station fin-
gers are mounted upon a wheeled truck operating upon
horizontal rails. This finger truck is nonually held
back by a weight working within a dash pot tube.
When the operator has placed a load upon the send-
ing fingers he moves a lever to a numbered position
corresponding to the station to which the load is to be
sent and then depresses a lever, which compresses a
spi'ing and stores up suflieient energy to move the send-
ing fingers forward when the next empty car arrives.
Upon the approach of an empty car the catch hold-
ing the station fingers back will be tripped and the fin-
gers with their load will move forward into the path
of the car. The car then picks up the load and while
passing the station has its selective finger moved to
the position corresponding to the delivery station.
After the car has left the sending station, the catch
holding the station in forward position is unlocked by
fhe car and the sending fingers are drawn back by the
counterweight out of the path of succeeding cars.
Wliile the loading fingers are held back, awaiting
the approach of an empty car, a loaded car will not
trip the station catch because this catch is tripped by
a lever arm on the car having two positions, one for
an empty car and one for a loaded car, and the lever
when in the loaded car position will not unlock the sta-
tion catch. The receiving station fingers are hinged at
the back end so that they are normally swung up out
of the way of passing cars, but an approaching loaded
car, with its selective finger set for a station, will op-
erate a lever and throw down the station fingers so as
to remove the load from the car.
As these station fingers drop only to an inclination
of about 20 deg., the load will slide down and away
from the fingers to an inclined shelf, from which the
244
BOSTON SYMPOSIUM ON SELECTIVE I'ACKAGE AND PNEUMATIC CONVEYORS
loads can be removed by baud. After the car has
passed down below the receiving'Station it operates a
lever that swings tlie receiving station fingers up and
out of the way of succeeding cars tmtil the approacli
of another car, whicli has its selective finger set for this
station.
This type of carrier is driven either by a grooveil
sheave wheel or, for a long line, by a grip chain drive
as described for the bag carrier. This carrier has been
developed with a cai- as large as 12 in. x 17 in. to take
loads of 15 to 20 lb., and these loads are generally iian-
dled in flat trays or baskets unless the loads consist
of letters or papers that can be liandled in envelopes
or file Mrappers.
Sweep-off C.vkriek. — Aiiotlier type of carrier known
as a Sweep-off Carrier has been developed more espe-
cially as a collecting carrier for collecting letters, or-
dei-s, or other papers from a considerable number of
stations and delivering tlieiii to a limited number of
receiving stations located soniewliei-e on the circuit of
tlie line.
In this conveyor the load is carried in a basket suj)-
ported from a two-wlieeled car running on a single
rail with guide rails below to keep the basket from
swaying. The material to be sent is laid upon a hori-
zontal shelf located just above the path of the basket
and this material is swept into the basket by a brush
attached to the ear and moving with it. A consider-
able number of stations, therefore, can be served by ;i
single car.
The basket of this carrier has a hinged bottom and
will drop its load into a hopper when the car bottom
is unlocked at the delivery station. It is possible to
make this can-ier selective by fui-nisliing a number of
separate shelves at the several sending stations. The
shelves in tiiis case are normally below the path of the
car and are brought up to the sweep-off position when
the projier car arrives and trips the holding down
catch.
The cars are provided witli pennanent selective de-
vices, which are operated by the receiving stations so
as to trip the car doors on the basket when it arrives at
its own station, but which are arranged to pass all the
other cars which deliver at other stations. This type
of carrier has been used very largely in Post Offices
to handle misdirected letters from the various sorting
cases to some central point where proper addresses can
be su]iplied or where illegible addresses can be de-
ciphered.
Promptness in liandling such letters will generally
prevent the letters from being held over to the next
delivery and sometimes will prevent them from being
held over to the next day. In large Post Offices this
tv-pe of carrier is often used to collect the Special De-
livery letters from the facing tables and from the o^ien-
ing tables where the railroad nuiil is received and to
carry these specials to the special deliveiy division.
PNEUMATIC CONVEYORS
By 1-. B. WiLLi.^Ms, Boston, Mass.
Member of the Society
The first successful pneumatic tube system was put
in operation previous to 1S58 in London, England,
with a 114 in. tube 650 ft. long. In 1858, this was ex-
tended with 214 in. tubes. From then on tlie system
has grown rapidly and London lias now many miles of
despatch tubes. The usefulness of this sy.stem lias also
been extended in the large cities of England and Ger-
many. The transmission of telegraph messages by
])neumatic tubes commenced in 1S65. Also it was at
about this time that pneumatic tubes were first used
for transmission purposes in this counti-y. John AVan-
Fi(i. 1 \'iEW i.N A Modern Office with Pneum.\tic Tube
Connection to Each Desk
amaker's store in Philadelphia having probably had the
first installation.
There are three systems in general use, known as
the vacuum, the pressure, and the vacuum-pressure
systems. Each of these has very distinct advantages
^vhen considered from the standpoint of the service
required and other determining conditions.
The vacuum system in its simplest fonn, omitting
the power plant, consists of two stations, one called the
central station and the other the out-station. As seen
at the central station there is a sending and a receiv-
ing tube and these two tubes extend to the out-station.
Tlie receiving tube at the central station is connected
to the suction drum, and as the two tubes are eon-
i.ected at the out-station, they form one air circuit.
A carrier placed in the sending tube at the central
.^t;ition is sucked to' the out-station and there dis-
chaiged by means of a suitable tenninal. The air is
there by-passed to the other tube, in which it returns
lo the central station and is drawn into the suction
dram. A carrier placed in what is the sending tube
;it the out-statiou is sucked to the central desk and
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
245
tlic'iv disehai-ged, while tlie air is by-passt'd to the suc-
tion drum. In this way communication between the
two stations is continuous ; that is, carriers can be sent
from each station to the other at the same instant —
a very desirable feature wliere tlie service is lieavy, as
in a department store.
Vacuum terminals are simpler than the terminals
for other systems and the method of operation by ex-
hausting the air is more economical so far as tlie ex-
penditure of power is concerned. But the working
pressure is limited to something less than 14 II). and
there might be conditions which would iiiakc tliat in-
sufficient.
Tlie pressure system is just the reverse of the vac-
FiG. 2 A Termin.u. fob a Vacuvm-Pressure Tube System
uum system, the carriers being pushed or forced by
pressure instead of being sucked or pulled to their des-
tination. Of course, theoretically, the operation of the
two systems is similar in that the carriers are pro-
pelled by the greater pressure behind tliau in front of
them. In the vacuum system the power is applied in
front of the carrier, but in the pressure system it is
applied behind the carrier.
Pressure systems are used in carrying the U. S. mail
in many of tlie larger cities in this country and two of
the several reasons why pressure is u.sed instead of
vacuum, are first, that with the pressure system, small
leaks are not objectionable save that they are a direct
loss of power, wliile with the vacuum system, a leak
underground would be disastrous to tlie working of
the system and also the possible entrance of moisture
might cause damage to the contents of the carriers;
second, in case of a carrier being blocked in tlie tube,
the pressure can be reversed and raised and the car-
I'ier often blown out, while with the vacuum system
the greatest vacuum possible might be entirely inade-
quate for tliis purpose.
Pneumatic tubes on the pressure system now pro-
vide direct connection to 46 United States Post OlBces,
which offices, according to the most recent Post Office
statistics, sei-ve a dependent population of 5,881,000
people. In these pneumatic tube Post Offices are em-
ployed 6,120 clerks and 3,131 letter carriers, and
tlirough the tubes are weekly carried 137,295,000
pieces of mail matter. Mail for Post Offices beyond
the pneumatic tube districts is also carried as far as
possible by tubes and then transferred to wagons.
Tliese statistics do not include the City of Philadel-
phia or the Brooklyn General Post Office. Each one
of these Post Offices, because of its pneumatic tube
connection, gives to its surrounding population the
same service that is given from the main office of its
city. In other woi'ds, the pneumatic tubes, since they
are practically instantaneous, make the sub-stations
witli which they are connected a part of the main
olHce of the citj'. It is interesting to note that, assum-
ing the above amount of mail matter to be carried by
tlie tubes for 52 weeks a year, the cost of carrying by
pneumatic tubes is at the rate of ninety-two pieces mail
matter for one cent, or approximately fifty-four cents
per hundred pounds.
The vacuum-pressure system is used where the serv-
ice is lighter. In this system the carriers are drawn
to the central station by vacuum and blown back to
the out-stations by pressure.
Here might be mentioned the single-tube pressure
system of the Lamson-Miles type, which has but one
tube between the two points to be connected. This tube
is fitted with a combined despatching and receiving
tenninal at each end, and the compressed air is car-
ried by small iron pipes to the terminals at the ends
of the tubes. A compres.sor and storage tanks supply
and maintain the power for operating the tubes.
When idle the tubes are normally open to the atmos-
phere and are often used as speaking tubes. The use
of a single tube saves room in passageways and walls
of buildings, frequently a matter of great importance.
When a carrier is to be transmitted, air pressure is
introduced into the tube behind the carrier from the
storage tanks, in which pressure is maintained by an
automatic regulator, that controls the starting and
stopping of the compressor. The compressor automat-
ically starts when the pressure drops below a certain
point and stops when it has produced the normal work-
ing pressure of the system. The air supply pipe is
much smaller in area than the transit tube and conse-
quently while the carrier is on its course the air under
l^ressure from the supply pipe expands in the tube.
Hence if a carrier tends to foul in a bend or other part
of the tube, it offers a resistance and the air pressure
behind it immediately makes up to tlie pressure carried
in the supply pipes and thus tlie carrier is automat-
ically relieved and pushed along.
A combined receiving and despatching terminal is
attached to the ends of each tube, and to these ter-
minals are also connected the supply pipes so that
24(3
BOSTON svMPOsiiM ON sf:le(;ti\e package anij pneumatic conveyors
the air pressure can be admitted to the tube at each end
and carriers can, tlierefore, be despatched alternately
from either end of the same tube. As a transmission
takes but a few seconds, no practical inconvenience
is experienced by using one tube for transmission in
opposite direetions. In answer to the question as to
what will prevent carriers from being despatched from
both ends of a tub(^ at the same time, it should be stated
that this does not happen because the tube is nonmally
open at both ends and when a cari-ier starts from one
cud, the free air in the tube is forced ahead of the
carrier and out at the other end : thus a carrier cannot
be inserted at what is temporai'ily the receiving end
transit without tlie use of electric or other connections.
The tubes used for the transmission of carriers are
of kalameined steel, brass, or aluminum. The sizes
mostly in use are 214 in- and 3 in. outside diameter.
Also 4 in. tubes and 3 by 6 in. oval tubes are largely
used where the material to be transmitted is bulkier.
The bends are made of brass, and are formed by cut-
ting to a length according to the radius of bend de-
sired, filling witli water and while under hydraulic
pressure, bending around a form; the operation takes
but a very few moments and a perfect bend is formed,
with the section absolutely circular.
Positive rotary blowers are used in the majority of
Vui. 3 A Large Centkal Desk for a Dei'ahtment Store System
until the traveling carrier is expelled, because the out-
ward rusli of air makes it impossible.
Tile operation of the combined receiving and des-
patching terminal is as follows : After a carrier has
been inserted for transmission, a gate or cover nor-
mally open, is closed beliind it, which closing of the
cover automatically locks it in place and at the same
time opens an air valve, i>ermitting an inrush of com-
pressed air behind the carrier. The compressed air ex-
pands and pushes tlie carrier at increasing speed to the
dischai'ge end of tlie tube, wliere it is deflected by a
chute into a suitable receptacle. A simple device cuts
off the air pressure at the despatching end, and at the
same time the closed gate or cover at the sending end
is unlocked and the tube is again thrown open to the
atmosphere. All these operations are accomplished
by the back pressure of the air behind tlie carrier in
the plants installed. This type can be used either as a
pressure blower or as an exhauster, and is more eco-
nomical than a compressor when operating against
pressures less than 7 lb. per sq. in. The style of blower
used consists of a casing in which two impellers revolve
in opposite directions, each impeller being of a double
lobe section symmetrical with its shaft and the two
impellers so set that the lobe of one fits into the recess
of the other. The impellers work as close as possible
to the casing so as to prevent loss through leakage, and
to keep them at their proper relative speeds, one shaft
is driven by the other througli a pair of gears. If the
system is of the vacuum type the inlet side of the
blower is connected to the galvanized iron suction drum
in the central station, if of the pressure type, the out-
let side is piped to the central station, and if of the
vacuum-pressure type, both inlet and outlet are piped
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
247
to separate drums in the central station. The blowers
are usually driven by electric motors, although oc-
casionally they are directly connected to steam
engines.
Witli many of the vacuum and pressure systems a
power saving device is used, as in a system of, say 40
out-stations, it is safe to say that the greatest number
that might be in use at one time is 28, and power must
be supplied for 28 lines. Ordinarily but 4 or 5 are in
constant use. By using a variable speed motor, of say
four to one range, the blower can be made to supply
power for, at its lowest speed, 3 lines, but as demands
for more service are made from time to time during the
day the motor will speed up until tlie maximum of 28
is being taken care of.
When the power control system is used on vacuum
Hues, a vacuum of, for instance, 16 oz. is maintained
Fig. 4 View of a Blower Plant for a Small System, showing
Automatic Control Board and Muffler
in the suction drum at all times irrespective of the
number of lines in service. This constant vacuum is
maintained by connecting the suction drum to the
upper part of a cylinder in which is a weighted piston,
that remains balanced and stationary as long as the
vacuum above it equals 16 oz. ; but should the vacuum
cirop, by opening of a tube for the transmission of a
carrier, the piston slowly drops and at the same time
turns the field rheostat of the motor so as to speed the
blower up to maintain the 16 oz. vacuum. Should a
greater vacuum momentarily exist a relief valve oper-
ates to reduce it to the proper point.
When the vacuum in any one of the lines is broken
by the insertion of a carrier, a device at the end of each
air circuit, called a power control device, automat-
ically keeps the line open long enough for the carrier
to reach its destination and then "■ times off," and the
line comes to rest and so remains until the next carrier
is inserted. It is not necessary to wait until one car-
rier has reached its destination before inserting the
next; tile vacuum in the line will take care of several
carriers, and, except in the ease of a very long line, it
would be almost an impossibility to overload an air
circuit because the carriers travel at such a high rate
of speed that they would begin to deliver at the other
end before the critical load was reached. And as in
actual practice, tlie carriers must be loaded with let-
ters, messages or cash, there must be an appreciable
interval of time between each transmission of a carrier,
and this prevents any one line from being overloaded.
This power-saving device is of the vented cylinder and
piston type and is very flexible as it can be adjusted
for varying lengths of lines. It can be set to " time
anywhere from I14 seconds to 2 minutes to accommo-
date any length of line.
Fi'om an engineering stand-point, the best system is
one that uses power only when a carrier is in transit
and is known as the start and timing-stop system.
Tliis system is operated by means of a special switch-
hoard, on which an electric circuit is closed by the
insertion of a carrier in the terminal for transmission.
;md that throws in tlie main power circuit, causing
the motor-blower unit to automatically start up and
supply the necessary vacuum or pressure, as tlie case
uiaj' be, and it does not stop until the carrier reaches
its destination. If several carriers are sent, even from
remote parts of the system, the power is supplied until
tlie last carrier is delivered.
The latest improvement is the " power-saving start
and timing-stop system," which is similar to the pre-
vious system, but goes one step farther and supplies
power according to the number of lines in sei'\'ice. If
one is used, power for one is supplied ; if half a dozen,
tlie power unit speeds up to supply the proper power
for those six lines and then comes to a stop when the
last carrier is delivered. This is as it should be; in
all but the largest systems, there are a great many
times when no carriers are in transit, and then there
are times when there may be several, possibly up to
the capacity of the system, dispatched at almost the
same time. This system uses only as much power as is
i-equired to transmit the carriers and shows a very
great saving over all other systems.
The tenninals used are of brass and bronze construc-
tion, except in some of the largest sizes where iron is
occasionally used. Most of the terminals used on the
larger vacuum tubes are of the double-door t^-pe, in
which the carrier passes through two valves before it
delivers. This for two reasons: One is that the noise
is eliminated, and the other is that the momentum of
the carrier is lessened. Wlien a carrier passes from
the tube into the terminal it passes through the first
valve into a chamber where the air pressure is slightly
below atmospheric ; its momentum, checked by its pas-
sage through the first valve, carries it through the sec-
ond valve into the atmosphere and to the recei\'ing
basket. The noise of the vacuum terminals was one of
the principal objections to that system as applied to
248
BOSTON SYMPOSIUM ON SELECTR-E PACKAGE AND PNEUMATIC CONVEYORS
large tubes, but since the double-door terminal has been
perfected there is no annoyance on that score.
The carriers are of leather except those used in de-
partment stores, which are of metal with felt heads.
The leather caiTiers are made in various lengths with
hard felt heads and are of both closed and open types.
Tile lengtlis of carriers are determined by two factors,
the requirements of the sei'vice and the radius of the
beuds. A carrier 8 in. long, for a 3 in. pneumatic tube,
requires bends of 2^4 ft. radius, and a carrier 10 in.
long requires bends of Sy^ ft. radius.
It is often a serious undertaking to lay out the tubes
and bends for long carriiT>< so that they M'ill not be uu-
iu rooms dimly illuminated by means of specially col-
ored electric lights, and these rooms are so dark that a
person going in from tlie outside would be almost help-
less. The pneumatic lube service is effective in these
rooms, whereas it is easy to see that a messenger serv-
ice would be not only very slow in comparison, but
very greatly handicapped on account of the illumina-
tion.
One of the essential routine requirements of a fac-
tory, large or small, is an equipment for handling mail,
instructions, orders, and blueprints rapidly. Unless
the method of distributing the mail is effective, delays
and confusion alwaj's result. This is particularly true
if'P/pe'lj-CocA
5"Cochrane
CfiecK rff, Separator
Valve X^-. I" Mason Lever
/"Pipe-^—A 1 Type Reducing
Valve
3" Carrier Tube West Line 4350
'Pipe^ ' 2" ■
0" Y~Y^'lf"P'P^ 3"Corrier7^be Cost Line 4650'- ^ '°^>
TERMINAL WEST OFFICE TERMINALS TERMINAL EAST OFFICE
"hump office"
Fig. 5 Arrangement op the "Hump" Freight Yard Layout and Details of Tube System
sightly or interfere with the design of the building in
which they are located. The modern office building
has usually a chase or riser flue that is available for
the risei's to the various floors, but in some of the rein-
forced concrete buildings and those of the mushroom
type of construction, the difficidties of installation are
numerous.
Pneumatic tube systems are used principally for the
transmission of ca.sh, mail, or messages of an intei'de-
partmental character. Occasionally they are used for
the cariying of other material, as in the Winchester
works in New Haven, where powder is delivered to the
loading machines by pneumatic tubes. The Eastman
Kodak Company has an extensive sj'stem of tubes
which perform a sei'N'iee that would be almost impos-
sible to duplicate by any other means. Their stocks
of films, plates and bromide and other papers are kept
in the big factories where often more mail is handled
daily than passes through many a small city post office.
But the methods adopted by these large establishments
are applicable as well in the small plant, for the com-
plete system for handling the mail is generally built
up of several units, any one of which can be advan-
tageously adopted in the smaller factory. Those rea-
sons of economy which bring refinement in the large
plant are just as effective in the smaller establishment
where their importance is often overlooked. Pneu-
matic tubes bring remote buildings side by side for
business purpo.ses.
An interesting industrial application of pneumatic
dispatch tubes has recently been made to a modern
" hump yard " freight terminal which due to the pe-
culiar governing conditions, has resvilted in an unusual
economy. The saving due to this installation, at a total
BOSTON SYMPOSIUM ON SELKCTU E PACKAGE AND PNEUMATIC CONVEVOKS
249
investment of less than -$10,000, amounts to an actual
cash saving of at least $500 per day, while at the same
time an increased eftieieney of service is gained, the
value of which is incalculable but of utmost impor-
tance (Figs. 5 and 6).
Tliis yard is located at Gibson (near Hammond),
Indiana, 23 miles southeast of Chicago on the Chicago,
Indiana & Soutliern Railroad, being tlie Chicago
freight terminal of the New York Central lines. The
function of this yard is to facilitate the distribution of
cars from incoming trains for prompt delivery to con-
necting roads, and conversely, to assemble into out-
going trains the cars received for forwarding. This
Fig. 6 Terminal used on the "Hdmp" Yaku System
is accomplished in the following manner : The yard
is laid out as an East yard and a West yard, each prac-
tically a duplicate of tlie other, and consisting of series
of adjoining tracks with connecting ladder tracks at
both ends. These lead respectively east and west from
an artificial elevation in the level of the yard between
them, and a car upon being pushed up this elevation
by a locomotive will, after getting over the peak or
highest point, run down on the other side by gravity
where it may be switched from the ladder track into
the yard tracks at will.
To illustrate, assume an incoming train to consist of
50 cars destined for, say, 20 different connections, the
first two for A, the next one for B, the next three for
C, the next two for A, and so on ; the engine which
has brought the train in is disconnected therefrom and
a switch engine pushes it up the hump until the first
two cars pass over the peak of the grade and run
down on the other side, where they are switched say
to track No. 1, followed immediately by the third car,
which is switched to track No. 2, this in turn by the
next three cars, which together are switched to track
No. 3, the next two ears to track No. 1, and so on till
all cars in the train have been distributed and thus
reassembled directly into new trains with practically a
continuous and uninterrupted movement of care in
the same direction aU the time.
The incoming train brings the forwarding instruc-
tions from which orders covering proper distribution
of cars are made out by the clei'ical force at the main
\ard office adjoining the Hump. In order therefore
to insure quick handling of trains, it becomes impera-
tive to have forwarding instructions delivered to the
office and the orders in turn delivered to the train and
yard erews in the shortest possible time. This is done
tlirough the Yardmaster's ofldees, each of which is
nearly a mile from the main " Hump " office in op-
posite directions, and as the movement of trains is
directly dependent upon these orders, it follows that
any delay in the transmission means an equal delay in
the despatching of trains, with a direct loss of an
amount equal to cost of train crews. Hence the im-
portance of the time element is at once apparent, but
the extent of its importance will be better appreciated
Avhen it is understood that the railroad management
figures the cost of a train crew at $5 per hour and
that a total of from 150 to 200 trains are handled at
this yard every 24 hours. Messenger boys were for-
merly used, and even at best the time for transmission
was very considei-able owing to the distance to be cov-
ered, the character of roadway and the natural unre-
liability of such service, while in inclement weather
tlie business was well nigh paralyzed.
Since the installation of the pneumatic tube system
by use of wliich it takes less than three minutes to con-
vey messages between the Yardmaster's offices and the
" Hump " office, and which have proven reliable in
all kinds of weather, there has been saved one-half
hour to an hour (an average of % hr.) in the time
of each train crew from which the direct money sav-
ing figures out as follows:
Cost of train crew, 34 hr. @ $5 per hour. $3.75
Trains despatched in 24 hrs. (150 to
200, or a mean of 175) 175 Trains
Hence dii'ect money saving per 24 hrs.
is 5 (dollars) x % (hour) x 175
(trains per day) equals $656.25. . .$656.25
Thus the figure of $500 per day, as given above, is a
very conservative statement.
The system is of the straight high pressure pneu-
matic type, with diaphragm latch tenninal and sup-
plementary time-off device, there being two single lines
of 3 in. kalameined steel tubing, one running from the
" Hump " office to the East Yardmaster's office, a
250
BOSTON SYMPOHIUM ON SELECTUK PACKAGE AND PNEIMATIC CONVEYORS
distance of 4650 ft., and the otlu-i- luiiiiiiig from the
Hump " office to West Yardmaster's office, a dis-
tance of 4350 ft. The tubing is laid from 3 to 4 ft.
underground (frost line is about 4'^ ft. down), joints
being made with sleeves of a rust-proof composition
called " Toucan Metal," and the wliole is heavily
coated with aspluiltum paint. Tlie terminals are of
the up-dischargc type with vent-aetuated pressure tim-
ing valve and special long timing eonti'ol.
Botli ends of the tubes are alike and are normally
open, with no air flowing. In sending, a carrier is
insi-i-ted in a terminal, the clapper closed and air then
admitted behind the carrier by pressing a button,
which actuates the automatic control device, by which
air is delivered from a low pressure storage tank for
a pre-determined period, sufficient to insure arrival
of carrier at other end of tube. Air is supplied to the
storage tanks from the regular railroad service for
operating switches, signals, etc., at a pressure of 90
to 110 lb. at the compressor. This is located in a shop
some 950 ft. from East Yardmaster's office and there
is a loss in pressure of about 20 lb. in transmission.
There are three storage tanks, one at tlie East Y^ard-
master's office, one at the Hump office and the third
at West Yai'dmaster 's office. The air is brought under-
ground from the compressor to tlie East tank, with
branches to the Hump and West tanks, to each of which
it is connected through a 5 in. Cochrane oil and w-ater
separator, a 1 in. check valve and a 1 in. Mason lever
type reducing valve, that keeps the air at 11 to 15 lb.
pressure in the tank, depending upon conditions. A
lyo in. or 11/4 in- pipe leads from the tank to the pi-es-
sure timing valve on the 3 in. carrier tube, in each case
giving a pressure in the tube behind the carrier of from
G to 10 lb. The tank at the Hump office, about 5570
ft. from compressor, is supplied by 4650 ft. of 2-in. iron
|)ipe, and connection to the tank is made in the order
named through a 2-in. cock, a 5-in. Cochrane oil and
water separator, a 1-in. check valve, a 1-in. mason lever
type reducing valve, and a 2-in. pipe. The pressures
are approximately the same as on the East tank.
Xo extra lielp is employed in connection w'ith the
tube system, tlie carriers being handled by the clerks,
who make out the orders. The total number of car-
riers transmitted over tlie wliole system for the 24
hours ending at 1 p.m.. May 17, 1918, was by actual
count 220, which is said to be about half the normal
average during the busy winter season. The cost of
maintenance, including all labor and material for the
entire system of tubes, supply pipes, etc., for the three
months of .lanuary, February and March. 1913,
amounted to $17.92, which included an abnoimal ex-
jiensc for clearing out the high pressure supply pipes,
necessitated by their having been frozen. (It will be
uoted above that the pipes were not laid below frost
line.) This monthl.v average of $5.97 is therefore high
and a more nearly correct figure would be about -$3
per month.
MACllLXKUY FOR HANDLING SMALL
PACKAGES
By S. L. HaixeSj' Boston, Mass.
Non-Member
The above sub.iect covers a vci'y wiile field, and in-
volves many classes of conveyor machinery, but the
intention is here to present an illustration of one of
the latest developments in this line, namely, a novel
method of handling magazines, the Saturday Evening
Post and the Ladies' Home Joui'iial, in the publishing
house of the Curtis Publishing Company, Philadelphia.
The same types of machinery, modified to suit condi-
tions, may of course be used for the handling of light
boxes, small packages, etc. In connection with the
above examples I will also show the manner in which
the mail bags, filled with the above magazines, are
handled, by means of the various types of elevators,
lowerers, conveyors, etc.
The magazine handling equipment consists in gen-
ei'al of two duplicate lowering machines for the Home
Journal, and two duplicate lowering machines for the
Saturday Evening Post, with a belt conveyor distrib-
uting system in the delivery room for each pair of
conveyors. Fig. 1 shows the arrangement of the ma-
chines as actually installed. Two of the lowerers are
vertical machines about 73 ft. center to center of head
and foot shafts and the other two have also a hori-
zontal run of about 50 ft. Each lowering machine has
two steel roller chains running over sprocket wheels
as indicated, and have corner hung steel trays sus-
pended between them and spaced 5 ft. apart. The
trays have two sides, a back, and bottoms made with two
slots running from front to back so that loading and
unloading fingers can extend well back into them.
The loading is accomplished by automatic loaders
at each floor. The magazines come from the trimming
machines in stacks 3% in. high and two of these stacks
are placed together, one with the backs one way and
the other with the backs the opposite way, making a
7 in. stack. These 7 in. stacks are then moved to the
loading points where an attendant places them, one at
a time, on the loading fingers, which, when at rest, are
,iust outside the casings of the lowerers. The loadei^s
are set opposite the ascending line of trays and each
one is operated by means of a small auxiliary chain
with a lug, or attachment, which engages with another
lug on the main chain, just before a tray passes, thus
working a crank and connecting rod mechanism that
moves the fingers inward and directly over the slots
ill the tray. Each stack of magazines is then picked
up by a tray, carried up and over the head sprockets
and down to the automatic unloader in the delivery
room.
In onler that the loaders may operate only when
' Manager, Elevator and Conveyor Dept., I>ink-Belt Co., Boston
Branch.
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
251
magazines are placed on them, the lower shaft and
sprocket of the auxiliary chain are arranged in such
a manner that ordinarily they are back far enough
so that tlie lugs will not engage and no movement of
the loader takes place. It is part of the duty of the
attendant, after placing a stack of magazines on a
loader, to throw a lever which moves the lower shaft
of the auxiliary chain forward into the engaging or
operating position.
Further, it is obvious that with this system of load-
ing, it would not be possible for a loaded tray to pass
loading fingers in the forward position, siiiec tlie slots
one of whicli is sliown in Fig. 2, are located in the de-
livery room on the first floor, the ones from the two
Post low-erers delivering to a single wide belt conveyor
running between the mailing tables, and the ones from
the Journal lowerei's delivering first to a short belt
conveyor and then to another belt conveyor at right
angles and also running between the mailing tables.
At the pi'esent time tlie lowerers run up to the 5th
floor with loading points on tlie 2nd, 3rd and 4th
floors, but they have been built with the idea that they
may some day be extended to tlie Sth floor. They are
operated at a speed of 60 ft. per iiiin., so that with the
.LOWERS LADIES HOM£ JOURNAL
SATURDAY EVENING POST
Flti. 1 DlAGR.\M SHOWING ARRANGEMENT OF A LaRGE INSTALLATION OF MAGAZINE HANDLING CoNVEYORS, WITH DETAILS
OF Loaders and Unloaders
in the tray bottom would be covered by the maga-
zines. Since loading on the several floors at the same
time was one of the requirements, it was necessary to
make the loaders selective, that is arrange them so that
they would pick out only empty trays. This was ac-
complished by arranging an arm, A, Fig. 1, at each
loader so that it would pass through one of the slots
of an empty tray but be thrown back by the maga-
zines of a loaded tray and release a trigger which pre-
vents the loader from operating.
The unloading is accomplished by having each de-
scending tray deposit its load of magazines on two nar-
row moving belts which extend into the slots in the
tray bottom, as at B, ¥\g. 1. These unloader belts.
trays .spaced 5 ft. apait tliis means a maximum of 12
trays per minute. A 7 in. stack includes thirty-six
92 page Posts or fifteen 124 page Journals, so that
when handling magazines of this size each lowerer has
a maximum capacity of 25,920 Posts or 10,800 Joiir-
nals per hour.
The drive for the two lowerers, which is operated
by one Ti/o li.p. electric motor, is arranged so that the
trays will deliver their loads of magazines at the
proper alternate intervals to avoid interference when
they ai'c delivered to the same belt conveyor in the de-
livery room. It is so arranged that a spare motor can
be thrown in on short notice in case of trouble with
the other motor. The two belt conveyor systems in
BOSTON SYMPOSIUM OX SELECTIVE PACKAGE AXD PNEIMATIC CONVEYORS
FlO. 2 ViKW OF ONE OF THE UNLOADING BELTS IN THE DELIVERY FiG. 3 \'lL\\ OK ONE OK THE AIaIL Bao ElEVATORS FOR RAISING
Room Bags to the Horizontal Conveyor
the (Iclivfi-y room are eat'li driven by a 1 li.p. motor.
Tile electric control system is arranged so that the
machines can be started and stopped from any floor
and each lowcrer is equipped with counters at head
and foot and on each loader, so that the number of
stacks of magazines can be accurately counted and
also that the counts from the different counters checked
up to see that they tally and that none of them have
been tampered with.
The mail bags are tilled at the
mailing tables in the delivery
room, taken to the north end of
the room and either stored on a
mezzanine floor for a future ship-
ment, or weighed and sent out at
once. Since there are sevei'al hun-
tlrcd of these bags to be handled
per hour, it would mean consider-
able labor and moi'e or less confu-
sion to truck them all the way
through the room, besides which it
is necessary to take f)art of them
to the mezzanine tlooi'. It was de-
cided, therefore, to install three
continuously moving chain and
arm elevators, located at con-
venient points, and an overhead
apron cari-ier. or moving platform, running to the
north end of the room and delivering to the mezza-
nine rioor. The attendant dumps the mail bags
from his truck at the foot of an elevator, they are
taken up and delivered to the apron conveyor, carried
to tile north end of the room and deposited on the
mezzanine floor. Here a second man either places the
bags in a certain compartment, according to their des-
tination, or sends them down a
chute to the weighers on the first
floor.
These elevators, one of which is
shown in Fig. 3, are of a special
design arranged so as not to ex-
tend below the flooi' level and yet
be easily loaded at the floor level.
The chains are 6 in. pitch, steel
bushed, steel roller cliains and at
intervals of 61/-; ft., there are arms
consisting of two brackets attached
to the chain with pin connections
to allow of flexibility and having
curved steel plates across the full
width. The path of the chains is
shown in Fig. 4. When an at-
tendant dumps a mail bag on the
steel plate just abovi' the floor,
Fig. 4 Details ok the Mail Bag Elevator and Arrangement of the Horizontal Bag Conveyor
BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS
253
Fig. 5 ^■IEW of the Horizontal Mail Bag Conveyor in Operation
an arm comes along and sweeps it up around the curve.
caiTving it up and discharging it at the upper turn
' so that it falls on the steel apron conveyor.
The apron conveyor, a view of which appears in
Fig. 5, is made up with two 12 in. pitch, steel bushed,
steel roller chains with corrugated steel slats attached
to them so as to form a continuous apron 3 ft. wide.
The mail bags ride along on the apron to the end of the
5 feel Chute on each Fl.
;■- When Fire Door is Closed
uhioadtng fingers ore in
this position
Nofe:
-Approx. 9-0"C.foC.
DETAIL OF TRAY
The numbers on Trai^ denote the Floor to wtiich the :
Package is to be unloaded and they must be placed
in the right position to get to their Destination
Haxirnum Load on Trays = 150
Speed 60 Ft per Mi n.
Capacity 5000 Packages per l^our
"iiii'
SIDE ELEVATION
Fig. 6 Detail.^ of the Compartme.nt Lowerer de.signed for
Delivering Packages prom any Floor of a Building to
any other Floor de.sired
254 THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION OF METAI>S, H. E. LONGAVELL
conveyor and tall ol! into a eliutc as the chains pass
around the sprocket wheels.
The apron conveyor is 166 ft. long and operates at
a speed of 80 ft. per miu. It is driven by a 10 h.p.
motor, and the speed reductions from tliis motoi- and
also from the elevator motors are made by silent chain
drives from the motors to the first counter shafts and
then with cut gears.
Each elevator is driven by a 8 h.p. motoi', and at a
speed of 65-ft. pei- mill., lias a capacity of 600 mail
bags per hour, the inaximinn weight of the bags being
about 200 lb.
Fig. 6 shows a later tj-pe of elevator and lowt-rer,
known as the compartiuent lowerer. It will be seen
that the tray of this conveyor is made up of live com-
])artinents. and the building in wliieli it is used is five
stories high. The machine is used where boxes are
loaded from various floors and it is the wish to unload
at various tloors. Each compartment has a ntimber
(corresponding to a different floor. ^Material put on at
any floor and assigned to the fourth flooi-, would of
course be put in the fourth comi)artment, and at that
point would be automatically discharged by the roller
fingers as shown opposite the fire door openings. The
speed is 60 ft. per min. and the capacity about 3000
packages per hour.
THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION
OF METALS
BY H. K. LONGWKLL, PITTSBIKGH, P.\.
Member of the Society
CT^ HE ini < tiny of the Society in New York on Jaiiu-
-* a)-y I), 1914, ivas a joint meeting with the Ameri-
tcan Institute of Electrical Engineers and the American
Electrochemical Society, at whieh was held a sympo-
sium on the subject of Electrolytic Deposition of Metals.
Lawrence Addieks, Mem.Am.Soc.M.E., representing
the American Electrochemical Society, delivered a
paper on Limitations of the Problem of Electrolytic
Deposition, while F. D. Neivburii, of the Anurieun In^
stitutc of Electrical Engineers, presented a paper on
Sources of Direct Current for Electrochemical I'roe-
essis. n. E. Longwell, Mem.Am.Soc.M.E.. n ad a paper
on the Power Problem in Electrolytic Deposition of
Mifals, in ivhich he discussed som( interesting ph<ises
of the problem of power production iu industries of
this class. If IS ri marks an pn si nidi hiloir in abstract
form.
In dealing with any technical iirohlem. conunon sense
is most useful ; but technical knowledge without com-
mon sense is disasti-ous. 1 want to emi>hasize the fall-
lacy of attaching' too nuicli imiiortance to the qtiestion
of mere fuel economy in a power plant, because I think
there is a little tendency in this direction iu the pre-
sentation of the problem that has been submitted as a
foundation for this discussion. Sundry estimates are
subiiiitted as repi'esenting the problem cost of steam
and ilcrtrical energy, exclusive of administration,
taxes, dejirecnation and interest charges. The items of
interest, taxes, insurance and depreciation, or more
exactly, amortization, are too important to be ignored.
These so-called fixed charges, or investment costs, are
in general greater in amount than the total cost of la-
bor, operating supjilies and maintenance. They are
especially significant in that they measure the cost of
fuel economy.
To illustrate, let tis consider the probable compara-
tive jierformances of a high grade steam turbine plant,
and a gas engine and producer plant, consisting of
several 1500 kw. generating units. The electrolytic re-
fining industry offers any investment in the interest of
economy, an unustially favorable opportunity to
" make good," becatise the investment is permitted to
work at its utmost intensity continuously 24 hours per
day every day in the week.
Asstiming the fuel to be the highest grade of bitu-
minous or semiliittiminous coal, having a calorific value
of 14r)00 B.t.ti. per lb., the gas engine and jn-odueer
plant, would, under test conditions, effect a saving of
U, lb. of coal per kw-hr. over the tur])ine jilant. or say
2 tons per annum. If the coal costs as much as $3 per
ton this would mean a saving of $6 per kw-year.
The gas engine and producer plant will cost about
.$50 i)er kw. more than the steam turbine plant, and the
question arises as to whether it is worth while to in-
vest .iiSO in plant to save .$6 a year. Naturally there
will be differences of opinion as to what would consti-
tute an attractive return on this extra investment. For
my own part, I shotild want 6 per cent for interest, 1
per cent for taxes, 1 per cent for insurance, and 2 per
cent for maintenance. Having due regard to the ap-
palling speed with which new things in engineering
become old, I shouldn't feel comfortable unless I had
a sinking fund of 8 per cent to provide for the safe re-
turn of my capital. The sum of these items amounts
to 18 per cent. Even with this gross return assured, I
think I should be inclined to regard a 6 per cent rnort^
gage as a more attractive investment. In my own
opinion the gross return should be not less than 20 per
cent per annum, so that this saving of $6 per kw-year
would be too expensive if it required an extra invest-
THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION OF METALS, H. E. LONGWELL 2.55
merit of more tluui -$30 per k\v. in plant equipment.
Those wlio are interested in the determination of the
true cost of electrical energy will ])rofit by reading a
paper, Standardization of I\Ietliod for Determining
and Comparing Power Costs in Steam Plants, pre-
sented jointly by Messrs. H. G. Stott and W. V. Gor-
tlie problem, if live steam were used for heating the
electrolyte, tlie total steam from the boilers would be
used as follows : One-half for electric power generator,
one-quarter for steam driven auxiliaries, and one-quar-
ter for lieating tlie electrolyte. Steam driven auxilia-
ries are not as a rule so efficient that they abstract any
Fig. 1 Sectional View through a typical expansion .steam turbine of the Parsons tvpe
such, at the June 1913 meeting of the American Insti-
tute of Electrical Engineers.
Witli respect to the type of power plant best suited
for the electrolytic refining of copper, I tliink we may
safely eliminate the gas engine equipment from serious
consideration. If the plant will be located where there
is an abundant water supply available for condensing
purposes, and where the cost of fuel is reasonable, such
as to enable a steam plant to display its best economy,
the gas engine plant would be a doubtful investment,
even were tliere no especial reason wliy it is not desi-
rable for this particular class of work. Tliere appears,
however, to be one reason why the proposition is pecu-
liarly one for a steam plant, whicli is based on jircmises
supplied by those actively engaged in electrolytic cop-
per refining. According to Mr. Addicks" statement of
serious amount of heat from the steam passing through
them, so that for the puiijose of heating the electro-
lyte, the exhaust from these auxiliaries would be prac-
tically as effective as an equal quantity of boiler steam.
Therefore the boiler steam required for auxiliaries and
for heating the electrolyte, would be ai)proximately ^)0
per cent of the amount recpiired for generating the
electric current.
I am informed by the general manager of one of the
largest refineries in tliis country that in a plant having
an output of .^)00 tons of refined copper per day, the
waste lieat boilers connected to the reverberatory iwv-
naces forming a part of such a plant, should be cap-
able of supplying 50,000 lb. of steam jier liour. This
is somewhat over 40 per cent of the steam required by
the main trenerating units, or practically enougii to oji-
FiG. 2 A 1500-Kw. gear-driven turbo-generator installed
BESIDE A RECIPR0C.\TING ENGINE SET OF SAME NOMINAL
capacity
Fig. 3 A yuUU-Kw. gear-driven direct-current turbo-
generator operated BY" THE CLEVELAND ELECTRIC IlLUM-
iNATiNf: Company'
256 THE POWER PKOULE.M IX THE ELECTROLYTIC DEPOSITION OF METALS, H. E. LONGWELL
eraU' all of the auxiliaries that would usually be run
by independent stcain motors in a steam driven plant,
and the exhaust fi'om these auxiliaries would take care
of the heating of the electrolyte. This quantity of
steam is too important to ignore and even though gas-
engine driven main generating units were installed it
would be necessary to make use of this steam from the
waste heat boilers.
As I understand it, the practical dilBculty arises
from the fact that while the tanks are operated con-
tinuously, it is not usual to run the furnaces on Sun-
day. Consequently it would Ije necessary to have a
considerable boiler plant in reserve to be o])erated only
one day in each week foi- the purpose of tiding the
plant over .Sunday. And so even if there were no
(|Ucstion as to the couniiercial economy of a gas engine
figures. It is not denied that this combination has its
legitimate uses, but it is most certain that mature
judgment is recpiiied for determining the conditions
under whieli it may be recommended.
Admitting tlie hypothetical economy of the combi-
nation, let us consider the features that tend to offset
tliis advantage. We have fii'st increased initial cost.
A low-pi'essure turbine will in many instances cost 75
to 80 per cent more per kw. than a complete expan-
sion tui-bine. That this is reasonable may be seen read-
ily by an inspection of Fig. 1, which is a sectional view
through a typical expansion steam turbine of the Par-
sons type. Let \is assume that the capacity of this ma-
chine is 3000 kw. What we must do to convert this
3000-kw. turl)ine into a low-pressure turbine of half
this capacity, is simjily to cut out that portion included
Fll.;. -1 .\ i."jO-K\\. c.I,AK-IjK1\ K.\ DIKEeX-CUKKENT TUKBO-GENERATOR IN U.SE BY THE LoUISVILLE ifc Xa.'^HVILLE U. R.
and producer plant as a general proposition, this one
practical operating condition would be sufficient to rob
it of all of its theoretical advantages. In a steam plant
the regular boiler equipment is so flexible that it will
readily take care of the fluctuations in the output of
the waste heat boilei-s. Since with modern mechanical
stokei-s it is not unusual to force boilers to 200 and 300
per cent of their normal rating, it is evident that no
decidedly disproportionate boiler equipment would be
required to carry the plant over the weekly interval
in which the waste heat boilers are out of commission.
The combination of a compound reciprocating en-
gine exhausting into a low-pressure condensing tur-
bine looks on first consideration to be inviting, since it
is generally admitted that between the limits of the
usual l)oilei- pressure and atmospheric exhaust pres-
sure, a reciprocating engine is usually more efficient
than it is (Mistoniary to make the portion of a complete
expansion turbine tiiat takes care of tliis part of the
pressure range. While the superior fuel economy of
this combination seems very ajjparent from purely
theoretical considerations, there is comparatively little
available itifoi-mation regarding its amount in actual
between the two vertical lines AB and CD, and in-
crease the inlet opening some six or eight times. Now
it does not require any unusual qualifications to see
that the part eliminated does not by any means repre-
sent one-half of the cost of the 3000-kw machine.
Neither would any one of reasonable intelligence ex-
pect to purchase 1500-kw. capacity in a reciprocating
engine for any sum remotely approaching the cost of
the section that has been eliminated from the complete
expansion turbine. Again, no one would seriously
claim that the expense of installing the combination
unit would be less than twice that of installing the sin-
gle complete expansion unit, and no one would suggest
that the charges for attendance, maintenance and op-
erating supplies would be approximately equal for the
two units.
There are, doubtless, cases in which the possibility
of consei-ving reciprocating engines already in use
would justify this combination type of unit, but in a
plant that is new throughout its desirabilit.y is. to say
the least, highly problematical. Tlie most important
installation of combination units in the world was car-
ried out under the direction of Mr. Stott. He had the
THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSmON OF METALS, H. E. LOXGWELL 257
justification of eonserviug valuable reciprocating eu-
gine equipment which was in excellent physical condi-
tion, and there can be no question that the best pos-
sible engineering judgment was exercised in designing
and executing the project.
As regards the comparative merits of compound auci
triple expansion reciprocating engines, and turbines,
as prime movers, the trend of general practice in power
plant design sliows pretty conclusively that the turbine
has the advantage. It has economic possibilities equal
at least to those of the reciprocating engine, and mark-
edly better when working witli the high vacuums ob-
tainable with the newer types of condensing apparatus
and the copious supply of cooling water that is inva-
riably found in places that would be regarded as fa-
vorable locations for electrolytic copper refining
plants.
I speak of the economic possibilities of a certain type
of prime mover rather than of its inherent economy,
because the latter is inseparably associated with the
type. A prime mover is not economical simply because
it is a compound engine, a triple expansion engine or a
turbine, but because it is economical by design. Tliere
are hundreds of triple expansion engines that are less
economical than some compound engines. In fact I am
not sure that there are authentic records of triple ex-
pansion engines which show sufficient improvement
over the economic results of the best examples of two-
cjdinder compound engines to justify the added com-
plication and expense of the third cylinder and its
connections.
It is possible to design a turbine that will be less eco-
nomical than a very ordinary multiple expansion re-
ciprocating engine. On the other hand turbines are
built tliat under suitable operating conditions give
economic results that cannot be equalled by reciprocat-
ing engines of any type, however skilfully designed, if
operated under the same conditions. The advocates of
the turbine can afford to be unnecessarily modest, and
claim no more than equality with other types of prime
mover as regards steam economy, for there remain still
the unquestioned advantages of lesser cost, and smaller
installation expenses.
For some years the turbine was at a disadvantage in
plants in wliich it was desirable to generate direct cur-
lent, for the reason that the rotative speed of an effi-
cient steam turbine, and the rotative speed of a reli-
able efficient direct-current generator are not compat-
ible. This inability has happily been removed by the
development of a reliable transmissiosi gear, wdiich al-
lows any reasonable speed ratio between the turbine
and the generator. This gearing has an efficiency of
over 98 per cent, and has been in public use long
enough to demonstrate that in point of reliability and
durability it is at least on a par witli any other kind
of apparatus installed as a part of an electric power
plant.
Fig. 2 is a view of one of two ISOO-kw. geared sets
installed at San Diego, Cal. Tlu; illustration gives a
good idea of tlie size of this unit as compared with an
engine driven set of approximately the same nominal
capacity. One of these sets was in regular service two
years on September 3, 1913, and the second was in
service two years on Februai-y 15, 1914. Fig. 3 shows
one of two 3000-kw. geared direct-current turbo-gen-
erator sets installed for the Cleveland Electric Illumi-
nating Comjjany. One of these sets was put in service
a year ago January 20, 1914. It is fair to say that
in this case the exhaust of the turbines is used for dis-
trict heating, and the units operate only during the
heating season. Fig. 4 shows a 750-kw. set owned by
tlie Louisville & Nashville Railroad Company, which
has been in service just about one year. In addition
to the sets illustrated, I might mention six others of
750 and 1500 kw. capacity, all of which have been in.
regular service for more than two years, and the oldest
of which will have been in service three years on April
4, 1915.
While tlie geared direct-current unit costs more than
an alternating-current turbo-generator unit of the
same capacity, it is cheaper and somewhat more efiS-
cient than the combination of an alternating-eiirrent
unit and rotary converter. I am not in possession of
reliable costs for compound reciprocating engine-
driven units, but commercial experience indicates that
the geared turbine-driven unit has an advantage as
regards price at the factory. With freight and instal-
lation costs added, tiie advantage is obviously more
marked.
Figures purporting to give probable plant and unit
power costs are as a rule unsatisfactory because they
are affected by too many variable factors. As regards
plant cost, it might be said that depending on the ex-
pensiveness or simplicity of one's architectural tastes,
his luck in selecting a contractor, his resourcefulness
as a designer, his finesse as a buyer, the accessibility of
the site selected, the state of the weather, etc., he ought
to be able to build a really good turbine-driven plant
of from 6000 to 9000 kw. capacity, for around $75 per
kilowatt.
As regards the cost of power : if one is satisfied with
investment charges of 101,4 per cent per annum, if he
can buy really good coal at not to exceed .$8 per ton,
if he is a capable manager and a careful operator, and
reasonably economical, he ought, with a plant of this
size, to be able to produce a kw-hr. at the switchboard
with substantially 100 per cent load factor, for around
4.3 mills.
NOTES OX THE EEOW OE OIE IX PIPES
BV K 1 DYKU,' SAN I- KANCISCO, CAL.
Noii-Mt-iril)rr
j^ T (I meeting of flu Smi Francisco S: clion of IIk
-^-* Am.Hoc.M.E., Ik Id Fcbruarij JO, the topic for
discussion ivas The Transportation of Crude Oil in Pipe
lAnes. K. I. Dyer, cngineer-in-chief for the Union
Oil Company of Ccdifornia, led the discussion by read-
ing a paper prepared with special reference to experi-
mental work on one of the oil pipe lines of his company,
to determine the various factors influencing the loss
due to friction in pumping oil through pipe lines, and
the derivation of formulae by which the friction losses
could he calculated. An abstract of ih< pupir iind
ri port of the meeting is given herewith.
An oil pipi' Hue is j)riinarily an investment, and as
such, exists for the puipose of enabling its owuei's to
derive protit either directly from the operation of the
line itself, or from otlier associated enterprises. The
time element has always been an important considera-
tion in its construction. In this state, the production
of oil has increased at such a rapid rate and with such
suddenness at times, that it has been absolutely neces-
sary to build long pipe lines on short notice, and these
■conditions have unfavorably influenced their design by
putting a premium on practice which, while not usu-
ally preventing the pipe line from being constructed
witli reasonable certainty of success as an investment,
has too frequently not residted in the most profitable
investment possible.
Fortunately, undertakings of tliis character have
been safeguarded as a rule by a variety of favorable
cireuinstanees tending to offset mistakes of design, (^ne
of tliese has been tlie absence of competition, due to the
costly nature of operations on a scale sufficiently large
to render such competition eft'ective, and another has
been that experience has developed an empirical prac-
tice which provides reasonable protection against a con-
sidei'able variation in i)hysical conditions. As a rule,
buildei's of pipe lines have been content to follow close-
ly in the footsteps of others, so that we see on every
hand too much slavisli imitation and rule-of-thumb
engineering, with too little evidence of initiative. As
a matter of fact, the immense number of variables to
be dealt with, particularly with California oils, is
enough to warrant a great deal of conservatism. The
in'cessity foi- quick action has made designers of pipe
lines the victims of circumstances, and the multifarious
duties e.\acted of most engineers connected with oil
companies, together witli a general lack of sympathy
with research work, luis discouraged investigation of
' Eiigincer-in tliiof, I'niiiu (ill Coinpauy of California.
the finidaiiiriital vari;ihlcs whieh are at the bottom of
all pipe line design.
Hence it is that, as a ride, the oil pipe line in Cali-
fornia, regarded either as an investment or as a purely
physical problem, does not always represent the best
l)ossible solution that might be made for exactly the
same conditions. The most economical pipe line for a
given service cannot be determined in advance without
a working knowledge of the laws governing the flow of
oil in pipes in general. The determination of these
laws offers the most important single problem in con-
nection with pipe line work. Everytliing else depends
on it. Unless the lo.ss of head by friction can be pre-
determined with reasonable accuracy, every element
entering into both the first and tlie 0])erating costs of
an installation is uncertain, and should the design be
undertaken in an era of keen competition and small
margins of profit, a losing venture might easily result.
In view of the importance of this j)liase of the sub-
ject, this discussion is confined as far as possible to
points bearing upon the friction head in oil pipe lines.
Neither a full nor a general analysis is attempted, nor
is anything oft'ered jnirporting to be a complete and
final solution of the problem. The information offered
is of a fragmentary and tentative character, based on
obsei'vations unfortunately subject to considerable
error, as will ajipear later, and it is lioped that it will
promote discussion and stimulate investigations wliich
tile importance of the subject demands, and if possible,
at the same time, be suggestive of an avenue of ap-
proach toward a logical and complete method of deter-
mining the friction head for any given oil under any
given conditions.
The problem of piping oil differs from that of piping
water primarily in the fact that, whereas water is a
fluid of well-defined and of almost constant physical
characteristics within ordinary temperature limits, oil
is quite the opposite; no two oils are exactly alike and
even any one oil is subject to important physical
changes under variable temperature. While the flow
of water through pipes offers in itself a sufficiently
difficult problem, still tlie laws governing it have been
determined empirically with sufficient exactness to
meet all ordinary, practical requirements. For pres-
ent purposes water may be considered as a liquid of
almost negligible viscosity at all ordinary tempera-
tures, althougli tliis is not strictly correct, as will ap-
pear later. Oil, on the other liaiid, is a liipiid of rela-
tively great viscosity, much affected by change of tem-
l)ei'ature. Tlie principal difference between the two
258
NOTES ON THE FLOW OF OIL IN PIPE8, E. I. DYER
259
from a pipe line point of view lies iu this question of
viscosity and it is logical to suspect that any solution
of oil flow problems will be found to involve viscosity
in some form or other.
Viscosity may be defined as that property of a liquid
which causes it to ofl:'er resistance to relative motion of
its parts and to change of form. More specifically, it
has been defined by Clerk Maxwell as " the tangential
force per unit area of eithei- of two horizontal planes
at the unit of distance apart, one of wliich planes is
fixed, while the other moves witli unit velocity, the
space between being filled with the viscous liquid."
The viscosity of any liquid may be measured in tlie
the approximate viscosity of water at a temperature
of GO deg. fahr., and a typical fuel oil of 16 deg. to 17
deg. Be. has a viscosity of about 9000 at the same tem-
perature.
It will be seen that the phenomena occurring in this
instrument do not differ radically from those in a pipe
line except that the entrance eflieets are relatively large
and the operation is on a small scale, under variable
head and under constant temperature. As previously
indicated, the viscosity of oil varies over a wide range
with change of temperature. Thus, a cei-tain oil of 16.6
deg. Be. gravity has a viscosity of 200 at 200 deg. fahr.
and about 13,000 at 50 deg. fahr. In other words, at
TIME m SE.C0ND5
5
;ale f
OR VI
jCOSIT
VOF
IVAIER
\
1
1
\
a
\
\
\
>*-
1
150
\
v\
\
^
31
1
\\\
\
ss,^:i
\\
^j
--
'2 I'B
^ Conf
V
\-^
^
S
pbou
t^%
Vofer_
\
\
\
x^
\
\
^
==^
g
IS-B,
con
ommi
\
^
.^^
a boh
tl%.
Wale,
\
~~"
--•
.
iee:_
9p. CO.
faini
'JQ ait
7uJ ^
■iWol
15'
>e. —
■ '
\
2C^
l£2
'.S^,,
i^obo
ji ?;
.Wale
r
^
6000 7000 8000
Tint IN SECONDS.
Fig. 1 Curves showing Relation of Viscosity to Temperature in Several Different Crude Oils
laboratory and can be expressed either as absolute vis-
cosity iu c.g.s. or gravitational units, or else iu some
empirical unit. An arbitrary unit is more convenient
for practical purposes, as simple apparatus may be
used and no computations are required. The instru-
ment used is known as a viscosimeter or viscometer.
The type which finds most general application in this
country consists of a cylindrical vessel of known vol-
ume and form surrounded by a water jacket which may
be maintained at any desired temperature. At the bot-
tom of this vessel is a small circular orifice of definite
dimensions with a definite form of entrance. A meas-
ured quantity of the liquid to be tested is put into the
vessel and the time required to run through the outlet
in seconds is taken as the viscosity of that liquid at
that temperature. Thus, if the time is 30 seconds, the
viscositv is called 30. This figure in fact represents
the lower temperature it takes 65 times as long to tlow
tlirough the standard orifice as it does at the higher
temperature. The curves iu Fig. 1 illustrate the
change of viscosity for several crude oils with change
of temperature. It is worth noting in passing that the
heavy and the light oils tend to show about the same
viscosity at a temperature of 200 deg. fahr., and as we
have seen that viscosity is the measure of the resistance
of an oil to change of form, these curves should convey
a lesson to those who are interested in cutting down the
steam required for atomizing oil in burners. The same
sheet also shows the effect of change of temperature on
water: although the change is not great as compared
with oil, still it is quite noticeable.
Having noted the effect of temperature variation on
the viscosity of oil, it will be instructive to make sim-
ilar observations on the effect of temperature on the
260
NOTES OX THE IT.OW OF OIL E\ I'IPES, E. L DYER
resistance to tiow oi oil iji pipe lines. In making these
observations it has been convenient to use the Chezy
foiinula in the form given by Unwin for use witli
water. This formula is largely used by engineers and
may be expressed as follows:
0.1008 -■
ZQ'L
d'
Hi
Where s ^ an arbitrary coefficient depending on diam-
eter, velocity and ronglmess of surface
h = loss of head, feet
Q = quantity, cubic feet per second
L --= length, feet
d =^ diameter, feet
Transposing, we have
hd'
? =
Q.WOSQ'L '"'
\iy use of this last expression, 5 can be determined
without difficulty for a7iy oil in a pipe line by a series
of observations, for anj' temperatures, size of pipes, rate
of flow, etc. At the same time the viscosity of the same
oils over the same range of temperatures can be deter-
mined with a viscometer. Two sets of cun-es can then
be plotted, one showing the relation existing between
tempei'ature and q as observed in a pipe line and the
other, the relation tjetweeu temperature and viscosity
as deteiTuined by tlie viscometer. From these eui'A'es
two empirical equations may be detei'mined and t
(temperature) eliminated, giving g in terms of vis-
cosity. By substituting tliis value of ? in equation |1]
we would then expect to have an expression of the form
h =
d'
where c is a constant and / (r;) represents some func-
tion of Y], the coefficient of viscosity. By a series of
tests we might reasonably expect to be able to deter-
mine by these means such constants as would enable us
to predetermine the drop in pressure for any oil in any
pipe line by measurements of viscosity made in the
laboratory.
To make the determinations covering all possible
conditions naturally requires an extensive equipment,
patience and sustained effort. I have already indicated
some of the obstacles in the w^v of the engineer of the
oil company, preventing W'ork of this character being
done. Nevertlieless it lias been possible to keep records
of everychiy operations which afford some approxima-
tion to accuracy. In one place wliieh 1 have had under
observation for some years thei'e are two oil pipe lines
respectively 6 in. and 8 in. in diameter and about 2
miles long, which are in intermittent service as occa-
sion demands, carrying a vai-iety of oils, usually at a
fairly constant rate of about 500 bbl. per liour. The
tempei'atures available and the rate of flow are such as
commercial considerations dictate, so that it has been
impossible to make changes for experimental pui-poses.
The mean temperature in the pipe line averages about
110 deg. faiir. The lines are buried for practically
tlieir entire length, although they are exposed for con-
siderable distances, and for the most part they are
practically straight. They are equipped with gages
and theimometers and the elevations are of course
known. Tiie gages are of ordinary commercial type
and therefore at times very unreliable, but they are,
liowever, calibrated at more or less frequent intei-vals
by a standard gage which is it.self cheeked from time
to time on a dead weiglit tester. Errors of pressure
have undoubtedly crept in; the observations as to
((uantities, temperatures, etc., are made by the regular
operators and are also known to be inaccurate at times.
In general, commercial requirements do not permit of
tlie conditions being varied at will for purposes of test
110
100
90
•
,
•
•
•
:\
X, .
. ,
•
k;^.
. •
For 8"
W.f.Pipe,
. "'''
•
'^- 0.100s Q'L
•
C,02
VALUES OF cc
Fig. 2 Curve showing Approximate Relation between
Value of f and Temperature in 8-In. Pipe Line
and in other respects they are not ideal. It is particu-
larly unfortunate that higher rates of flow and rangea
of temperatuie have not been available, but their ab-
sence should not interfere witli the general truth, of
the deductions which 1 am about to make.
Values of :; have been computed for tlie two lines for
some 120 or more runs. Those for the 8 in. line have
l)een analyzed and tabulated and the residts given here
are for that line. Values of ; have been plotted against
temperature as shown in Fig. 2. tlie temperature used
being tlie arithmetical mean of the temperatures at
both ends of the line. The logaritlimic mean would
])robal)ly give greater accuracy but there are so many
other uncertainties that it is probable that the fall of
temperature in the line is not strictly uniform any-
way. The oil represented in the t-q curves varies in
gravity from 16 to 17 deg. Be. There are a few freak
points, but on the whole a fair curve can be drawn
wliich is reasonably representative of the average
NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER
261
While the curve may uot be strictly correct, it is evi-
dent that it unmistakably shows that q decreases regu-
larly with increase of temperature.
If we compare the <-? and t-r, curves we will at once
be impressed by their similarity and if we examine the
viscosity curve for 16.6 deg. Be. oil, particularly that
portion wliich lies between the same temperature limits
as the t-z curve, it will be seen that the similarity is
very striking. In fact, plotting the two on the same
sheet with the same temperature scale and the ? scale
suitably adjusted, the curves can be made practically
to coincide. By means of this expedient I have de-
duced the relation
_ T] — 930
^ "" 30667
Now if this value of q be substituted in equation [1]
we have
Q'L (0.001075 -q — 1)
h =
[3]
327d^
This relation has been checked in several instances and
the agreement with observed facts was as close as might
be expected under the conditions. You will notice that
with viscosity of 930 the expression becomes zero and
indicates one of the limits of the formula. The form-
ula is not proposed for serious use, but is given as a
sample of one method of approach. With an accurate
series of observations there is no reason that I see why
a formula cannot be developed in this way to cover all
conditions. If we inspect the temperature — viscosity
curves again it will be seen that what is true of 16.6
deg. Be. oil between the temperatures of 100 and 120
deg. appears also to be approximately true for
12 gravity oil between 145 and 165 deg.
15 gravity oil between 110 and 1-10 deg.
18 gravity oil between 75 and 100 deg.
because the curves are of the same form and general
slope between those temperatui-e limits.
I have digressed slightly from the course I had
mapped out. wherein I had intended to show how ;
might be expressed in terms of r, by equating the value
of t found from the empirical equations of the temper-
ature-viscosity and temperature-? cui-ves.
H. E. Boner, engineer of tests of the Union Oil Com-
pany, has developed the empirical equations for both
the sets of curves shown, and finds that the equation
of the t-Ti curve is
_ (584.5)^-"
from wliich
t =
(t + 50)
584.5
+ 65
50
(r; — 65)"-"
He has also derived tlie empirical equation for the t-q
curve, which is
70
from which
/ 70 \ «■"
[-t + 5 )
By equating the two values for t tlius obtained, the
value of q is found to be
1.555 1 „ „.
13
1
l(ri — eS)"-'''
Substituting this value for q in equation [1] we have
■1 =
o.ioosy-x
d-'
1.555
13
J-O.IISS
l(Y) — 65)''-i«"
This expression gives values for the lost head some-
what higher tlian the relation first deduced in equation
[3] and as far as it has been checked, with no greater
accuracy. It, however, offers greater pi'omise of ex-
tension over a wider range of temperatures. It will
be noted that it does not become zero until the coeffi-
cient of viscosity becomes as small as 65. I might say
that the t-r, and t-q empirical equations when plotted
give curves agreeing very nearly with the curves
plotted from the original j)oints. In considering these
equations, it sliould be borne in mind that they are de-
veloped from a limited series of tests made on but a few
oils over a narrow temperature and velocity range.
If an attempt is made to apply them to conditions
differing materially from those under which the runs
were made, it will be found that correct results will
not be given. Therefore I wish to emphasize the point
that I have not been attempting to offer a solution of
the problem, but rather to indicate a promising method
for arriving at the solution. The velocities used in the
above determinations are lower than those found in
practice in the field, and this is an important point of
difference. The same method of development can be
employed to determine the effect of velocity, but this
has not been done as yet. I feel certain, however, that
the methods indicated if carried out on an extensive
scale and under test conditions, can be made to yield
reliable i-esults and if this actually proves to be the
case, the starting point in pipe line design may be in
the laboratory, commencing with the viscosimeter.
DISCUSSION
Wyxx Meredith. The commercial considerations have,
as Mr. Dyer has stated, prevented the obtaining of precise
data of existing lines as to the governing- factors in the
pumping of California oils. The development of empirical
formulae to tit conditions within certain limits is very in-
teresting. The temperatures used in pumping California oils
run from about 140 deg. falir. down to whatever it comes to
at the delivery station, the stations being usually 12 to 14
miles apart. This temperature is about as high as can be
used with the light oils without losing valuable gases; with
the hea\4er fuel oils the temperature can be raised very much
higher without serious loss, because they have very little to
lose.
The general practice in pumping is to have about 800 lb.
pressure at the initial station. Aside from the distances be-
tween stations, the rate of loss of heat is largely affected by
the nature of the ground traversed by tlie pipe line, and has
a governing effect upon the proper location of stations. One
202
NOTES ON THE FLOW OF OIL L\ I'lPES, E. L DYER
curious tiling tliat liappens in pumping lieateil licavy oils in
a line witli a iionnal capacity of say 20,000 bbl.. is tliat wlicn
operating at a rate of from 6,000 to 8,000 bbl., the initial
pressure is actually greater than it is when pumping up to
15,000 or 20,000 bbl. This follows naturally, because at the
higher rate the oil carries the heat further and maintains a
greater tluidity throughout the liiie. But it is rather curious
to see a pump working under one-third capacity with a i)res-
sure even greater than when running at full capacity.
The economic pumping of heated California oils requires,
among other things, the proper locating of pumping sta-
tions with reference to distance between stations, due con-
sideration being given to differences in altitude. A correct
fornuila for the determining of friction head would be of
great value in the calculations. Experience with existing
lines has shown the limitations to a considerable extent. For-
tunately, the errors of calculation with present knowledge
are capable of fairly simple correction by the addition of
somewhat larger pipe on the delivery end in the event of sta-
tions being located slightly too far apart.
The method of equalizing different divisions of a pumping
line may also be used to maintain the capacity when it is re-
quireil to pump heavier oils, which usually follow upon the
decline of an oil field. This method of correction is exactly
similar to that used in electric circuits, wherein the load is
increased beyond originally calculated quantities, and addi-
tional copper is inserted to keep the drop withm economic
limits; only, in the case of an electric circuit, the copper is
usually put on the pumping end instead of the delivery end,
the latter location being more efficient in the case of a hot oil
Inie on account of temperature conditions.
II. \V. CrOZIER. I lia\e been doing considerable work on
this problem, but have attacked it in an entirely different
way. Instead of attempting to calculate the head only, I
have been calculating the hydraulic grade for a whole pump-
ing unit, that is a pumping station and the pipe extending to
the next pumping station. The hydraulic grade line which
the hydraulic engineers have used for many years is a fa-
miliar device. It consists of a sloping straight line so
drawn that one end intersects the surface of the water in the
reservoir supjilying the pipe under consideration (neglecting
entrance losses) and the other end coincides with the surface
of the water in the terminal tank or reservoir. The distance
between the hydraidic grade line and the pipe at any
point is proportional to the pressure at that point and the
slope of the line is ])roportional to the friction loss in the
pipe.
When considciing heated California oils instead of water,
the hydraulic grade line is no longer a straight line but a
curved line which droops as the distance from the pumping
station increa.ses, due to the drop of temperature caused by
heat losses due to radiation and conduction through the
ground in whiih the i)ii)e is laid. The reason I have been
giving so much consideration to the hydraulic grade phase of
this matter is on account of the fact that we have been work-
ing on mountain pipe lines; these are altogether different
from valley lines, where certain definite conditions exist in
each station, (^n one mountain line surmounting a consider-
able summit, four pumping stations, only a few miles apart,
pump the oil up the mountain slope to the summit while on
the down-hill slope the stations are spaced from 18 to 20
miles ajiart, de])endiiig on the slope. P\nn[)ing stations on
this same line serving relatively level sections are 13 miles
apart.
During the construction of that line everybody foresaw
trouble in getting the oil uphill. My contention was that the
linutation of the line would be, not in getting the oil up the
hill, but down, my reason being that there was ample heat
in the oil to keep the temperature high enough to hold the
oil in a fluid condition in the 0-mile ascending sections; but
m the 22 and 26-mile descending sections it was a different
thing altogether, as the curves in Fig. 1 illustrate very
clearly. As the temperature drops due to loss of heat the
\iscosity increases with increased rapidity; hence on the long
descending sections the friction increases rapidly and a limit
is reached at which it is necessary to install a pumping sta-
tion with its heaters to pump the oil along. By using a hy-
draulic grade line platted as accurately as possible, this can
be laid out on the profile of the luie, and the pumping sta-
tions located with considerable accuracy.
Referring to the statement made by the author that equa-
tion [2] was correct for any definite temperature, I would
like to point out a question of premise. The statement is
correct, but in making a test on a pipe line there are no defi-
nite temperatures; there is a certain temperature at one end
of the line, and a certain temperature at the other end of the
line, and 1 think more stress should be given to the tempera-
tures between the two. It is not safe to use the average; it
is much safer to use an integrated value, which can be ob-
tained with a planimeter. The fact that the line goes through
a variable country, with different soil conditions and differ-
ent rate of radiation, is the problem that is confronting the
engineer working in difficult country, or country subject to
overflow, and it is very difficult to estimate what tempera-
ture you are going to get.
Another problem which is perhaps of as much importance
as the question here, is to predict the temperature at the end
of the line. I have been working particularly on long pipe
lines, for instance, where there are a series of four or five
pumping stations pumping oil over a mountain range and
then a long drop, say a 4000 or 5000 ft. to the seaboard, and
the problem is to calculate the temperature gradient; we
know the temperature at the initial point and wish to calcu-
late the temperature at the terminal, so we can determine
between what limits to take the viscosity curve illustrated in
Fig. 1, and thus calculate the capacity of the line. Satisfac-
tory equations have been worked out and partially checked
with observed data.
In regard to the matter mentioned by Mr. Meredith, it
seems extraordinary that such a condition should occur where
juimping stations are operating at say one-third speed, but
such actually is the case; and it is due to the loss of heat as
can he readily seen by examining the temperature viscosity
curves. The heat lost is proportional to the temperature and
surface of the pipe, so when the velocity is low, the heat
losses being the same, the oil rapidly cools, increasing in vis-
cosity and friction until the total head due to friction is
greater than when the velocity is higher when there is more
oil passing to contribute heat to make up the lieat losses.
A. C. McLaughlin". From the standpoint of an operating
oil man, it has always seemed to me that the engineer, in
approaching the question t)f the transportation of oil through
' SuperinteiKii-ut uf Oi urations, Kern Trading & Oil Co., San Fran-
cisco. Cal.
NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER
263
pipe lines, is too mupli inoliiied tu take as his point of de-
parture tlie transportation or pumping of water through
pipe lines, the laws of whieh are well known. The trans-
portation of oil is an altogether diffei'ent problem. In the
tirst place, ordinan* crude oil is not a simple homogeneous
liquid such as is water, but is a very complex substance, com-
posed of compounds of carbon and hydrogen, which in them-
selves are simple, but which exist in petroleum in almost be-
wildering number. In crude oil we find something like eight
normal series of hydrocarbons, each series being represented
by a large number of compounds differing slightly from each
other in physical characteristics. In addition to these ordi-
J/b
\,
KiriDOFOljL d(g
1 ^^Fahf.
\
/- Rusaan Machine Oil
l-Awen^an -Pole
S- • [ Red
0.5978
09I6Z
ioo
\
V
4- "1 8a
5- Coa lingo
6* 7
lonne
o0nr
9MB
0.95/2?
\
7 - Sunsef
Q94.70:
96112
0. 96618
::;25o
§150
>
\
\
1
\
\
\
X
"-x
\
^
\
\
\
\
\^
\
\
\
\
\
8
m
-I
100
075
050
025
^.,[]^~*,
..^\
\
\
\
\
■\
^
\
V
^
\
^
^
"^
^^^^~
[■>::,
-f
\
\
^^
--^
^===
^=»-.
,
^^
*\
~~— — .
m
~-.r.
^_
-^
— ____
--
■^
^
::::rr
®
-^
=^^==^
— -,
■^^i:::::::;
=^— .
—
^
-— r— =^
TEMPERATURE. DEGREES FAHRENHEIT
Fig. .3 Variation in Absolute Viscosity, in Dynes per Sq. Cm. with Character-
istic California Crude Oils
nary hydrocarbons in petroleum, which we may consider us
the essential constituents, there are a great many impurities
in the form of sulphur compounds and nitrogen compounds.
These impurities are in such large proportions at times as
profoundly to influence the physical characteristics of crude
oil. For example, in some California crude oils as much as
20 per cent of the volume of the crude oil consists of nitrogen
compounds.
Since each series of hydrocarbons is composed of mem-
bers differing but slightly from each other in physical char-
acteristics, the viscosity, boiling point, specific gravity, etc.,
and since each series differs in the same characteristics from
each other series, it follows that rarely two samples of crude
oil are precisely alike. It also follows that if one is to pre-
dict with accuracy the precise actions of a given crude oil
under given conditions of pressure and tera[)erature, it is
necessary that he know the constitution of the crude oil and
the phyi^ital clia'aeteristics of each of its components, which,
of course, is impracticable. Therefore the practical i'>ipe line
man attemjits, in so far as possible, to obtain a mixture of a
large number of crudes, since it is only by getting such a
mixture that he can obtain even approximately constant
physical characteristics. On the other hand, he is limited in
his mixing crude oils by the fact that different crude oils
have different values and must be kept separate. In general,
however, it is the practice of the pipe line companies to mix
their crudes as much as commercial requirements will allow.
Furthermore, examination into the chemical constitution of
crude oil has shown tliat instead of dealing with a homo-
geneous fluid like water, we are dealing with a solution of a
large number of solid substances in an equally large num-
ber of liquids. For bringing out the result of this feature,
I have prepared a number of curves. Fig. 3, showing the
absolute viscosity in dynes per square
centimeter of a number of character-
istic California crude oils varying in
gravity from 14.9 deg. Be. to about
23 deg. Be. An inspection of these
curves shows that above a certain
tem]>erature each crude oil has a
fairly constant viscosity, but that at
that certain temperature the viscosity
changes very rapidly with drop in
temperature. This is explained by
the fact that above the given tempera-
ture all of the constituents of the
crude oil are liquids and the mass
behaves as a liquid of apijroximately
constant viscosity. At this certain
temperature, which we may call the
critical temperature, the solid com-
ponents begin to segregate from the
mass of the liquid and the viscosity
of the oil begins to change with great
rapidity. The result of this is that
the practical pipe line man in pump-
ing California oil tends more and
more to keep the crude above this
critical temperature, as it is only
above that temperature that lie can
figure with any degree of accuracy.
It would therefore seem that success-
ful pumping of California oil will be
brought about by successful methods of heating and success-
ful methods of insulating the lines.
It is observed in pumping hot crude oil through pipe lines
that the temperature falls with comparative rapidity during
the first few miles of its passage through the line, and that
the rate of fall of temperature changes very suddenly and the
loss of heat is comparatively slow for the balance of the
distance into the next station. The explanation of this action
is to be found, I believe, in the nature of the crude oil. In
the first few miles of the pumping, the crude is above its
critical temperature and acts appi'oximately as a homogene-
ous fluid. About 3 to 5 miles from the initial station the
critical temperature is reached, the heavy hydrocarbons be-
gin to segregate and form a coating on the inside of the pipe
which protects the balance of the crude oil into the next
station. Another factor to be taken into consideration is the
speciflc heat of crude oil, wliich is only 0.45 as compared with
water as unity. This means that for a given loss of heat,
the crude oil will drop twice as fast in temperature as water
would.
Another factor which comes in is the matter of mixture of
264
NOTES ON THE FLOW OF OIL IN PIPES, E. I, DYER
oils in pipe lines, which is a matter that has recently aroused
considerable interest on account of tlie so-called Common
Carrier Pipe Line bill. In the case of eastern crudes (Penn-
sylvania crudes and other light oils), where the heavy hydro-
carbons are carried in solution at ordinary temperatures, it
has been found that crude oils mix or contaminate each other
in passing through a pipe line in plugs, to the extent of about
10 per cent of the total capacity, of the line. This was
worked out by Professor Shoter of Cornell University dur-
ing the Standard Oil Company litigation. Now in California
crude oil, where are those heavy hydracarboiis condensing or
segregating on the outside of the pipe line, we naturally get
a very much greater mixture than in Pennsylvania. In fact,
nobody knows how great it is; but no doubt it would be a
valley; and my experience, from tests I made, was that the
oils from JIarieopa had the least viscosity of any oil I tried.
T.\BLE 1
Oil
District
Average Data,
No. Samples Used
Gravity,
(Beaum^), Deg.
Kern
40
1.5.i»
915
Midway. . .
29
16."
518
Sunset., . . .
25
U.K
527
McKitt... .
26
16."
200
Coalinga. . .
62
17.K
341
Viscosity, Using Egler
Viscometer at 20 Deg.
Cent., Seconds
Roughtly Speaking, tests of 12 gravity Maricopa oil had no
s^reater viscosity than 14 irravitv Kern oil. Bulletin No. 19
'
"
IS
>S,I
■n
■-. ^ 46
-9 /?
Tests m
Call fort
ode by
jia PettQ
d m Bui
UN. Coop
leum Ni.
let.n 51.
<er,n 1$
mbers c
Calif urn
'>Son eo Samp/ei
ormponcf fo fhCS
a Stole Mining Bu
of
reou
26
■iV'a
■«
-4
'b
24
\
\
S*
20
18
»
I
^
«
•a
.
•
-iL.
^empe
'o ft/ re
€0'Fq
hr
10
I
3
M
~,n
14
»*)«
L
•jj
H-^
IJ
K
/-ofure
185 -ra
in
*9
—
, «
10 2b 30 55 AO 45 50 55 60 65 70 75 80 65 90 95 100
V15COS1TY(R£DWOOO VISCOMETER. V«TER = I )
Fui. 4 Curves showing Rel.^tion.'; between Gravity .\nd Vlscosity of C.\liforni.\ Crude Petroleum
very important feature in pumping batches of oil through
pipe lines.
R. P. McLaughlin.' The curves in Fig. 4, showing the re-
lation of viscosity and gravity of crude California petroleum,
are presented with the idea that they may call attention to
some points that have not been commonly recognized. De-
velopment of the oil industry in this state has been so rapid
that most men actively engaged in it have had too little time
to stop and summarize. Too frequently a few observations
have been the basis of statements that no general rule could
be formulated.
Arthur F. L. Bell." There is a very notable difference in
the viscosity of oil in different fields, especially the Santa
Barbara field. The Santa Barbara oils of the same grav-
ity show a marked increase in viscosity over the oils of the
Cal.
' Petroleum Dept., California St.ite .Mining Bureau, San Francisco,
-' rliicf Engineer, Associated Oil Company.
of the Bureau of Mines gives the data presented in Table 1.
A. C. McLaughlin. Crude oils vary in viscosity, depend-
ing on the composition of the crude. In a parafiin crude oil,
the drop in viscosity with the temperature is very much less
than it is with the so-called asphalt crude oil. Of course
there is no such thing as an asphalt and a paraffin crude oil
except as concerns the end members of a series. All crude
oils are to a certain extent paraffin crude oils, and all paraf-
fin crude oils are to a certain extent asphalt crude oils.
For example, we have the Pennsylvania characteristic at one
end and the California at the other. But it is a fact that
paraf&n hydrocarbons decrease in viscosity with tempera-
ture very much more rapidly than the so-called saturated
hydrocarbons, which are composed of those asphalt crudes.
Most of those curves plotted are not curves of viscosity, but
time of flow; and in examining them it will be found that
they are very different looking curves from the true viscosity
curves when the density of the oil is eliminated.
NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER
265
H. T. Cory. In regard to JIi-. McLauglilin's comment that
what is called viscosity is not the true coettlcient of viscosity,
doubtless the men in the oilfields are using a eoellicient that
they think better serves their purpose than the true coefficient
of viscosity. The Beaume reading and the specific gravity
are both intended to express a certain physical characteristic
of oil; and are simply two ways of expressing that char-
acteristic. In this particular ease these two ways are suf-
ficiently distinct. However, this " viscosity " which has been
used in the discussion here, and the real coefficient of vis-
cosity, are so entirely different that the use of the term
" viscosity " seems to me very unfortunate. Apparently
some of the cil terniinology is pretty far from l)eing stand-
ardized.
Robert Sibley. The standardizing of some of tlie units
of measurement that are utilized, for instance, the measure-
ment of gravity, the Beaume scale, is a point that concerns
our San Francisco Section. Recently, the Standard Oil
Company issued Bulletin No. 4, in which was described a
conversion of specific gravity readings into the Beaume scale,
and vice versa; and also was given an entirely different for-
mula than is found in Kent's Mechanical Pocket Book and
that adopted by the United States Bureau of Mines. In
other words, there is evidently a confiict in the adoption of
an empirical relationship such as the Beaume scale; and it
would seem to be one function of this Society, as long as we
are concerned largely with the manipulation of crude oil,
especially its use in the industries, to add its weight some-
what in standardizing those relationships if possible.
R. P. IMcLaughlin. It seems to me the relation which
exists between the viscosity and the gravity of California
crude oils might help to standardize some of these discus-
sions. I have plotted a number of viscosity tests in the form
of curves and there seems to be a definite relation between
viscosity and gravity. The data for these curves are pub-
lished in Bulletin No. 31 of the California State Mining
Bureau and cover in the neighborhood of 60 different sam-
ples of oil from all parts of the state. The temperature vis-
cosity curves are for two different temperatures, namely, 60
deg. and 185 deg. fahr.
H. W. Crozier. I would like to ask Mr. McLaughlin for
further information about those curves. My experience is
entirely at variance with his results and, while we have
always known that the viscosity was m some way related to
the gravity, so many exceptions have come to our notice
that, in exact work, we do not consider that knowledge of
the gravity of an oil sample gives us very much information
about what its ]ierformance will be in a pipe line.
R. P. McLaucjhlin. The curves are, in general, correct
and show the relation between gravity and viscosity at the
definite temperatui-es used, but, as Mi'. Crozier stated, there
are a number of samples which differ widely from the aver-
age shown by the curve, and I would particularly call atten-
tion to samj)les Nos. 40 and 56, which have viscosities over
twice that given by the reading from the curve, while sam-
ples Nos. 42 and 50 are very much below the readings of the
curve. Also in regard to some of the oils from the Kern and
Los Angeles fields of about 12 and 13 gravity, there are four
samples : 53, 54, 26 and 49, which depart widely from the
185 deg. curve. These curves may be used in a general way
for the determination of the probabilities, but, as Mr. Crozier
has pointed out, it is advisable to sample and test the oils
before making a prediction as to what they will do in a pipe
line, and it will be noted that many of the exceptions depart
widely from the average condition represented by the curve,
which is, of course, a generalization.
PRESENT TENDENCIES IN RAILROAD WORK
PAPERS PRESENTED AT A JOINT MEETING IN BOSTON
THE MODERN LOCOMOTIVE
By Henry- Bartlett. Boston, jNIass.
Member of the Society
Twenty years ago the express passenger engine was
of the eight-wheel type with 18 x 24 in. cylinders, a 58
in. boiler carrying 160-lb. of steam, a grate area of 19
sq. ft., a tractive power of 15,300 lb. and a weight in
working order of about 50 tons. Since that time larger
eiglit-wheel passenger engines have been bnilt, then the
Atlantic tj^pe of locomotive, and now tlie Pacific type
has been reached as the standard express locomotive
on many railroads. The standard Pacific type express
locomotive of the Boston and Maine Railroad has 22
X 28 in. cylinders, a 68 in. boiler carrying 200 lbs. of
steam, a grate area of 53.2 sq. ft., a tractive power of
31,600 lb. and a weight in working order of 235.000 lb.
Abstracts of p.npers presented at a joint meeting lield at Boston on
February 4 by tbe Ameriean Society ol; Meebanical Engineers, tlie
Boston Society of Civil Engineers and the Ameriean Institute of Elec-
trical Engineers.
These locomotives have also many improvements,
includtng a superheater, piston-valves, Walsehaert
valve-gear, a brick arch, pneumatically operated fire-
door, flexible stay bolts, extended use of cast-steel, a
design of trailing tiiick permitting the use of a deep
wide fire-box.
These engines show an increase of 83 per cent in
capacity and at the same time an increase of 80 per
cent in weight over the standard of twenty years ago.
This increase in weiglit in about the same proportion
as the power may perhaps suggest a lack of refinement
in detail, but upon investigation it will be seen that this
apparent disparity does not actually exist as one of
the most characteristic improvements in locomotive
design has been the introduction of the trailing truck
which makes it possible to obtain ample heating sur-
face and larger grate area ; this enables the locomo-
tive to deliver its rated tractive power under all service
conditions and to do it with the consumption of less
fuel.
266
TllK MODEKN LOCOMOTIVE, HK.XHV HAKTLETT
Local conditions have develojxd larger passenger
engines on some other roads, and the introduction of
lieavier steel cars will require still greater power to
handle them. An example is the famous No. 999 on
the New York Central Railroad with which was inau-
gurated the Empire State Express at the time of the
Chicago Exposition, and in comparison with this the
Pacific Tj-pe engine that now handles the Twentieth
Centurj' Limited between New York and Chicago. In
these engines, the increase of 100 per cent in tractive
power and 118 per cent in weight is a mute testimony
to tlie rapid growth in weight of lolling stock as well
as in passenger traffic. An interesting feature of tin-
old No. 999 locomotive was tlie water table extend-
ing tile full length and width inside the fire box as a
substitute brick arch; there can be no doubt but that
tile increased heating surface and circulation obtained
in tliis way was an important factor in the phenomena]
success of that engine, but toda.y we are obtaining
similar results in an easier way with the brick arch
supported on water tubes.
The development of twenty years on the Rock Island
Railroad has been to the use of the mountain type of
locomotive, the latter being designed to haul heavy pas-
senger trains over 1 per cent grade at moderate speeds
and yet be capable of attaining speed of from 50 to 60
miles per liour on levels. The increase in tractive
power here is 138 per cent and in weight 156 per cent.
One of the best examples of modem locomotive design
is a locomotive that was built bj- the American Loco-
motive Company for the Pennsylvania Railroad for
testing out pui-poses. This locomotive which is of the
Pacific type, lias been given a long try-out at the test-
ing plant at Altoona, at speeds ranging up to 85 miles
per hour. Notwithstanding the immense power and
weight of this engine, it has delivered a liorse power
hour on 16.4 lb. of water and 2.66 lb. of coal, establish-
ing a record in this respect; tlie best i)erformance of
twenty years ago was a horse power hour on about 27
lb, of water and 4 lb. of coal. This remarkable locomo-
tive showed an evaporation of 6500 gal. of water jier
hour and develops a draft in front of tlie diaphragm
of 19.6 in. of water. Tlie maximum coal consumption
in these tests was 9700 lb. (4.8 tons) per hour, whieli
was accomplished with stoker firing; in this manner
about 50 per cent greater boiler capacity was obtained
than would have been possible with hand firing.
Twenty years ago, ten-wheel locomotives were in
common use for freight service. Tiie standard freight
engines on the Boston & Maine Railroad at that tim(\
had 19 X 26 in. cylinders, a 58 in. boiler, carrying 150
lb. of steam, a grate area of 19.5 sq. feet, a tractive
power of 20,600 11)., and a weight in working order of
116.000 11). The presiiit standard freight engine of
this road is of the consolidation type, with 24 x 30 in.
cylinders, a 68 in. boiler, carrying 180 lb. of steam, a
grate area of 53.5 s(). feet, a tractive power of 43,400
11). and a weight in working order of 210,500 lbs. This
engine has also the latest features of design such as
sui)erheater, Walschaert valve gear, piston valves, a
brick arch, pneumatic fire-door opener, etc., the in-
crease in this class of engines being 90 per cent in
power and Si per cent in weight.
The transportation of freight is the most important
problem that the majority of raili'oads have to con-
sider, as it produces the largest part of their gross
revenue and consumes the greatest proportion of their
operating expenses. In considering the best type of
locomotives we are confronted with a great variety of
requirements which must be met in conducting this
traffic. The consolidation type is giving good service
where traffic conditions are suited to its limitations,
that is, low or medium speed ; as a type, it carries a
greater propoi-tion of weight on its driving wheels
than any other road-engine, and in that respect is the
most logical type to select for the above mentioned
class of traffic. As the demand came for more rapid
movement of freight trains, moi"e powerful consolida-
tions with larger driving wheels were developed, but
they did not fill the requirements as expected because
of lack of boiler capacity to furnish steam at the higher
speed, and also the fact that the larger driving wheels
had restricted the depth of the fire-box to such an ex-
tent that a large part of the heating surface was value-
less. This has resulted in the development of what is
called the ^likado type of engine which is really a con-
solidation with a trailing truck whicli permits the ap-
plication of a boiler large enough to furnish steam for
the maximum reciuiremeiits and at the same time give
ample room for a fire-box of the requisite area and
depth. This tyj)e is the latest word as a fast freight
locomotive, a large nnuiber liaving been built in the last
year or two.
The IMallet type or articulated locomotive has made
it possible for many roads to increase greatly the ton-
nage over a division on which a short heavy grade abso
lutely limits the train load to a fraction of what could
be hanled over the remainder of the division and where
it is too expensive to reduce the grade. Some enor-
mous IMallet locomotives have been built of recent
years, one being tested out liy the Pennsylvania Rail-
road which has evaporated 71.000 lb. of water and con-
sunies 15,000 lb. of fuel jier hour; in this engine both
sets of cylinders are simple, whereas usually Mallet
locomotives are of the compound type. The fuel con-
sumed at tlie above rate was 86 per cent of two con-
solidation locomotives of equal aggregate power.
The greatest advance in locomotive development in
recent years has been the perfection and ajiplication
of the high-temperature superheater. Although in-
troduced extensively only a little over two years ago,
it has ]iroved its value so undoubtedly that today there
are over 7.000 locomotives with superheaters. This
device makes it possilile to reduce very greatly the
TRACK, A. B. CORTHELL
207
amount of fuel consumed and wliat is fully as impor-
tant also, offers a method of obtaining power without
exceeding the capacity of the firenum. Among the
many attempts that have been made to improve and in-
sure complete combustion, the Gaines flre-box and com-
busting chamber is an example ; in tliis device, a large
volume of heated air is introduced into the fire-box
through tuyeres in the vertical wall whicli materially
improves combustion. An important advantage of this
type of fire-box is tlie means it offers of getting amph-
depth above the grate in designs with shallow throat
sheets.
TRACK
By a. B. Corthell,^ Boston, Mass.
Xon-Mombrr
The first steel rails made in this country were rolled
at Danville, Pa., in 1845. Other rollings were made in
the same year by the Boston Iron Works, the Trenton
Iron Works, the New England Iron Co., and tlie Phoe-
nix Iron Co. The first Bessemer rail made in the
United States was rolled in Chicago in May, 1865 ; the
first Bessemer steel rails to be produced on a commer-
cial order, were rolled in Jamestown, in August 1867.
The introduction of the Bessemer process thorough Ij'
revolutionized the art of rail manufacturing and the
ultimate effect on railway building and commercial de-
velopment of our coiintry can hardly be ovei'-estimated.
Attempts wei'e made about 1870 to roll a combina-
tion rail with steel head and iron web and base, but the
rapid reduction in price of all-steel rails rendered this
process of no economic value, for while steel rails in
1872 sold for $140 per ton, in 1882 the price had
dropped to $35 per ton. This cheaper production made
possible the heavier rail of recent years, also the largi'r
locomotives, greater capacity cars, and correspond-
ingly greater economy in railroad operations. It is in-
teresting to note in this connection that there seems to
have been a fixed relation between the weight of rail
in pounds per yard and the weight of locomotives in
tons, for when we had 60 lb. rails in general use, we had
60 ton locomotives, and with the 100 lb. rail, came 100
ton locomotives ; roughly speaking in 70 years the
weight of rails has increased 70 lb. or 1 pound per year.
Not many j-ears ago the designing of rail sections
had become a fad. Most engineers were called upon to
get up a new standard design and nearly all roads had
their own standard sections. As a matter of record, the
rail mills at one tinu' had no less than 188 diff'erent
patterns and 119 patterns of 37 diff'erent weights per
yard. The situation was investigated by the American
Society of Civil Engineers and in 1893. after mo'v
than three years delil:>eration, the Society reported
upon standard sections for rail from 40 to 100 pounds
^ Chief Engineer. Bost<^n & Maine RR.
vaiying in weight in 5 lb. increments. This report
was accepted by the Society and recommended to the
railroads for adoption during the year 1901. Rails of
the above type of sections constituted fully 75 per cent
of all the I'ails rolled in American mills.
In 1901 the report of the American Railway Asso-
ciation reconnnending tlie use of 33 ft. rails was
adopted. In October 1907, a preliminary report was
submitted accompanied by two series of proposed
standard rail sections and in 1908 the report recom-
mended types A and B. Since October 1907 several
mills have rolled I'ails substantially in accord with the
new .sections, both A and B, and it has been demon-
strated that these sections can be finislied in the mill at
a lower temperature than the A.S.C.E. sections. A
finer grained and better wearing rail should be secured.
However, great care must be exei'ci.sed in the mills
to see that the rails are actually rolled at the lower
temperature.
During the year 1913 there has been laid on tlie Bos-
ton and Maine Railroad, 500 tons of 85 lb. frictionless
rails in curves of 5i/o deg. and over, with which it is
hoped to lessen materially the flange wear on high rails
which on sharp curves is always considerable. Actual
experiment shows that curve resistance is a great deal
lessened by the use of this rail. The theorv offered
for the action of the so-called frictionless rail is based
on the means that it offers the outer wheel on each
axle to become dominant over the inner one, and the
inner wheel to slide laterally to release the outer wheel
flanges as they are forced against the outer rail. The
outer wheel is traversing a greater distance througli a
curve than the inner one but is making the same num-
ber of revolutions. On this account, a compensating
slide of the outer whet4 or a spin of the inner one must
occur. The frictionless rail allows this necessary spin
to occur at the inside rail.
No subject concenied with track appliances has been
more discussed than that of the joint fastening. The
evolution of joint fastenings has advanced through
three stages; first, the chair which maintains the ends
of the rail in alignment and serves as a bearing; sec-
ond, the fish plate which afforded the rail some support
under the head but greatly improved the matter by
stiffening the junction of the rails vertically, and third,
the angle bar which combines the features of the fish
]ilate and flange and effected a great improvement in
both the vertical and horizontal stiffness of joint fas-
tening; the plain angle bar is very simple, easily ap-
plied and cheap in first cost.
The conditions which bear some relation to the wear
of splice bars are the extent of bearing surface and
the hardness of the metal. In the new 85 lb. rails and
smaller sizes, the question arises whether the plain
angle bar meets with the ideal requirements of the
splice bar in the two important respects, strength, and
the wear in the immediate vicinity of the joint which
268
ELECTKICAL IX^IIP.MENT, F. D. HALL
affects the close luiioii of the parts. We know that
angle bars are not strong enough because they beud
and take a pennanent set in service, and occasionally
one breaks. The supported joints whicli we have liutl
in use are the Fisher, the Continuous and the Weber
joints.
For bolts to fasten the joints to the rails, tiie most
etficient are those having the so-called grip thread.
This bolt is made of a soft steel and the threads are
cold pressed in a manner to upset the metal so as to
reduce the diameter of the bolt but slightly at the bot-
tom of the thread. The threads are ratchet shape and
under cut 5 deg. on the bearing side. In the nut the
bearing side of the thread is at right angles to the axis
of the aperture, so that when it is screwed tight against
the splice bar the threads of the bolt give to the extent
of wliicli they are undercut and the metal will be
pushed completely to the outer recesses of the nut
threads, so as to liold the nut against turning off. The
nut is .square with the corners chamfered next to the
wearing surface which gives an approximately circu-
lar bearing. On the bearing side the nut is recessed
the depth of a thread and to a diameter somewhat
larger than that of the threaded bolt, tlius housing and
protecting the many threads against injury by the
chafing on the splice bar.
The first tie-plates were used to prevent rails from
cutting into and destroying the ties. Gradual develop-
ment has added other features such as the top shoulder,
spike hole, bottom claws and ribs, all tending to make
the tie-plate not only a tie protection but a more valu-
able rail brace. Economy of material compels a mini-
mum of weight consistent with strength and one of the
most important considerations is to obtain a tie-plate
which will unite firmly with the tie; otherwi.se it will
pound the tie and wear it under rail vibration and
afford no lateral resistance to the spreading of the rails.
As such a requirement cannot be had by a plate with a
smooth underside, practically all tie-plates are now
made with imder projections in the shape of claws
which enter the wood crosswise of the grain or of the
flanged or rib type which enter the wood longitudinally
with the grain. In the former case the lateral displace-
ment of the plate is resisted by an abutment against
an end section of the fibres. The standard Boston and
Maine tie-plate has four flanges which enter the grain
of the tie longitudinally, running the widtli of tli"
plate. Tlie latest tie-plate shows the two longitudinal
flanges and two smaller transverse flanges on the bot-
tom, a heavier shoulder and a better portioning of ma-
tei'ial.
Wooden ties have been almost universally used by
the railroads of this country and are still used as best
practice. Steel ties and tics of concrete construction
have been made and are used to some extent with vary-
ing success. For wooden ties, the hard wood tie of
oak, chestnut and hard pine are used mostly for main
line ti-aftic and the softer woods such as cedar, for
branch lines of light service. The standard Boston and
Maine tie is 6 in. thick by 8 in. wide and 8 ft. long.
The average life of a chestnut tie is seven yeai-s, and
hard pine ties eleven years. The life of a tie can be
lengthened by the use of tie-plates and presei-vatives.
1 can see no radical change in the present track ma-
terials or methods in the immediate future. The rail
may be heavier and more spikes, tie-plates and braces
added, but the general design will be the same. The
changes in tuimouts and yards will be most marked ;
longer switch leads, wider spacings of track, heavier
rail and more careful maintenance are already neces-
saiy in a great number of our yards due to the in-
creased loads in power and rolling stock. In the Penn-
sylvania Terminal in New York City, we find part
of the tracks laid on stone ballast and some part on a
solid concrete base, with creosoted ties bedded therein
and anchored by bolts to the concrete.
ELECTKICAL EQUIPMENT
Bv Frederic D. Hall/ Boston, Mass.
Non-Member
SYXOPSIS OF PAPER
The author showed slides illustrating types of later
electric locomotives and the catenary construction for
both A.C. and D.C. operation. The present slow
growth sliould not be taken as a sign of lessened de-
termination or activity. The installations already
made for special requirements, while handling traffie
in a manner impossible by steam, are short and dis-
connected, thereby not permitting realization of full
economies. No statement that installations are other
than successful can be regarded seriously, for railway
managers are too conservative and too much occupied
with detail required of them to listen readily to rad-
ically new methods of operation. The present attitude
of manufacturei"s, each exploiting his own system, is
confusing to railway men, and detrimental to their
common interests; designing engineers are not very
far apart in their convictions. A standardized system
of distribution must be worked out before an argument
strong enough to carry conviction can be presented,
and tlie biirden of proof must rest on the manufactur-
ers. Railway managers are not fair in their consid-
eration of electrification, since they compare the cost
of an entire electrification with tliat of a few steam
locomotives from time to time without sufficient regard
for future requirements and without considering the
various expensive clianges in road bed. bridges, engine
houses, turntables, new shops and tool equipments, etc.,
made necessary by the heavier power, not only a heavy
capital charge but an ever increasing operating cost,
not eliarged to cost of new locomotives but passed by
merely as improvements to property.
' Eloc. Kngr.. Uostou & Maine RU.
FOREIGN REVIEW AND REVIEW OF PROCEEDINGS OF
ENGINEERING SOCIETIES
ENGINEERING SURVEY
The man who makes assumptions in engineerinsj must
exi)ect to find that he is wrong, and the Engineering Survey
of this month presents several illustrations of this fart: the
working processes in a suction comjiressor taking air at an
initial pressure above atmospheric are not as they were
usually assumed to be; the action of gripping devices on
elevators is different from what it was supposed to be; and
the same is trae to a certain extent with res]5eet to the re-
sistance of locomotives and operation of saturated steam
locomotive boilers.
THIS JIOXTIl's AKTICLES
The article on the operation of suction compressors has
been already mentioned above, as well as the investigation
of grip devices. In the article on centrifugal pumps built
by a German concern is desci-ibed an interesting type of
jjump for mine work, particularly adajited to sinking shafts.
The railway engineering section contains an account of
tests of a saturated steam twin express locomotive, in which
the boiler and engine have been tested first separately, and
then together as a unit. In another part of the same section
is presented an extensive abstract of a series of Russian
tests on the resistance of locomotives and ears while in mo-
tion and under various atmospheric conditions (it is the
general rule of the Engineering Survey to make more ex-
tensive abstracts of articles published in little accessible
publications, or languages not commonly known in this
country).
A variation in the design of combined Cornwall tubular
boilers is described in the Steam Engineering Section, the
advantage of the type being its higher coefficient of safety
and less necessity for skilled attendance. In the same sec-
tion is desci'ibed a rather unusual case of an explosion of
a de Laval rotor caused apparently bj' some internal de-
fect in the material which had not been previously' discov-
ered because no overspeed tests of the rotor were made by
the manufacturers. R. Schulz shows tliat it is mainly the
presence of oils in imperfectly cleaned water of condensa-
tion, used over again as feedwater, that causes corrosion in
boilers, while separators for extracting oil from steam, as
usually made, are far from being efficient enough to give
an absolute guarantee of producing water of condensation
safe to use hi a boiler. Attention is called to the interesting
experimental investigation of what is known as " knock-
ing " in the crank mechanism of reciprocating engines, the
main feature of which is that it is experimentalhj deter-
mined with a special apparatus which makes it possible to
establish the causes of knocking with great completeness.
The apparatus also lends itself to several other uses in con-
nection with the investigation of machine parts ha\'ing a
motion different frcmi one along closed continuous curves.
A communication of the German Royal Testing Labora-
tories at Gross Lichterfelde West describes a new method
for the determination of heat conductivity of refractory
materials, which avoids the well-known difficulties of the
013'
calorimetric method; the apjiaratus is simple and easily
installed.
Richard H. Rice describes the ojieration of turbo-blowers
for blast furnace blowing, and shows, by means of a spe-
cially designed apparatus, that, contrary to frequent con-
tentions, the blast from a turbo-blower is actually more
steady than that from a recijjrocating engine.
From the Journal of the American Societj' of Naval Engi-
neers are taken articles on the operation and trials of the
U. S. Collier Jupiter, the construction of which has been de-
scribed in a paper presented before tliis Society; and tests
on tlie use of mixed oils in forced-lubrication systems which
appear to establish that such a use of oils has no harmful
effects. From the same source is also taken an empirical
formula for the ueight of steam passing through a veuturi
tube (a modified Rankine foi-mula).
Data ujion the new turbine pumps of the St. Louis Water
Works, and a formula for cajiitalizing the investment, are
presented in' a paper before the Association of Engineering
Societies. The Australasian Institute of Mining Engineers
has a paper on the requirements of economical winding con-
taining, among other things, an interesting list of safety
devices which the author claims to be necessary in a winding
engine as ■' the saving of property in the event of an acci-
dent more than compensates for their initial and maintenance
costs." The principles of scale constraction are summarized
from the manuscript of a paper j)resented before the Eighth
Annual Conference of Weights and Measures (very kindly
loaned for tliis purjjose by the author, Jlr. A. Bousfield ) .
Professor Horace Judd, in a jiaper before the Ohio So-
ciety of Mechanical, Electrical and Steam Engineers, jire-
sents interesting data on the Taylor stoker operating under
ordinary conditions.
(.)wing to lack of space several articles whieli would other-
wise be reported in this issue, have been held until another
issue.
Articles appearing in flie Survey are classified as c com-
parative; d descriptive; e e ;perimental; g general; h his-
torical; m mathematical; p practical; s statistical; t theoret-
ical. Articles of exceptional merit are rated A by the
reviewer. Opinions expressed are those of the reriewer, not
of the Society.
FOREIGN REVIEW
Air Machinery
Influence or the Suction Pressure of a Compressor
ON ITS Power Consumption and Output (Der Einfluss der
Saugspannung eines Kompressors mif dessen Kraftverbrauch
und seine Ansangeleistung, Hans AVunderlich. Bie Forder-
iechnik, vol. 7, no. 9, p. 10.5, May 1, 1014. 3 pp., 5 figs.
t). There are still many erroneous ideas about the power
consumption of compressors, working on gases having an
initial pressure above the atmospheric, and there are even
]iersons who still believe that the compressor working with
such gas consumes less power than one handling gas at an
initial atmospheric pressure. They do not consider the facts
that the suction volume corresponding to various suction
0138
FOREIGN" RF.VIKW
pressures is not constant and that tlie heat relations in such
a compressor are essentially ditt'erent from those in a com-
pressor which takes its supplj' at atmospheric pressure. In
order to determine the power consurai)tion of such a com-
pressor, tiie author proceeds in two ways, first determining
the theoretical power consumption by means of entropy dia-
grams, and then grapiiically.
Theoretical determination of j^ouer consttmptiun of thf
compressor by means of entropy tables. In Fig. lA a b rep-
resents the adiabatic ciirve and a c the isothennal. Further,
the work of isothermal comijression is represented by the
area a c d f which is gennietrically equal to the area a c g h
representing the P ^' diagram in the present case. It eom-
])rises the work of compression and the woik delivered at
constant pressure. The value corresponding to both of these
ureas is (see Fig. IB).
A
-mAg.
If the conijiression occurs adiabatically, which is nearer to
what actually happens, then the area a b e f in. Fig lA rep-
resents the corresponding work ; to this should be added the
8 Kol
Pi 1 120
l-*2
y.
[^^
K C
N^
2 roo
^
s-
z£ 60
^V"
Y
a
~^
L={Si-Si)icTi^x6»
Fig. 1 Diagrams of the Working of a Compressor Taking Gas at an
Initial Pressure above Atmospheric
Strip b c d e representing the heat losses through radiation
and conduction, due to the fact that the air or gas goes to
the place of consumption without usefully employing the
heat which it contained when it left the compressor. The
area a b c d f represents therefore the total work consumed
in adiabatic compression. Such work on the PV diagram
being represented by the area n b (j li. the value corresjiond-
ing to it is
C,{T. — T^)G
U
-m, k'j
in order to obtain the number of horsepower for each case,
one nnist divide the values of L, and La by 75. and this, with
mechanical ellicicncy cj>, will give the following expressions:
.V, =-^J and xV. = ^_'-
In tlie above i'ormulae and figures, the following n(itatinM
is used: .1, the mechanical c(|uivalent of heat. .,_ m/lig;
6',, S.., entropy; 0^, specific heat at constant pressure;
r,. T.,, absolute temperatui'cs; f„ t.,, temperatures; Gs, weight
of air taken in by the compressor per second; L, work gen-
erally; Li, L,„ work under specific conditions; N-,, indicated
horsepower; iV^, effective horseiiower; (^, mechanical effi-
ciency.
Graphical determinatimi nf power consumption. I'or this
purpose one has to ph)t the PV diagram with the corre-
sponding suction pressures and the recjuired end pressure
and evaluate it by means of a planimeter in order to establish
thus the average diagi'am pressure p m. Fi'om this the
work required for operating the compressor can lie deter-
mined by means of the equation L = 10,000 F(pm)c = Pc
and from this the indicated and effective horsejiower con-
sumption are derived respectively:
A', = Pc/75 and N, = Pc/75^
In this equation F is the area of the piston in square meters,
/nn the average diagram pressure in kg. per square meter,
<■ i>iston velocity per second in meters, P power on the con-
necting rod in kg. For air at IG deg. cent. (60.8 deg. fahr.)
and an output of 1 kg. ol air taken in per second, the above
equation assumes the form L = 8350 pm m kg.
The autlior gives two examples of the application of this
method of which the first will be reported here. Let the end
pressure of an air compressor be 11 atmospheres absolute
iind be constant, while the suction pressure varies from 1
atmosphere to 2, ,3, 4, etc., up to ten atmospheres, increasing
Ijy steps of one atmosphere each. The compression is in a
single stage and proceeds on the purely adiabatic process,
in accordance Avith the law, pr'-" = C, the suction tem-
perature is in all cases 16 deg. cent, or 60.8 deg. fahr., and
tlie weight of air 1.2 kg. per cubic meter (0.74 lb. per cu.
ft.). The work theoretically expended by the compressor
per second is in accordance with the equation
L„ = cp (r, — 7',).427.G, m kg.,
where Gs is for simplicity's sake assumed, at atmospheric
pressure, to be equal to one. The rise of temperature of
the air which occurs in adiabatic compression is read off for
each case directly from the entropy table. The specific heats
vary slightly with the temperature but ])racti(ally are not
affected by higli iiressures,
Cp = 0.2259 + 0.0000394 T and c, = 0.1574 + (1.0000394 T
The compressor outputs at suction pressures from one to
ten atmospheres absolute and final pressure of eleven atmos-
jiheres absolute are evaluated as follows: The last column of
Table 2 is obtained by making L. I. equal to 100 per cent.
This shows the large influence of the suction pressure on the
power consumption of a compressor. It appears that it is
at its best between three and four atmospheres absolute
and from there on rises by about 50 per cent. In Fig. IC
the output curve for this case is plotted and from it the
power consumption in percentages of LJ can be read off
directly. The author gives also the ten diagrams corre-
sponding to each of these cases and derives the jjower con-
sumption for each case from the diagrams. The two meth-
ods give practically identical results, but the determination
from the entropy table is much easier and simpler. In
practice it is quite often important to know which way of
compression would prove more economical; for example, if
it is necessary to compress a certain amount of air (say for
testing purposes) to 225 atmospheres while the compressed
air system of the shop has a pressure of only six or seven
atmospheres, it is more economical to use a small single stage
pump than an expensive two stage compressor. On a larger
scale, the same considerations apply to the production of
compressed air for mine locomotives. There quite high pres-
sures, around 150 atmospheres, are used, and to produce
them four and five stage compressors of about 320 h.p. are
required. If the same compressor would receive the air
from tlie compressed air system, i. e., previously compressed
to six or seven atmospheres, one could eliminate at least one
stage, which would be equivalent to a saving of about 80
h.p. The compressor would become simpler, power smaller
and total costs of installation lower.
FOREIGN REVIEW
0139
Hoisting Machinery
Investmation of Grip Devices on Elevators in Actual
Operation (Uvlersucliuiiyen an Fuiigrorrichtuntjen im Be-
triebe befitidlicher Aufziige, R. Mades. Zeits. des Vereines
deutsclicr Ingcnieure, vol. 58, no. 21, p. 827, May 23, 1914.
9 pp., 31 figs. eA). The present article covers investiga-
tions of grij) devices on freight and passenger elevators.
Most of the investigations made hitlierto have been effected
with an apparatus showing the retardation of the elevator
by means of a spring and weight. In the present instance
the process adopted was that of time-path diagrams because
it was desired to investigate llie niulion ot the grip wedges,
simultaneously with that of the elevator itself. This process
led to the formation of now views with regard to the mod(
of operation of gripping devices. The diagrams were then
subjected to a graplncal process of estimation. The testing
arrangement was such that Ijoth cage ropes or each one
singly could be instantly released either while at rest or
during the downward motion. The releasing device acted
so suddenly tliat in the diagram no distinction could be dis-
covered between the beginning of the theoretical curve of
fall and the instant of release. The measuring device con-
t — >
1 1 1 1 .
Path oftt7e leftOnp
Wedqe
50
^
vy-
1 00
8
Pat
^ of the R
iqht
Grip
Wedc
e
I 50
/
250
S
1
\
s
f
ath o
^fhe Car. b
otti R
ypes f
e/eas
?cl
300
^
i\pr
7£/V. =
249 m. sec.^
400
'\
3
r
)
\
50
100
E 150
E
J 200
li.
° 2 50
^-
o
S 500
T.
550
400
02 0.3 04 05 0.6 07 OS 09 U) 1,1 U
SECONDS
.K
fh of
the L
eft Grip Wedae
1
/
R'lgh
Wedqf
)
^
■\y-
J^
M
Y
-/I
\
\
Path
ofth
" Car,
both f
^opes
re/ea^
ediv/?
■ieat
^est
'^^-Force of Shock. max. = }l400k
\ dmax.^/03.^/77,sec' 1
9
r
jrve c
fFal
\
■
\
02 0-3 04 05 06 0.7 Q8 0.9 1.0
SECONDS
50
100
i
£ 150
_r
if 200
o-
t- 250
X
o
^ 300
350
400
/F'-
L
u ration of
WO Doutile
an <7.
Osc'ih
cillation/-0
■jtions per i
054 se
Imut
c.
1
/"
C
Q
\
^
\
K.
■}
t
..-A
Path of the Car
inth
e Dro/.
7 Test
' C
^rve of Fan
01 2 05 04 05 0.6 07
SECONDS
01 02 03 04 05 06 0.7 OB 09
SECONDS
Fig, 2 Hoisting Machinery IndicaI-or, and Diagrams of Grip Devices
0140
FOREIGN" KE\IE\V
sisted ol' a measuring drum a, Figs. 2 A and B, 160 ram (6.4
in.) in diameter and oOl) nun (19.6 in.) lung with a diagram
sheet 500 by 500 mm (19.6 x 19.6 in.) area. The drum
was at (irst given an at-ocleration by means of a powerful
spring b, and wlien it reaolied its highest angular velocity
(after a rotation through 40 nnn (1.57 in.) measured along
the periphery), it was further rotated by a dock device pro-
vided with a brake governor c in such a manner as to main-
lain the angular velocity constant. The drum a makes one
complete revolution and is uncoupled by means of the rope
d a short time previously to the release of the car. The
time of revolution is usually set at one second since, in ad-
dition to the gripjjing i)rocess which lasts about 0.2 seconds,
there are subsequent phenomena which take up the rest of
the time up to one second. This time is measured by means
of a calibrated tuning fork e, giving 100 double oscillations
in one second. The diagram is traced directly on paper.
There were also recorded the instant of the release / and
the motion of both grip wedges y. The tests were made
with wedges mounted on springs and provided with rolls.
Fig. 2C, in such a manner that one rope was released when
in the state of rest, first with an empty elevator and then
with gradually increasing loads; ne.xt, the same test was
made during the downward run at normal velocity.
The diagram D shows that the elevator has a free fall up
to about 50 mm and from there on begins an irregularity
(if the curve of fall and consequently, some sort of braking.
It was established by grajjhical methods that there is a
maximum retardation of 24.9 meters (81.6 ft.) per second
per second, when the weight of the elevator proper is 1100
kg (2420 lb.) and no excess load applied. The diagram
shows further that after the elevator came to rest, it jumped
u|) 24 mm (say 1 in.) and then after a period of 0.48 seconds
came to rest with an average travel of fall of 92 mm (3.62
in.). It was found further that the elevator was thrown up-
waid tlirough the elastic action of the compressed guides
a]i(l that this upward jump was facilitated through the pres-
ence of rolls on the reverse side of the grip wedges. In a
a second test the ele\ator showed a maximum travel of fall
115 mm with a retardation of 10.').5 meters (339.48 ft.) per
second per second, and a force of 1140 kg (2508 lb.). The
elevator was gripped at exactly the same spot as in the first
case. The increase of the shock taken up by the two guides
appeal's to be due to the fact that during the first test the
guides were strongly compressed at the place of grip and
during tlie second test did not possess the same amount of
claslicity. The motions of the gri]) wedges show that the
latter had not come to rest when the elevator was already at
rest (compare Fig. 2E). During the third test the maximum
retardation rose to 128 m (419.8 ft.) per second per sec-
ond and the force of shock to 14,050 kg (30,974 lb.). The
motions of the grip wedges were still more violent than in
the second test while the rise of the force of shock was less
than in the second test, which indicates that the guides were
compressed nearly to the limit (the gripping was executerl
always at tlie same spot. Fig. 2F). Further diagrams show
that the shocks and motions of the grip wedges become more
and more violent and since tliey are very irregular in their
action, the elevator assumed inoi-e and nun'e of a pendular
motion and struck against the guides from which it was vio-
lently repulsed. If a resonance should occur between the
pendular motion of the elevator and the oscillations on tlie
guides, while the motions of the grip wedges shunhl cnine
into synchronism, complicated processes would take place
(this may easily happen because the grij) wedges are of
similar construction and equal weight). The diagram in
Fig. 2G shows that the possibility of the motions of the grip
wedges being in synchronism, is by no means excluded, and
when this happens, the knocks are sometimes so violent
that the pencil jumps out of its bolder on the drum even
tliough it is held there by a stiff spring.
The author points out that the usual tests do not fully
guarantee the safety of operation of elevators as they do
not establish the possible weakening of the guides due to
tlie gripping and the loss of friction in the grip wedges due
to the roughened face of the wedge being filled up by j)ar-
ticles of wood. He recommends therefore a series of tests
which would comprise: a release of a single carrying rope,
first with no load and then with graduallj' increasing loads;
release from rest of both carrying ropes, first with no load
and then with gradually increasing loads; release of a single
rope during the downward run at normal velocity, first with
no load and then with gradually increasing loads, and a
similar release of both ropes. At the same time proper
tests siiould be made to establish at each velocity — whether
the governor sets into operation the gripping device and
whether it is done in a proper manner. The article contains
further tests showing among other things the comparison
between gi-ip wedges mounted on springs and working with-
out springs and also the general action of such wedges. In
the tests made with )iassenger elevators, it was also shown
that there is a violent jumping of the grips. The author
shows the braking follows not, as was liitherto assumed, a
parabolic curve, but acts intermittently, in shocks.
Hydraulics
IXFLUEXCE OP A COAT OF InERT OiL OVER THE InsIDE OP
C'emext Pipes on tue Resistance to the Flow op Water
TiiROUGii THE Pipe {Ehifluss des Innenanstrichs von Ze-
meiitcoJireii mit Inertol auf die Grosse des Leitungswider-
statideSj den Wasser beim Fliessen in Zementcohren findet,
II. Stiickle. Zi'its. des Vereiiies deutscher Injenieure, vol.
58, no. 20, p. 796, May 16, 1914. 2 pp., 7 figs). The Paul
Lechler Company of Stuttgart, Germany, made quite an ex-
tensive series of tests to determine the influence of a paint
of inert oil on the flow of liquid in a cement pipe. This
was done by comparing the flow of water through a pipe,
the surface of which in one series of tests remained rough
and in another was covered with a paint of inert oil. The
pipe, having a gradient of 231.5 mm. in a length of 15.236
m., was laid for 20 m. (65.6 ft.) and had an average open-
ing diameter of 148 mm. (say 6 in.). It consisted of twenty
pieces each one meter long, carefully connected with one
another, and the joints filled with cement and thoroughly
smoothed. At one end of the cement pipe was added a cast
iron pipe about 2 m. (6.5 ft.) long and the same diameter
as the cement pipe. At the other end was a connection with
a water tank, arranged in such a manner as to permit a con-
stant pressure head, which might \ary from one test to an-
other. In all tests the water came out from the piping
through a long sweep bend either into a measuring tank or
at a free out-flow-. In the second series of tests the same
conditions were maintained, but the inside of the pipe was
covered by a paint of inert oil. The article gives full data
of the test. From the results obtained it appears that the
FOREIGN REVIEW
0141
toeflicient of resistauee, determined from the usual equation
given below, decreases for iuoreasiug velocities of How wlien
the latter vary from 0.G3 to 1.69 m. per second; but in the
ease of the pipe covered by a paint of inert oil it is gen-
erally smaller than in the rough pipe and decreases more
rapidly with increasing velocity of flow, the difference of
its value in favor of the oil-painted pipe being 2.5 per cent
for a velocity of flow of 0.659 m. per second to 7.1 per cent
for a velocity of flow of about 1.69 m. per second. The
author gives a diagram where the values of both coefficients
of resistance are plotted with water velocities as abscissae
and resistances as ordinates. The values of the coefficient
of resistance for rough pipes appear to lie in a practically
straight line while those for the oil-painted pipe appear to
have a considerably greater curvature.
The equation referred to above is as follows :
(7 2y
X
I c
where d = inside diameter of pipe in meters, 1 = length of
pipe in meters, c = velocity of flow of water in the pipe in
m/sec, ;/ = 9.81 Mi/sec. and h = loss of head m meters.
Centrifugal Pumps of the Maffei-Sciiwartzkopff
COMPANV IX Berlin' (Der Kreiselpiimpciihau der Maffei-
Schicartzkopff-M^er1<e G. m. p. H., Berlin, R. Schnabel. Zeits.
des ]'ereines deut^clter Infjcnieure, vol. 58, no. 20, p. 769,
May 16, 1914. 10 pp., 53 figs. d). The company builds two
main types of pumps of the high-pressure type where large
heads o^' delivery ha\"e to be handled. The type preferably
selected is that with an undivided cylindrical casing: its
advantage, especially for operation in mines, consists in the
fact that the pump may be dismantled without lifting the
casing from the plate. In the other type, wliich is used
mainly, though not exclusively, for small delivery heads,
the pump is divided into several sections vertically in ac-
cordance with the number of stages, the separate parts of
the casing being held together by threaded bolts. The shape
of the rotor and distributor blades which determine the out-
put of the pump and its efficiency are in their main char-
acteristics the same for both types. The suction standpipe
is located at the side of the coupling in order to preserve the
accessibility of the automatic balancing device on the pres-
sure side. All parts inside the pump w'hich have to be pro-
vided with packing between two spaces of different pres-
sures, such as the rings at the entrance of the wheels, the
bushes between stationary and rotating parts and so on, are
made of appropriate alloys, which under ordinary circum-
stances show practically no wear. Special attention was
paid to the production of a device for compensating the
axial thrust which would work reliably under all eondi-
iions, a fundamental requirement for the operation of a
high-pressure centrifugal pump. This device consists of a
piston which constantly tends to move the shaft in a direc-
tion opposite to the axial thrust, and a vertical throttling
disk which regulates the pressure of the fluid acting on tlie
piston and in this way takes up, in an entirely automatic
way, the forces constantly acting in the direction of the suc-
tion side. In addition to that, the outer end of the piston
carries another disk for the balancing of the sleeve. This
latter device first comes into action when the piston has
undergone a large amount of wear and in this case takes up
the axial thrust also.
Apart from the sleeve balancing, which, however, seldom
comes into action, the two types of pumps differ with respect
to the balancing of the axial thrust only by the location of
the throttling disk in front or behind the piston, of which
the water leak is further used for cooling the bearings.
Since there is little pressure behind the piston, it is quite
sufficient to use a soft cotton jDacking for the stuffing box
and a similar packing also on the suction side. In order,
liowever, that no air shall pass through the stuffing-boxes,
they are connected with a water chamber, the water of which
WWl
f~f
Fig. 3 Maffei-.Schwarzkopff Mine Shaft Pvmp and Pressube-Output
Regulator
as a rule is l.irought in from the first stage of the pressure
line.
In considering the two tyjies of pumps, it might be sup-
posed that in the pump with undivided casing, the design
of the internal parts would be made more difficult through
the possibility of their being aft'ected by handling water
with the tendency to form hard deposits, but as a matter
of fact no such a thing occurs. The cast iron intermediate
parts are covered on the outside with bronze rings, pro-
vided with passages into which kerosene is forced from
the outside by means of a small liaud pump and the casing
may have a bronze jacket to protect it against electrolytic
action.
The article describes and illustrates various types of
pumps driven electrically and by steam turbines. A special
type for handling various delivery heads is shown in Fig.
3A and is used for mine work. Since only a part of the
cross-section of the mine shaft is available for locating the
pump, the latter, together with its motor, are placed ver-
tically in a wrought iron frame provided in the upper
part with the rope drum and a rope by means of which
it is gradually lowered, as the bottom of the shaft is sunk
deeper. The general construction of this pump does not
0142
FOREIGN REVIEW
materially dil'fer from stationary horizontal pumps, but in
order to obtain large suction heads and a simple method of
water delivery, the suction standpipe is located at the low-
est point near the motor on the pressure side. The bear-
ings are finished with particular care and their lubricating
oil moves automatically in a closed circuit. The cut-oft" slide
valve is regulated either by hand or by means of a chain
and makes it possible to set the pump for a desired amoimt
of delivery.
In order that the pumj) shall work economically, even at
small depths, it is often iirovidcd with only part of the
stages necessary for the greater depth, the intermediate
spaces being tilled up with so-called " blind pieces " which,
as the depth increases, are gradually replaced by rotors and
distributors. The pump body is so constructed that this
change may be effected in a short time in the shaft itself.
When high-pressure centrifugal pumps are used in mines
for pumping against high heads it must be borne in mind
that the output varies materially from time to time and
adjustment for this may be very simply effected by limiting
the upward stroke of the pressure water collector, without
iiaving to change the speed of rotation. AVheu the volume
of discharge decreases and the pump is working against
constant pressure, the collector lifts until it reaches the
upper limit. Then the pressure in the piping system rises
and thus produces a reduction in the output. If the draw-
ing-off of water ceases entirely, the pump works with cut-
off valve closed, but it is not advisable to permit a pump
to run for a long time in dead water since the heating of
the water might easily injure the internal parts of the
pump and it is much better to install a valve governed by
the jn-essure of the water in the collector in such a manner
that when no water is drawn off, it would automatically
permit enough water to ilow into the suction piping or mto
the well as would prevent any injury to the pump. Such
a device is shown in Fig. 3L5. It consists of a passage
valve casing a made of cast iron or steel easting, installed in
the pressure piping between the pipe and the collector and
[irovided with an outlet opening (j for the no-load water.
The spindle d of a double beat drop valve c, carries on top
a piston e and extends downwards far enough to be able
to push off the no-load valve /. Two extensions to the pres-
sure water collector permit a small piston not shown in the
drawing to move up and down in such a manner that the
l^ressure water may enter either below or above the piston
('. When the collector reaches its upper level, the pressure
water enters through the pipe h from above the piston,
closes the double beat drop valve and opens the no-load
valve. The Nxater delivered by the pump flows oft' through
tiie throttling nozzle b, and the upper consumption decreases
to about one half. If pressure water is drawn oft' and the
level in the pressure water collector sinks, the steering pis-
ton permits pressure water to enter from below the piston
and as a result the double droji valve rises, the no-load
valve, under the action of a spring, automatically closes, and
the pump begins again to deliver water into the collector
(working thus at full output).
InternaUCombustion Engines
]l()i!si;i'owEn FoRiin.A roi; ArTo.Moiiiu-; Exgixes {Leis-
ttmgsformel ficr Automohilnwtore}! , A. G. von Loewe. Der
Mntorimget,, vol. 17, no. l.S, p. 289, May 10, 1914. IVo pp.
pm). The author derives the horsepower formula without
introducing the factor p, (average piston pressure), and
obtains the following expression:
en
y = a-
2 X 75 X 60
1
TitFs
hoi'sepower
U
k — 1 4 r„Cvm(L + i)
and N is the theoretical horsepower of the motor; ; the num-
ber of cylinders; a the work of the motor during its four
cycles; n the number of revolutions per minute; d, cylinder
bore ; s, stroke ; k = e, ratio of specific heats of the mi ture,
(■i„ at constant pressure, and Cv. at constant volume; e, com-
pression ratio (ratio of the volume of gas at the beginning to
that at the end of the compression stroke) ; //, heating value
of the fuel (kilogram of gasoline) ; 2'„, absolute temperature
at the beginning of the compression stroke; C'v„„ average
specific heat of the mixture at constant volume; L, weight
of air required for the combustion of 1 kg. of gasoline (all
the ciuantities in standard continental values).
To obtain the eft'ective horsepower, the value of -V will
have to be multiplied by a coefficient of efficiency t,, and,
since in the derivation of his formula the author started not
from the mechanical equivalent of heat, but from the rise
of temperature at the instant of explosion, he uses the
theoretical thermal eoeflScient of efficiency t), = 1 — e'"',
and the efficiency of the engine is expressed as t, = tij . 7i„,.
where T,g is the quality factor and Tj,„ mechanical efficiency
of the engine.
This leads to the final fornuda for the eft'ective horse-
pi iv.er :
'• = (^)=?
H
B
1
■Kd'i
r„Cvn,(i + i)
■ 9000 '
9000
T.C\^(L + 1
where B = .
t — 1
The \alues of //, '1\. (',„„ and L are either given, or can
l)e easily determined by actual measurement; the efficiency
r may be also assumed to be known; k may be assumed
to be known, and the author gives a table for values of B
corresponding to certain values of s, under the assumption
that k = 1.3.
Assume a four-stroke cycle engine, which has d = 10.0 ;
s = 0.17; E = 4.8; « = 1600. Then
.Y,. = 1.250 X "20.4 X 0.00135 X 1600 = 55.08 h.p.
Railway Engines
Tests of a Wet Steam Twin Express Locomotive (]'cr-
suche an eiiier Xassdampf-Znullings-Schnelhuglokomotire,
R. Sanzin, Zeils. des ]'eniiies deittscher Ingenieure, vol.
58, no. 22, p. 858, May 30, 1914, 6 pp., 8 figs. e). The in-
terest of the tests reported in the present articles lies in the
fact that they were first made on the boiler without regard
to the engine, next on the engine as such, and finally on the
locomotive as a unit, comprising both boiler and engine.
The type of locomotives tested was introduced about the
year of 1901 and the investigation covers numerous tests
on locomotixes used for iiassenger and express traffic on the
Southern Railway in Austria.
FOREIGN REVIEW
0143
Table 1 gives the data obtained from the tests of locomo-
tive boilers and in the original article is supplemented by
several diagrams. As a basis for the investigation of the
processes uf combustion and evaporation, there was consid-
ered the rate of combustion or the amount of coal burned per
unit area of grate per unit of time, which, in kg. per hour
per square meter of grate area, corresponds to the amount
B
For the determination
and gases of combustion were analyzed which made it pos-
sible to establish a heat balance and gave a clear insight
into the processes of combustion.
In the four last columns of Table 1 and in Fig. 4, A is
given the distribution of heat in tiie locomotive boiler for
various amounts of coal consumed per unit of grate area,
the heat value of the fuel burnt being used as a basis of
calculation. During the tests, rarefaction of the air in the
smoke box was measured botli above and below the spark
net as well as in the fire box and ashpan. The average rare-
faction of air in the smoke box /( ami the fire box Ji.. are
11,000
I0;000
9000
8000
7000
»l 6000
z
< 5000
y-
" 4000
3000
2000
1000
Sfeom Con sum
h
A5
/
^
onottheEng
1 1 ^
J
/
25
///
/
^
/
^
/
/
^
IT
—
—I
/'/
'Vo
'/
y^
-^
/
'0
/
/
bfeam Outpuf
oftheBoiler
1 1 1
50
,o|
30 S
zo|
10"
1
III
V
/
c
D
l/t
"A
V
'/
>^
/
10 20 30 40 50 W 70 60 90 100
SPEED OF MOTION, iiin.
hr.
■. ^ ., , * » >« 1
■S ^TJ- ^
\
t:
"<
\
^^
\
Nd
(«.5-
^eaf
Utilin
a for
fheGt
nerolic
DRiVlMti, AXLE.RtV-PER SEC
3
of fuel in the table indicated bv
■ ti
of the value of — onlv the time was considered during whicli
iv
the throttle was open, as it was found that when the throttle
was closed very small amounts of coal were burned, owing
to lack of draft. The present investigation was carried on
with a grate duty of 200 to COO kg; qm jjer hour. With
smaller amounts of coal burned on the grate the out [nit of
the locomotive was so small that it could scarcely be re-
garded as continuous operation, and while on the other
hand a somewhat higher late of combustion, up to ()50
kg/qm, could be obtained with expert firing, a maximum
grate duty of 500 to 550 kg/qm was obtained as an aver-
age. The coal was rich in gas, gi^'ing a long flame. Its
comparatively low heat value (6250 WE) (11,250 B.t.u.)
was compensated for by a high rate of combustion. Tlie
coefficient of e\aporation -— corresponds to a boiler pres-
n
sure (gage) of 12.5 atmos]ilieres and temperature of feed
water of 10 deg. cent, or 50 deg. fahr. With an average
heating value of coal of 6250 WE (11,250 B.t.u.) and a
consumption of heat of G55 WE per kg. (1179 B.t.u. per
lb.) of steam, a theoretical coefficient of evaporation of 9.55
was obtained, hut the actual coefficient of evaporation va-
ried from 8.00 to 5.59 with tlie amount of coal burned per
1 qm (from 200 to 600), and with the increase of the grate
duty, decreased at first rapidly and then more gradually.
The variation of the coefficient of evaporation is of great
value for the estimation of the fuel, but of course is af-
W- Qfn-hr
fectcil 1)V the kind of lirinS'. The amount of steam r— gen- Fig. 4 Heat Disthibutiox akd Blast Pipe Operation. Locomotive Boiler
erated per 1 qm of heating surface per hour increased
with tlie amount of coal liurned per hour but not in a
straight line ratio, as — remains somewhat beliim
100 2O0 300 400 500 600 700
B^ Kg
Jl
the
B
growth of -— owing to the decrease in the coeflicient of
evajjoration, so that, while the amount of coal burned per
1 qm of grate area rose from 200 to 600 kg or increased
three-fold, the evaiioration per 1 qm of the heating surface
increased only from 31.3 to 65.5 kg or 2.(19 times. It is.
D
therefore, of advantage to use instead ot - , the value of
given in Table 1. It apjiears that U stands in a very sim-
li
pie tunctional relation to -r- since the values of /( obtained
in the present test correspond with fair precision to the
equation
h
0.000,55 (Ij
steam generated per 1 qm of grate area per In
B
'' B'
since it is not so subject to variations and therefore better
permits of comparing various kinds of locomotives.
As regards coal test runs, the author, in addition to the
usual measurements of the coal consumed and water evapo-
rated, also measured the rarefaction of air in the smoke
box, fire box and ashpan and the temperature of the smoke
box gases. The ad\antages which these simple measure-
ments afforded for the investigation of the process of com-
bustion, proved to be so great that further steps -were taken
The following notation is used : for boiler pressure p,
for average pressure in the slide-valve chest p,, pressure al
the beginning of admission p„ at the beginning of expan-
sion p.,. at the beginning of exhaust lead pe, at the end of
tlie piston stroke p.,, lowest pressure during exhaust pt,
l^ressiire at the beginning of compression p„, and average
cft'eetive pressure in the steam cylinder p,. All the indi-
cator diagrams used in this investigation have been taken
with the throttle opened 0.8 of its maximum area, that is
0.8 X 60 = 48 qem. (7.4 sq. in.), as it has been found pre-
\ionsly that this opening of the throttle gives the most fa-
vorable results and further that no water is carried over
uito the steam cylinder, while on the other hand the fall of
pressure produced thereby between the boiler and the slide-
valve chest had no undesirable consequences. The boiler
in'cssure was approximately 12.5 atmospheres, while the
0144
FOREIGN REVIEW
blast pipe was set at its maximum cross section. Since the
average useliil steam pressure is materially dependent on the
boiler pressure, it is worth wliile to use lor its estimation,
the ratio '^' , as tliis magnitude scarcelj' undergoes anv va-
V
liation as long as the Ijoilci- ])ressui'e varies within moder-
ate limits.
The pressure in the steam cylinder during the admission
falls oil at first slowly and tlien rapidly. With small ad-
missions the pressure lines during the inflow of steam can
be represented with Jair ai>])ro.\imation by a straight line
connecting the pressure p, witli p^. In this case the initial pres-
sure during admission is p., and is equal to the average pres-
sure in the slide valve chest /)i. It is especially important
to know the value of — ^^ ^ for the design of steam pres-
Po
sure diagrams since it permits not only to establish the ex-
act beginning of the expansion line but also enables to de-
termine the amoimt of steam actually required during the
admission to the steam cylinder.
The influence of the variaticm of the cross-section of the
lilast pijie on the back pressure was also Lnvestigated in
the locomoti\'es under test. The back pressure pt when the
maximum cross-section of the blast pipe of 160 qcm and
thirty per cent admission was used amounted, even at five
revolutions of the driving axle, to only O.GO atmospheres,
while with a cross-section of the blast pipe of 75 qcm it
rose to 1.50 atmospheres with a corresponding material in-
crease in loss of power. During the present test it proved
possible on certain runs to test the locomotive with a cer-
tain constant cut-off and a speed of run as far as possible
unvariable, so tliat the values for the water consumption
after deduction of all losses could be used for the deter-
mination of the total steam consumption per indicated horse-
power hour (these tests are to be taken with regard to the
most usual average cut-off and average speed of rotation).
The results of these tests are shown in Fig. 4B. Further the
useful steam consumption was determined also from the in-
dicator diagrams, and the difference between these two values
for steam consumption shows the steam losses through con-
densatifjn during admission and through leaks. The curves
in Fig. 4C show the steam consumption for various degrees
of admission and speed of rotation. If on the same dia-
gram were plotted the curves showing the generation of
steam in the boiler, it would give a complete picture of the
way the boiler and engine work together.
Finally the total performance of the locomotives was
tested, mainly in order to determine its maximum, this being
the fact of greatest interest for practical operation. To
do this the boiler has to generate the maximum amount of
steam that it; can do in a continuous run and this steam
must be taken care of in the most favorable way by the en-
gine so as to obtain the largest possible amount of indicated
power. It has l)een already explained that the ability to
generate steam on the part of the locomotive boiler when
a given kind of coal is used depends, practically exclusively,
on the draft available. During the run on a given section of
the road and for a given amount of steam flowing through
a given cross-section of the blast pipe per unit of time,
the draft produced dejjends directly on the number of revo-
lutions of the driving axle; the increase in suction with the
increase of speed of rotation of the driving axle is at first
rajjid, then slower and apparently approaches a certain
maximum value, the draft being also for the same amount
of steam flowing dependent on the operation of the steering
gear, that is beginning of the exhaust lead, shape and diam-
eter of the outflow pipes, etc. The draft under certain con-
ditions produces a certain amount of steam, but may not
be able to do it under different conditions. This fact can
be well seen when the draft is observed with the same cut-
off but variable speed of run. In Fig. D the rarefaction
of the air in the smoke box for the same admission but dif-
ferent speeds of rotation is represented by the line OA.
In order to maintain this admission, amounts of steam in-
creasing together with the speed of rotation are necessary,
and to generate such amounts of steam certain minimum
rarefactions of air in the smoke box are necessary and are
represented in Fig. 4D by the line OB. The lines OA and
OB intersect in point E, which shows that at this speed of
rotation the draft required corresponds to the one actually
available. For lower speeds of rotation the rarefaction in
the smoke bo.x is laiger than necessary, while for high speeds
it is evidently below that required. These conditions hold
for all admissions and there is a certain geometric locus of
points of intersection of all required and all actually avail-
able rarefactions of air CD, corresponding to the maximum
output of the locomotive while in state of continuous opera-
tion. From these data on the rarefaction of air in the
smoke box and the data contained in Table 1 can be deter-
mined the corresponding amounts of coal burned per hour
per unit grate area together with the amounts of steam gen-
crated in the boiler per hour, and in Fig. 4C the line D shows
the total steam generated per hour. This permits to gain
a clear insight into the working together of the boiler and
steam engine. It shows that with an increase of the speed
of rotation the cut-offs one after another intersect the line
of steam generation, and this in its turn shows that when
such cut-offs are used, the amoimt of steam generated by the
boiler is at first not fully taken care of, then at a certain
speed of rotation, the total steam delivered by the boiler is
used, and finally at a still greater speed, the boiler is pumped
dry. The maximum admissions which are required for the
highest outputs are indicated by the points of intei-seetion of
the steam consumption and steam generation curves. From
these data in Fig. 4C the admissions necessary for obtaining
the highest output of the plant can be derived, and it ap-
pears tliat at low speeds of rotation the cut-offs have to be
varied rapidly and strongly while at higher speeds only
little alteration is required.
Tests (1912-1913) on the Resistance of Passenger
Locomotives and Cars on the Russian Railway System
[Opi/tij 1912-1913 g. g. nad saprativleniem passajirskikh
paravozoff i vagonoff russkoy seti, G. V. Lebedeff. Btdletin
cif the Permanent Committee of the Conferences of Agents
of Various Branches of Service on the Russian Railroads
(in Russian), no. 3, March 1914, p. 192. 22 pp., 9 figs.
(A). In tests on the resistance of locomotives and cars
which are now being made on the Russian railroads, the
main basis for determining the power of a locomotive is
the traction on the rim of the driving wheel. Actually, how-
ever, during test runs it is impossible to measure directly
the traction on the rim of the wheel and it must be obtained
either by calculation or from the formula:
FOREIGN REVIEW
TABLE 1 LOCOMOTIVE BOILER PERFORMANCES
0145
Steam
Coal
Actual
generated
per unit
Steam
generated
burned
per unit
Coal
Steam
coefficient
area of
per unit
of grate
burned
generated
of evap-
heating
of grate
area per
per hour
per hour
oration
surface
area per
B
hour-
B
Kg./hr.
D
Kg./hr.
D
B
per hour
D
hour -
R
Kg., qm.hr.
H
Kg.,, 'qm.hr.
Kg./qm.hr.
200
466
3728
8.00
31,3
1600
250
583
4425
7.59
37.1
1898
300
699
5047
7.22
42.3
2166
350
816
5614
6.88
47.1
2409
400
932
6086
6.53
51
2612
450
1049
6567
6 26
55 1
2S18
500
1165
6978
5.99
58.5
2995
550
1382
7397
5.77
62.9
3175
600
1398
7813
5.59
65.5
3354
Draft
Sn^oke box
above
spark net
h
Fir
;-box
*2
mm. of water
22
34
50
67
90
111
138
166
198
U
16
22
29
38
48
00
75
Average
tempera-
ture of
flue gases
T-t
deg. cent.
190
250
300
350
390
415
440
453
460
Heat distribution, in per cent
Losses
through
flue gases
11.5
13 3
18.7
21.8
24.6
26.8
28.4
29.4
30.0
Losses
Heat
Losses
through
utilized
through
radiation,
for steam
residues
conduction
generation
W-.
and soot
W
0,7
4.0
83.8
11
4,0
79.5
1,7
4,0
75.6
2.1
4,0
72.0
3.0
4.0
68.4
3,8
4.0
65.5
4,9
4.0
62.7
6.1
4,0
60,4
7. 5
4,0
58 5
Fw = F,.
II'v
"where It'.u is the resistance of the loeoiuotive as an engine;
or else from the formula
wliere 11% is the resistance of the locomotive as a carriage,
P the weight of the locomotive with its tender, y correction
member for the rotating mass, T' speed and t time. Since,
liowever, TT'm cannot be measured directly, only the second
formula can be used for the determination of Ft, but to use
it it is necessary to know TT'.
and — - ,
df
There is no con-
venient apparatus for the determination of the acceleration
of a train, the apparatus of Desdouits being too rough.
Professor Lomonossoff, who is in charge of these tests, has
therefore proposed to eliminate from this equation the mul-
tiplier of P in the last member, by means of the equation
of the motion of cars :
<J At
where Q is the weight of the cars and IT',, their resistance.
This bring-s us to the formula of the traction on the rim as
P + Q
Q
Ft
F„ -f P ( «-v — «■„ )
TT
where u; =— '^ is the specific resistance of the locomotive
P
W„
as a carriage, and »■„ = - is the specific resistance of the
y
cars. F„ is determined by means of a dynamometer, while
ic, and ii\, have to be determined bv separate tests.
The resistance of Wr of the locomotive as a carriage can
be separated into two parts: The resistance of the locomo-
tive ean-iage proper W', and the frontal resistance TV" of
the air medium through which the locomotive lias to make
a passage for itself. As to the latter it is known that
Tr" = a Q T" where Q is the frontal surface of the loco-
motive and Dt is a coefficient determined experimentally and
equal, according to the tests of Frank and Eiffel, to 0.006.
The determination of the resistance of a locomotive as
a carriage was cff^ected in two ways. The first and simplest
was as follows: The train of several locomotives of a given
type with the connecting rods taken off, was made up with
a d^Tlamometer car in front of the locomotives and con-
nected with them by the dynamometer hook. Several test
rims were made. T!ie values of F„ read oft' on the dyna-
mometer represent the sum of all W, for all the locomotives
after the speed has become normal. Hy dividing these read-
ings by the number of locomotives or their total weight,
we obtain the total or specific resistance of a single locomo-
tive at various velocities, the frontal resistance of the air
being evaluated in accordance with the formula given above.
This method is very simple and convenient when conditions
favor its application, but, in order that it should give re-
liable results, at least two or three locomotives of the given
type have to be available, since the dynamometer readings
are not reliable for small values of F„. When only one
locomotive of the given type is available, the other method,
suggested first by Desdouits, had to be resorted to, namely,
letting the locomotive run down an incline.
The theoretical basis of this method is as follows: The
equation of the motion of a locomotive with the connecting
rods taken off and moving down an incline is
^-(1 + T)^'^'
= P/
TFv
U fit
where ( is the incline in mils. This formula may be con-
verted uito
dV
dt
where m',. is the total specific resistance of a locomotive as a
^(i-«-v)
carriage and I =
1000(1-
the expression for u\. is /
r)
s 120, from which formula
1 dV
l dt
which permits the de-
termination of u'v if the incline and acceleration of the mo-
tion of the locomotive are known. Now assume that we
have a section of the track of a known profile and that the
locomotive travels by inertia, having previously received
a certain initial velocity. At predetermined points of this
section, at equal distances from one another, the time and
velocity are recorded. If we assume further that between
two points, sufficiently close to one another, the acceleration
remains constant, it will be equal to
dV _ . T',— T-
~dt ~ t, — t, ^
if time is expressed in seconds and velocity and acceleration
.3600
0146
FOREIGN REVIEW
in kilometers ami lioiire. Substituting this value of the ac-
celeration into the previous equation and assuming a co-
efficient I = 120 (this coefficient varies very little for dif-
ferent locomotives), we obtain
..— V,
TABLE :
ULTPUTS OF THE COMPKESSOK WHEN TAKING AlK AT
VARIOUS INITIAL PRESSURES
TTv = i
30
which gives the specific resistance at any desired i)oint of
the road. Having performed several tests of rimning down
an incline and refei-ring each time iv.. to the average velocity
on the given section, we shall obtain a sufficient number of
jjoints to draw a smooth curve. The exactness of the results
will depend, of course, on the precision of tiie measurement
of time and sjseed. Initially the tests were performed in the
following maimer: A section abo\it a mile and a ([uarter
long of uniform, carefully leveled profile {i = — 6) was se-
lected and along it were placed posts 700 ft. from one an-
other. The test locomotive with tlie connecting rods taken
off was hooked to a dynamometer car. the resistance of whicli
w'as previously determined. The car was used because it
had an electric speed indicator giving instantaneous veloci-
ties. Behind the car was a second locomotive, not hooked
ui) to the system, was used to drive the test train up to the
first signal post where it was taken off. At the passage in
fi'oiit of eacli signal post, at tlie sound of a l)ell on the loco-
I,
/^
r/
4
4
y
^-
2
4
3 «
«
100
Fk;. 5 Locomotive Resistancks. Russian Tests
motive, tlie velocity was read in the dynamometer car from
the electric indicator and the time from a stop-watch. It
lias been, liowever, found that this method is not suitable
because the velocity was not measured with sufficient pre-
cision, wliile the time could lie measui'cd with an exactnes-
up to a tenth part of a second. The method was therefore
arranged as follows: each section of 700 ft. was divided into
two and the time was read on the passage of the interme-
diary posts. 8ince at ureal S]iee(ls it was very difficult to
notice the passage of eiicli iiost, liSO ft. distant from its
neiglibor, only the time of the odd numliered posts were
read, the lime curves were plotted on a large scale as func-
tions of the distance and the time of the passage of the even
numbered posts was determined from these curves, which
further permitted the rejection of erroneous observations.
The velocity at each ii-tli post was determined from tlie
formula
)•„ =;
In this case (he dynamometer car is not necessary and the
determinalion of tlie time can be made with greater pre-
cision because the oliserver does not read llie time bv the
u
Equal to
m/kg per sec.
Per Cent
I
246 x258x427x 1
27000
100
II
2435 X 170 X 427 X 2
33500
131
III
242 xl25x447x 3
3SS00
144
IV
2385 X 93x427x 4
38000
140
\'
2385 X 71x427x 5
36200
135
VI
2385X 54x427x
33000
122
VI]
0.2385X 40x427x 7
28700
106
Mil
0.2385X 27x427x 8
22000
81
IX
0.23S3X 17x427x 9
15600
58
X
0.2385 X 8x427x10
8150
30
bell, but himself sees the signal post and presses the button
of the sto|)-watch on tlie passage of each, while another man
takes down the readings. The great convenience of this
method of determining velocities lies in the fact that only
one variable, time, lias to be observed, which makes the ob-
servation easier and naturally raises the reliability of the
results. However exact and sensitive a speed indicator may
be, when it is used, it is extremely imiiortant to have its
readings and those of the stois-wateh taken simultaneously
with the passage of the signal post, and in practice it is
very difficult to olitain a perfect synchronization of these
three moments. To determine acceleration at velocities above
50 km. per hour, sections of 700 ft. each prove to be too
small. The calculations were therefore made by determin-
ing the velocity at the first and last sections and by assum-
ina' the aeceleratiori on the entire run to be constant.
This assumjition appears to be fully legitimate since the
points along the curve lay even better than when the ac-
celeration was determined for every 700 ft. Desdouits also
made such an assumjition.
For every locomotive about fifteen runs down an incline
were made. in absolutely calm weather and with initial ve-
locities from 5 to 100 kg. per hour. Curve Fig. 5 gives the
s])ecifie resistance of the locomotives tested. It shows that
the character of the curves obtained by dynamometric meas-
urement differs ipiite materially from those obtained by
letting a car down an incline. Since the greatest difference
is observed at high velocities it may be assumed that it is
mainly due to frontal resistance which in the first case was
determined from the formula " ^ V^. It was assumed that
the resistance W„ is the resistance of the locomotive less its
I'rontal resistance, actually, however, since the locomotive is
not fully covered by the car in front of it, it exi)erienced in
motion a certain pressure of air on a certain part of its
frontal surface. Therefore, in order to obtain the total re-
sistance, it is necessary to have added to the resistance W,
a certain magnitude « ( 9.-U ') "V^, but if we add " V. \'^,
the error is made in exaggerating the resistance. If the
locomotive is comjjaratively low, the error would then be
less in the case of a high locomotive. From his investiga-
tion, the author comes to tlie conclusion that for locomo-
tives with a leading four wheel bogie, the e(|uation of specific
resistance as a carriage may be taken as
\\\ = 1.4 -f 0.02V + 0.005\^
and for a locomotive with a single leading axle
Yv = 1.3 + O.OIV -\- O.OOOoV'
It must be remembered, of course, that this formula gives
onlv the resistance of a locomotive as a carriage. The author
FOREIGN KE\1E\\
0147
passes then to the consideration of the resistance of a loco-
motive in motion without steam.
From the equation connecting- the tangent and indicated
traction forces
r» = F, — W„,
it ajipears that when the throttle is closed, that is when the
indicated force of traction becomes equal to zero, the tangent
assumes a certain negative \'alue. This is the resistance of
the locomotive as an engine with the tlu'ottle closed.
Let us call it 11",,,. The total resistance of a locomotive is
then the sum of its resistance as a carriage and its resist-
ance as an engine witii the throttle closed. Let us call it
IFp.j. Hence
W,., = Tl"',„ -f W,
This resistance was also determined by the " incline "
method, and the curves obtained were then submitted in
several cases to a special method of double graphical dif-
ferentiation which the author explains in full.
This metliod is very convenient for freight locomotives
where the resistance at high spee<ls is not required, and for
speeds up to 26 miles per hour it gives good results, but
for passenger locomotives, \\ liere the resistance at high
speeds is of principal interest, it is not applicable. The
author has determined the resistance of two passenger lo-
comotives with the throttle closed and obtained formulse of
tlie following kind ;
II ,,.3 = - + O.Otir -4- 0.00041' -f 0.000013F'.
The cube member is not novel, since Rokl and Desdouits
have obtained formuhe of resistance with the throttle closed
containing such a member and believed that tliis member
characterizes the resistance determined by tlie mechanism
itself. The author passes then to the resistance of eight
wheel passenger ears. A number of dynamometric tests
were made in WVl and 1913 by two students of the St. Pe-
tersburg Polytechnical Institute who obtained for the sum-
mer time, the following formula of i-esistance :
«'„ = 1.2+0.01 F+0.0003r=
This formula has been, however, obtained under exceptional
conditions with special care for tlie rolling stock, and it is
reasonable to assmne-that the magnitude of resistance as
expressed by this formula is really somewhat below the nor-
mal. Professor Lomonossff jiroposed therefore to use for
the average conditions of summer trattic a formula:
V + 100
"'n
1..5 + 0.21'
1000
The author has derived for tlie conditions of winter trathc,
the following formula, based partly on graphical differen-
tiation and partly on the observation of actual velocities on
sections of known profile:
,. V + II)
1.5 -|- 0.51
1000
These runs were made in November 1913 at temperatures
which varied between — 5 and — 15 deg. R. (20.75 and
2.75 deg. fahr.), often in snow and blizzard, and gives the
resistance at average conditions. It is, however, only the
normal resistance of the cars, that is, not the initial resist-
ance, but a resistance which ' becomes established after the
train has been in motion for a certain time. In winter the
resistance at the starting of a train is considerably higher
than after the state of operation becomes normal. This
is due mainly to the variation m the temperature of the
lubricant, and, naturally, when the locomotive takes from
the station a train with the lubricant in the journals frozen.
the resistance is comparati\ely very high. The author pro-
ceeds to show how these data on locomotive and car resist-
ance may be used for making u]i sclinlule of train runs.
Steam Engineering
A COJIPAKISON OP THE DeSUINS OF TwO CoilBIXED
Cornwall Tubular Boilers, with Respect to Safety of
Operation (Ein Verijleich der KuiislruktioneH ziceier com-
binierter CornwullSohrenkessel auf Hire Betricbssicherkeit,
P. Koch. Zeits. fiir Dampfkeasel mid Maschiiienbetrieb, vol.
37, no. 21, p. 255, May 22, 1914, 2 pp., 9 figs. dc). The
author comjiares two constructions of combined Cornwall
Tubular Boilers. In the original construction, the upper
and lower drums were arranged in such a manner as to have
a water level in conformance with the German Government
regulations, both drums being provided witli feed water
\alves and blow-off cocks. The feeding is usually done into
tlie upper drum where from the water passes to the lower
drum thi'ougli an over-flow pipe a (Fig. 6A), while the steam
spaces in the two drums are interconnected by means of the
pipe b. This arrangement is in accordance with Gei'man
Government regulations but does not guarantee perfect safety
of operation and requires absolutely reliable attendance.
The fireman, in order to prevent all danger of trouble, has
constantly to observe the water level of the lower drum and
at the same time attend to the feedwater valve on the ujiper
drum. If then strong drawing-off of steam occurs, it may
hapjieii that through the over-flow pipe a, not so much water
readies the lower drum as the latter requires to compensate
for the amount of steam drawn-off, as a result of which some
of the fire tubes become uncovered and, by the action of the
heat, annealed and deformed. This may result not only from
a sudden drawing-oft' of steam but may be due also to a
mistake of tlie fireman in observing tlie water level gages
on tlie upper and lower drums. Further the feeding into
the upper drum may also endanger regulation of operation.
If for example the water level in the upper drum has gone
pretty far down, then until a flow of feedwater through the
over-flow iiijic a into the lower drum occurs, a large amount
of water lias to be delivered into the boiler by means of the
feeding apparatus and in the meanwhile the fire-tubes in
the upper part remain uncovered and become deformed,
which may lead to all sorts of trouble. On account of all
this and several other considerations, it was decided to re-
construct the boiler into the type shown in Fig. 6B, which
is really an improved Piedboeuf double boiler with one
water s])ace and two steam spaces. It has in all one water
level in the ui)per boiler and one feed to take care of.
Explosion of a Rotor of a L.wal Turbine (Die Explo-
sion des Lcmfrades einer Laimlturbiiie, F. v. Plato. Ze.Hs.
des Vereines deutsrlier liujenienri', vol. 58, no. 21, p. 817,
May 23, 1914. 5 pp., 13 figs. dpe). On August 6, 1912. in
the electrical power house of the Libau (Russia) Steel "Works
Company, there occurred an explosion of the rotor of a 500
h.p. De Laval steam turbine which was so unusual that the
following account is of interest. A thorough investigation fol-
lowed the accident, the results of which emphasize the neces-
sity for preliminary over-speed tests of all similar parts of
high-speed machinery. This turbine was coupled by means
of transmission gears to two direct-current generators of
2 X 110 volts each. At no-load on the generator it had a
0148
F01{EIG.N RK\IEW
speed of 10,820 r.p.iii., equivalent to a periplieral speed of
445 m. (1400 ft.) per seeond, the ratio of the transmission
l)eing 416:30. The turbine which was in operation on the
morning of the explosion w'as provided later in the daj' with
a new rotor shortly before received from Sweden, because
the blades of the old rotor had become considerably worn
from the water present in the steam (saturated steam at 8
atmospheres was used). Seven turbines of this construc-
tion are used in tlie plant and as the rotors have to be ex-
changed about once a year, the engineers had had ample
experience in this kind of work. After testiiiiz: by hand to
determine the free run of the rotor, the engine as usual was
warmed up and in the afternoon slowly started in the pres-
ence of the superintendent of tiie plant who was standing
at the side of the casing. One of the engineers stood near
the switch-board and the other was slowly opening the main
steam valve and at the same time observing the manometer
have occurred, but never produce as great damage as in this
case. A further supposition is that the accident may have
been due to a foreign body getting into the casing, wliich,
however, does not appear probable since in the first instance
it would cause a considerable amount of noise and would,
therefore, show its presence and second by the centrifugal
action of the rotor it would have been thrown out onto the
rim and cause its fracture in a different manner from what
actually took place. All these and other considerations
ten lied to show that the accident was due not to external
causes but to weakness in the material of the rotor. The
turbine parts were, therefore, carefully investigated at the
jreehanical Laboratories at the St. Petersburg Polytechnic
Institute, where it was found that the chemical constitution
of the metal did not show any undesirable irregularities,
while tests of tensile strength, as shown by curves of radial
and tangential stresses, also failed to indicate anv serious
Fig. 6 Two Types of Cornwall Tubvlar Boilkr
located behind the regulating valve and later on stated that
the steam pressure rose gradually to 3 or 3V'2 atmospheres
and remained stationary at that point ; he then fully opened
the throttle and approached the turbine in order to open
the necessary number of nozzles as soon as the load was
thrown on the turbine. The other engineers were cutting in
the excitation current and raising the voltage; when the
latter reached about twenty volts the explosion occurred,
killing the superintendent and another man present and seri-
ously injuring both engineers.
The article describes in detail the various injuries done
to the turbine installation and other machinery and passes
to the consideration of the probable cause of the accident.
It appears that the governor was not destroye.d and while
there were indications of corrosion in the governor valve,
the amount of steam which might pass through it would not
be sufliciently large to cause excess speed. No foreign t)ody
could get in between the valve disk and seat since there was
wire netting at the inlet. Besides, the turbine ran quite well
in the morning and if there were material irregularities in
the working of the governor, they could hardly have re-
mained entirely unnoticed before; and finally, if the acci-
dent were due to excess speed, the most likely thing to hap-
pen would be the flying off of the rim of the rotor weakened
by the tliread made on it. Such cases of rui)turp of the lim
irregularities. On the other hand a microscopic investigation
of the fracture showed that the metal in some places was
either partly or roughly crystallized. From the information
given by the representative of the concern who built the
rotor^ it appears that the blades were made from material
delivered by an important Swedish metallurgical concern
and that the utmost precautions were taken to obtain the best
material possible. The pieces when finished are usually
tested by the Brinell method and also run for twenty min-
utes at a speed fifteen per cent above the normal. It appears
that in the ease of the rotor in question, the Brinell test had
been made, but that the test run was omitted. Now the
Brinell test indicates only the condition of the surface layers
of the metal and gives no information as to possible in-
ternal weakness, while very slight errors in the treatment
of the metal, especially in its hardening, may lead to the
gravest results when the turbine wheel is run at a high
speed. It appears, therefore, to be absolutely necessary,
when rotors to be run at high speed are supplied, to require
properly signed and attested data sheets of a test run of the
rotor at a speed 15 to 20 per cent above the normal speed.
The great importance of such a test is shown by the tre-
mendous amount of energy stored in a rotor of a De Laval
turbine or similar apparatus rotating at high speeds. A
disk with its two shaft flanges and bolts as well as the
FOHEIGX REVIEW
0119
blades weigh approximately 135 kg. (297 lb.) and has a
moment of inertia of approximately 39.5 cmkgs' at 10,820
r.p.m. It follows from this that at full siieed, tlie energy
stored in the disk is
E =i /(o' = 25,300,000 cmkg = 253,000 mkg = 33 80 h.p.-see.
The heaviest piece which broke off from the exploded rotor
weighed 27 kg. (59.4 lb.). The peripheral speed of the cen-
ter of gravity of this piece was approximately 200 m. per
second (656 ft.), and when it got free from the disk its
energy was approximately
2 g
55.000 mkg
/35 h.i).-sec.
It can be seen from this what a tremendous damage would
be done by the sudden liberation of such an amount of en-
ergy.
Concerning the ITse of Water of Condensation as
Boiler Feedwater {Uber Vcrueiidharlelt von Kondeti»-
u-asser zum Kesselspeisen, M. R. Schulz. Zeits. fiir Dampf-
kessel und Masehinenbetr-icb , vol. 37, no. 21, p. 257, May 22,
1914. 3 pp., 1 tig. pe). A considerable n umber of Cdui-
evaporated per year 10 X 100 X 25 X 24 X 300 1
(47,540,000 gallons), and in this mass of water will be
contained, in accordance with the guarantee, approximately
180,000,000 X 0.01.525 g = 2745 kg (G040 lb.) of oil; or,
taking about 300 lb. i)er barrel, there will be about 20 bar-
rels of oil per year distributed through the piping, boilers
and superheaters. This is, of course, a theoretical calcula-
tion, and actually the case would be still worse as no manu-
facturer of oil separators would guarantee liis apparatus to
u'ork up to standard for an entire year and longer. The
author, however, does not assert that twenty or more barrels
of oil per year would be extracted from the steam plant
since part of the oil would be vapcirized during the steam
generation. Enough will settle in the superheaters, pipes,
etc., tci produce corrosion.
Taking up different types of plants, the author says that
using water of condensation as feedwater is general in sugar
plants, where very little is heard of corrosion in boilers, due
to the fact that as a rule sugar plants are in operation only
eifflit weeks at one time and at the end of the run the boil-
ers and other appliances are thoroughly cleaned. Further,
Boiler Corrosion
Fig. S Polster "Shockmeter"
plaints have been made lately about corrosion in steam buil-
ers, superheaters, steam piping, etc. Such corrosion is gen-
erally local and very small at first, but increases later and
finally pierces the material by needle-like passages. It may
be recognized by observing on the surface of steam pipes
and boiler sheets tiny excrescences of 5 to 10 mm (0.2 to
0.4 in.) in diameter, consisting of iron oxide; when they are
removed the tyjjical deepening as shown in Fig. 7 may be
observed. Chemists have ascribed the origin of such corro-
sion to many causes, but a long study of the matter brought
the autlior to the conclusion that they do not depend pri-
marily on the quantity of air or of carbon dioxide in the
feedwater, but that both of these do accelerate the corro-
sion if oil is present in the water. Of late a large number
of oil separators for steam have been placed on the mar-
ket, none of which, however, is as effective as it ought to
be. One German manufacturer of oil separators offers
to place his apparatus on test for three months and take it
back without any compensation whatever, if the separator
does not deliver the water of condensation " so free from
oil as to be fully safe for use as feedwater in steam boilers "
and undertakes further to guarantee that the water will con-
tain not more than 0.01525 g per cbm (0.43 grains per en.
ft.) of water. It apjiears therefore that even during such
a test, when the apparatus is perfectly new and assumedly
in perfect order, the oil cannot be entirely eliminated from
steam. As regards the further guarantee that the water of
condensation would not produce corrosion in boilers, three
mouths is far too short a period to enable the user to form
any judgment as no corrosion generally occurs within less
than one or two years.
Assuming the above apparatus to work as guaranteed on
a battery of ten boilers, each having 100 sq. m (1076 sq. ft.)
of heating surface and a 25-fold load applied, there will be
in the sugar factory, in addition to the water of condensa-
tion from the exhaust steam of the steam engmes is also
used the water of condensation obtained from the sugar
tanks, which is perfectly free from oil. The custom in such
plants, also, is to add soda to the feedwater and thus pro-
duce a saponification of any oil particles that may be pres-
ent. On the other hand, an entirely different aspect is as-
sumed in many factories of other types.
The author quotes a very striking case of a paper manu-
factory where the boiler plant for more than fifteen years
consisted of two double-flue tubular boilers to which were
later added several water tube boilers, all fed by ordinary
water direct from a well. Usual methods of mud and boiler
scale elimination were used and later on water purification
by the calcium-soda process was introduced and no corro-
sion was observed. The plant was then enlarged and new
water lube boilers installed. Since the existing feedwater
purification plant was not sufficient to supply all the water
required, it was decided to collect the water of condensation
coming from the exhaust of the engines, pass it through
several oil separators located on the exhaust piping and
feed the water thus obtained into a battery of water tube
boilers. As a result of this arrangement, corrosion devel-
oped several years later in the boilers and sujjerheaters, in
the feedwater piping and even in the steam piping, making
it necessary to shut down the boiler group. The author
tlien enlarged the water purification plant and had all the
water of condensation pass through a iirocess of purification,
since which no corrosion has been observed, although the
]ilant has been in operation for over a year. It does not
appear that the use of cast iron pipes would improve the
situation, and in the case of boilers working at a pressure
of eighteen atmospheres or more the government regulations
in Germany do not allow the use of east iron.
01.50
FOREIGN REVIEW
EXPERIAIENTAI, Ix\ ESTICATIOX OF VARIATIONS OF PRES-
SURE AND Shocks in the Crank Mechanism of Recipro-
cating Engines (Ex peri men telle L'ntersuchimy der Druck-
wechsel utid Stosse im Karbelijetriehe von Kolbenmaschinen ,
H. Polster. Zeits. des Vereines deutscher Inyenieure, vol.
.58, no. 22, p. 807, May 30, 1914. 9 pp., 14 figs. eA). The
autiior mentions the clitKculties experienced by the designers
of steam engines in attempting to increase the speed of
revolution because of "knocking" in the crank mechanism
due to the resultant of the steam and mass pressures passing
iroiii the positi\e to the negative side during a single revo-
lution. The pressures on the pins which arise as a result
of this knocking are very considerable and may exceed the
(jrdinary journal pressures from five to ten times. While
many graphical and analytical investigations of the sub-
ject liave been made, they have not arrived at uniform coii-
clusions.
The experiments ol tlie autlior were carried out on a
(lorliss engine at the Laboratory of Mechanics of the Dres-
den Technical High School. The engine had 4.50 mm (17.7
in.) stroke, diameter of piston 180 mm (7.0 in.) and was
designed for 160 r.p.m. The piston rod with a diameter of
40 mm (1.57 in.) passes through both cylinder covers and is
provided with stuffing boxes and liemp packing. Tlie lengtli
of the connecting rod is 1000 mm (39.37 in.), the distance
of its center of gravity from the cross-head pin is 673 mm
(26.3 in.). The reciprocating mass weighs 45.87 kg. (101.1
lb.), the flywheel has an external diameter 1610 mm (63.3
in.) and its moment of inertia is 56.9 mkgsec" (412.5 ft. -lb.
per sec. per sec). In designing the experimental arrange-
ment of the apparatus it was recjuired to be able to deter-
mine tlie actually occurring maximum shock, the time of the
shock, the instant of pressure variation, and in addition
it was desired to be able to investigate separately each of
the four shocks correspt)nding to one revolution of the en-
gine. The shock occurring in the crank pin bearing pro-
duced a trembling in the connecting rod. If one assumes at
both ends of the rod a sufficiently large amount of play,
(hen the connecting rod at the instant of the shock may be
considered as a mass having a free motion of flight and
the force producing the shock will communicate to this
mass a corresponding acceleration which increases in the
same proportion as the force of shock, attains its maximum
simultaneously with it, and then begins to decrease also
simultaneously with if. If now there be a small mass .1
as in Fig. 8, which is i)ressed against a certain body B by
means of a weigiitless spring C and if the entire system
lie accelerated in the direction of the axis x — y then as the
acceleration h increases, the pressure between A and B w'ill
decrease more and more and at the instant where h equals the
tension of the spring, it will become 0. If 6 be increased
still more, then .4 will get free from B and the two bodies
will come back into contact only after the tension of the
spring again exceeds the acceleration (no attention is here
paid to oscillatory iihcnomena).
If now such a device as shown in Fig. 8 be placed on a
connecting rod in sucli a manner that its axial direction be
])ai'allcl to 3- — y, then with the maximum force of shock P
kg, a certain definite maximum acceleration h msec~^ of the
connecting rod in its axial direction will be produced, and
by varying the spring tension F, the aiiparatus can be ad-
justed in such a manner tliat the mass m will be either just
in contact with A or in such a position that it could not
be brought oat of contact with it. Whether this happens,
can be detei-miued by insulating A from the spring and con-
necting A and B with the poles of an electric circuit : at the
instant when the current is interrupted in the circuit, one
can say the bm = F where b is acceleration of B with re-
spect to A in msee~^, m is the mass of .1 in kg.m~'sec", and
/•' is the tension of the spring C in kg. If further M be the
total mass of the connecting rod including the mass of
li kg.m"^sec', then the force applied to the connecting rod
M
will be P = Mb = — F. This gives a simple way to meas-
m
ure the force of the shock P which otherwise is not easy
to determine, from the tension of the spring /•' which can
be easily measured. The author calls this apparatus " shock
meter " and describes fully its actual construction which
involves quite a complicated system of electrical connec-
tions.
As the lack of space does not permit a com])lete abstract
of the article, only the main results of the investigation are
reported here. " The Position of Pressure Variation " can-
not act as a criterion for the strength and danger of the
shock: the shock at the dead center can be just as innocu-
ous as in the middle of the stroke. The speed of revolution
of the engine has a certain influence on the jiressure rise per
second of the over-pressure line, the latter being propor-
tional to the speed of revolution, yet the speed of revolution
does not appear to have any further influence on the force
of siiock. P is a function of only the " pressure rise " per
second of the over-pressure line, dimension of play, and
lubrication. With inereasuig play the strength of the
shocks increased and then either decreased, or increased less
rapidly, in accordance with the kind of pressure variation
and of lubrication, which is due to the fact that where there
is a larger play, the admission of the oil is more effective.
The kind of lubrication has a material influence on the force
of shocks, poor lubrication producing hard knocking. A
very slight oil pressure is required to reduce to a consid-
erable extent the strength of the blows, and higher oil pres-
sures improve the condition still better but not in propor-
tion to the increased oil consumption. The present article
is a valuable extension of the former investigations such as
those of Stribeek.
Thermodynamics
Investigation of the Heat Conductivity of Refrac-
tory Materials (Vntersuchungen iiber die Warmeleitf'dhig-
l-eit feuerfester Bniistoffc. Stnhl und Eisen, vol. 34, no. 20,
]j. 832. 3 pp., 2 figs. e). The present article, which is a
communication from the Royal Laboratory for Testing Ma-
terial at Berlin-Lichterfelde West, in the fii-st place criti-
cises the methods used for the determination of heat con-
ductivity of refractory structural materials. The process
often used hitherto and known as the calorimetric method,
consists in heating up from an external source a face A
of a plate made of tlie material investigated, and measuring
by means of a water calorimeter the heat coming from the
opposite face B of the plate after a normal state of oper-
ation has been attained. This process has been very much in
favor because it makes it possible to obtain a simple for-
mula for the calculation of heat conductivity, but it has
many experimental difliculties and is reliable only when the
(low of heat in the caloi'imeter is al)solntely uniform: fliat
ENGINEERING SOCIETIES
0151
is, when each particle of the area of the heated face ^1 com-
muuieates its heat to an equally large particle of the area
of the opposite face B of the plate. If this condition is not
satisfied, as has heeii for instance the ease in some previous
experiments, then the values of conductivity obtained may
contain errors as high as 100 to 200 per cent. This condi-
tion of a uniform flow of heat is extremely diflicult to secure
when the calorimeter process is used and if by a special com-
plicated method one manages to satisfy this particular re-
quirement, man_y other sources of error are likely to arise.
The calorimeter method has. therefore, been set aside in the
present test and another method briefly described has been
used instead.
The test plate was built in in a wall made of stones of
the same or similar kind, Fig. 9A. The experimental plate
(as well as the surrounding bricks) comes in contact by its
face A" with the plate P, made uji of a highly refractory
material. The latter is heated by means of a granular re-
sistance mass M (carbon granules) by means of a current
flowing through the electrodes B., and i?„. Actually, and
different from what is shown in Fig. A, the thickness of
the wall element in the diiettion uf tlie .\ axis (the lon^i-
x-a
f
1
:
—
—
^
^
w,
'-^
,^~
x.lS
/
r--
t-1
/
,-^
^
-♦
.^x
^
/
/
^
^'
/
^
-*
/
^
■— "
.5
/
/
/
^*'
F^
/
/
y
y
^
y'
/
}
,1
*
,/
'
f
f
/
9
A
—
— t.u"' Line
for o'- 00
7SIS
'/
/
Ot?s
?rvt
rf
.u
Lit
ie
/
/y
^
4000 6000 BOOO lOPOO ItpOO KOOO
?- t, Sec
Fig. 9 Ahhangement for the Determination of Heat Conductivity of
Refractory Materials
under an assumi)tion of various values for a', one may
calculate the position of the t ■ — u curves for various distances
A", these lines being called for the sake of distinction t — m"
curves. By comparing the calculated t — u" curves with the
t — u curves observed from actual experiments, one may draw
some conclusions as to a' which first shows the specific prop-
erties of the material tested and in the second place gives
information as to the law of its variation with temperature.
ENGINEERIXG SOCIETIES
AMERICAN INSTITUTE OF MINING ENGINEERS
BuUeliii, vol. SO, May 1914. New York.
Turbo-Blowers for Blast Furnace Blowing, Richard H. Rice
(abstracted)
Data pertaining to Gas Cleaning at the Duquesne Blast
Furnaces, A. N. Diehl
Is it Fea-ible to .Make Common Carriers of Natural Gas
Transmission Lines, Samuel S. Wyer
The Progress of the Metallurgy of Iron and Steel, Sir Rol)-
ert Hadfield
.Pressure Yariafion With Turbo Blower
_ , Pressure Variation wiffi Reciprocating Engines
. Mear
Curye 1
///? Reciprocating Eng:
-?es
■ ■ ^
'
1
1
1 t
time- seconds
Fig. 10 Pressure Curves of Turbo-Blowers and Blowers Driven- hy
Reciprocating Engines
tudinal nuildle lino along the experimental brick) was not
equal to tlie length of the brick, but two bricks were placed
side by side so as to make the thickness of the wall element
equal to two lengths of brick. In the longitudinal axis of
the experimental brick are located the soldered-in ]ioints
of the thermo-elements. as shown in the drawing. The
main thej-mo-elements were thus located at X = and
X = 1..5 cm measured from A",. All the other connections
were used only for the additional control of the tests. After
the heating current has been placed in circuit the tempera-
tures M„ at X = and ««j.- at X = 1..5 cm is read at regular
intervals of time by means of the thermo-elements and in
tliis way two curves aje obtained with T in seconds as
abscissae and the temjieratures w„ or ?(,.5 as ordinates.
(Fig. B.) These cur\es may be called t — ;( cui-ves; tlie tem-
perature u is not the actual temperature, but the excess
over the temperature of the external air at the point of
measurement. If the heat conductivity of a material is
called k. its specific heat c and its weight per unit of volume
s, then a' = - is the so called temperature coefficient of
c.s
conductivity which, just as k, is a function of tlie tempera-
ture ?(. If one assumes that o" is constant, that is, inde-
pendent of temperature, from the shape of the u„ curve and
Turbo-Blowers kor Bl.vst Furxace Blowixg, Richard II.
Rice (22 pp., 9 figs. d<jp). The paper presents a review of
the experience gained and the present state of progress in
llie design of turbo-blowers for blast funiace blowing. On ac-
count of lack of space only certain parts are here abstracted.
It has been frequently contended that the blast from the
reciprocating engine is just as steady as that from the turbo-
blower and that pulsations due to intermittent discharge
from air tubs were smoothed by the frictional resistance of
blast main and stoves. In order to settle this question a
special measuiing instrument devoid of inertia was designed,
making it possible to obtain a record of the pressure varia-
tions in the blast. The record shown in Fig. 10 was made on
a furnace working on Southern iron and at the time it was
blown with reciprocating engines there were four engines
in use, two of which had steam cylinders 84 in. in diameter
and air cylinders 81 x 60 in. stroke, while two had steam
cylinders 14 in. in diameter and air cylinders 84 x 60 in.
stroke and were operated at an average speed of 40 revo-
lutions per minute, giving a total displacement of about
60,000 cu. ft. of air per minute. They were of the vertical
long- crosshead type equipped with Corliss air inlet valves
and modified Rejiiolds type discharge valves. The curve
obtained when operatins- in this manner apparently consists
0152
EXGIXEERIXG SOCIETIES
of a primai-y \va\e and a seeoiulary wave, the first being
due to tlie discliarge of the reciprocating cylinders while
the secondary waves may be caused by the fluttering of the
discharge valves. In contrast with this is shown a compara-
tively flat curve of pressure variations observed with the
turbo-blowers. The article describes also the design of a
constant volume governor for centrifugal compressors and
gives some data on the performance of reciprocating steam
engines, gas blowing engines and turbo-blowers, but comes
to the conclusion that the gas consumption of the recipro-
cating steam blowing engine is so high as compared with
that of a turbo-blower that it is not possible with any form
of blowing engine to come within reasonable range of the
turbo-blower in this respect. The steam practice of blast
furnace and steel works is hopelessly behind the times and
needs entire revision, but with the introduction of the tur-
bine-driven plant in which modern economical steam prac-
tice is applied there is a lower cost of operation, less stop-
page and loss of pi'oduct, and a larger product for the same
furnace and one of better quality than by any other prime
mover now in use for the i)uri)ose.
AMERICAN SOCIETY OF NAVAL ENGINEERS
Journal, vol. 26, no. 2, Ma/j 191i. Washington, D. C.
Operation and Trials of the U. S. Fleet Collier " Jupiter,"
S. M. Robinson (abstracted)
Designing a Foundry for a Navy Yard, F. M. Perkins
The Breguet Ejectair, M. M. Delaporte
Oil Burning, John J. Hyland
The Desirabilitv of Using High Mean RefeiTed Pressures,
H. C. Dinger
The Effect of Mixing Oils in Forced-Lubrication Svstems,
G. S. Bryan (abstracted)
Gearing and the Electric Drive, H. C. Dinger
Empirical Fomiula tor the Weight of Steam Passing
through a Venturi Tube, John B. Grumbein (ab-
stracted )
Opebatiok axd Trials of the U. S. Fleet Collier
"Jupiter,"' S. M. Robinson (12 pp., 5 figs. eg): The
article describes operation and trials of the U. S. Fleet Col-
lier Jupiter, equipped with an electric system of transmis-
sion between the turbine plant and propellers. The ma-
noeuvering qualities of the electric drive have proved to be
highly satisfactory; when the resistances are in, the opera-
tion is practically instantaneous and this makes it possible
to use the engines to help the rudder. There are several
conditions of operation which are peculiar to the electric
drive. One is that if operated at all, both motors must go
at the same speed ; that is to say, it is not possible to go full
speed aliead on one of the motors and slow astern on the
other. Another peculiarity is that when the ship turns the
inboard screw does not slow down but keeps the same speed
as the outboard. Tiiis results in a slightly larger turning
circle, at liigh speed, but apparently the increased pressure
en the rudder under these conditions nearly makes up for
the effect of the higher speed of the inboard screw. One of
the advantages noted in the behavior of the electric drive at
sea w'as the total absence of racing. The governor so effectu-
ally prevents this that even with bad pitching there was no
change in speed of the motors when coming in or out of
the water. Another advantage of the governor is the gi'eat
accuracy with which any desired number of revolutions can
be maintained. The control wheel once set will maintain
tiie same speed within a small fraction of a revolution for an
indefinite period of time, regardless of changes in vacuum
or steam pressure.
The article gives data of tests in the form of tables and
curves. The ship liad a water consumption per s.h.p. hour
in the 48-hour test of 11.68 lb. (turbine) and in the •24-hour
test 12.31C lb. fuel consumption in pounds of coal per hour
per s.h.p. 1.662 and 2.5050 respectively, developing 15.9 and
4.48 (?) s.h.p. per square foot of grate surface and 2.82
and 4.43 knots per ton of coal.
The Effect of Misixg Oils ix Forced-Lubrication Sys-
tems, G. S. Bryan (10 pp., 2 figs. e). In the Service of
the United States Navy trouble has been experienced in the
forced-lubrication systems of main engines and turbines
and it has been frequently suggested that this trouble might
possibly be due to the mixing of two or more oils in the same
system. In order to decide whether or not mixing oils had
any harmful effect, a series of tests was undertaken at the
Engineering Experiment Station at Annapolis with eight
oils, five of which were parafiine base and three asphalt base
oil. The test was divided into three general parts: (a) tests
in oil testing machine, (h) chemical examination for condi-
tion of refinement and determination of the physical consti-
tution before and after use in above machine, and (c) test of
oils mixed with steam and water. A special oil testing ma-
chine has been constructed to reproduce forced-lubrication
conditions. These tests have demonstrated that no harmful
effects result from mixing any or all of the oils tested. It
is believed that the eight oils tested are representative enough
to cover the field of oils for forced-lubrication and that the
conclusions drawn from these tests will apply to all straight
mineral oils used in forced-lubrication systems. The article
gives also some data on mixtures of oil with steam and
water and " separated matter '' obtained. This " separated
matter " took the form of a thick jelly-like emulsion. The
same cliaracter of emulsion was formed by bubbling steam
through the oil for a few minutes; when the mixture was
stirred under 50 lb. steam pressure, the emulsion disap-
peared and a different kind of " separated matter " made
lis appearance.
Empirical Formula for the Weight of Steam Pass-
ing THROUGH A Venturi Tube, John B. Grumbein (2 pp.,
1 fig. et). The author derives a new formula for the
weight of steam passing through a venturi tube, different
from the Rankine formula. Fig. 11 gives the results of a
series of actual experiments on the venturi meter as com-
pared with the calculated results from the Rankine formula
for the flow of steam through orifices. The dotted line cor-
responds to zero error, the full line to the results obtained
by the Rankine formula; these results were 4.9 per cent
greater than indicated by the Rankine formula and the ex-
periment indicates that the coeflicient 42 employed by Ran-
kine for orifices should be replaced by 40 for the venturi
tube. For the venturi meter the author modifies the Ran-
kine formula as foUows :
11' = a.p, 0.030(i2( ^1
where W is jDounds per second, o, area of the throat in
square inches, p, pressure in tlie throat, pounds per square
inch absolute, P, pressure entering meter, pound per square
ENGINEERING SOCIETIES
0153
inch absolute. The fomiula lias been devi'ldiicd in tla'
laboratories of Sililey College.
ASSOCIATION OF ENQINEERINQ SOCIETIES
Journal, vol. 52, no. -j. Mm/ I'Jli, St. Louia, Mo.
Timber Conservation and Presorvatinn in the United States,
E. L. Powell
New Turbine Pumps of the St. Louis Water Works, L. A.
Day (abstracted)
Engineering- and Accounting (Discussion).
New Turbixe Pumi's of the St. Louis Water Works,
L. A. Day (13 pp., 4 figs. de). The article describes the
steam turbines and centrifugal pumps of the St. Louis Water
Works. Some time ago when the safe working capacity at
the Chain of Rocks Station in St. Louis had been reached,
it was decided to replace two 20,000,000 gallon AVorthington
pumps witli centrifugal pumps of greater capacity, namely,
two 40,000,000 gallon pumps. Two such pumps of the re-
2000
1500
43
%-^
T
//
/
//
/
'/
y
//
/
i/'
/
//
/
^
/
/^
1000 2000 500O 4000
FLOW IN POUNDS PER HOUR BY
EXPERIMLNT
Fig. 11 Curve of Flow of Steam through a Venturi Nozzle
ciprocatmg type would have cost approximately .1;230,000,
the duty in feet pounds of work per thousand pounds of
steam of the reciprocating type being approximately 150,-
000,000. Two 40,000,000 gallon turbine centrifugal pumps
cost $55,000 with an average duty of 94,000,000, while the
maintenance cost iu the first case would be about $780 per
pump per year and in the second $550. In capitalizing the
investment the following formula was derived :
:i^l^+F(.- + rf)+i + M = c'
where A is the total number of gallons pumped per year,
IT' weight of a gallon of water, II average total head in feet
pumped against, P cost of steam per 1000 lb., D average
duty in foot pounds per 1000 lb. of steam, F total invest-
ment, i rate of interest on investment, d rate of depreciation,
L yearly cost of operating labor, M yearly cost of miscel-
laneous expenses of operation, C total cost per year. Solv-
ing for C with both types of pumps, a difference of $13,000
was obtained in favor of the turbine driven pump, which
means that in a little more than four years the centrifugal
pumps will have paid for themselves. Needle ice suspended
in the river water during the winter and sand throughout
the year are additional important reasons for installing
centrifugal pumps. On account of these conditions, a con-
tract was given for two De Laval 525 h.p. steam turbine
driven centrifugal pumping units each to have a capacity of
42,000,000 gallons in 24 hours working, under a total head
hicluding friction iu the suction and discharge pipes of 46
ft.; a capacity of 40,000,000 gallons under a total head of
50 ft. and a capacity of 30,000,000 gallons under a total
iiead of 63 ft., the 46 and 63 ft. heads being the minimum
and maximum heads at tliat station, due to the different
stages of the river throughout the year.
Each pumping unit consists of two single-stage double-
suction 24 in. volute pumps without diffusion vanes and
v\-ith impellers ot the closed type. Tiic double suction im-
peller practically eliminates end thrust, but a marine thrust
bearing is provided at the end of the pump shaft to take
care of any thrust, which might occur if for instance some-
thing should become lodged in one side of the impeller and
jirevent the proper filling of the pump on that side. Al-
though manganese bronze proved satisfactory. Government
l)ronze will be used when the impellers require renewal be-
cause it can be much better cast than manganese bronze.
The pump case is horizontally divided through the center of
tlie main sliat't, and when the pump case cover is removed
an examination of all working parts can be made without
disturbing any of the pipe connections. The only moving
parts are the shaft and impeller and the only wearing parts
are the wearing rings, bearings and shaft protecting sleeves
Fig. 12 Bearings of the Turbine Pumps of the St. Louis Water Works
(Fig. 12). The stutfiug boxes contain soft packing with a
hollow skeleton ring in the middle of the packing to which
clear water under pressure is admitted forming an air
tight seal and preventing loss of suction. The shaft in the
stuffing box is protected by a bronze sleeve which forms a
ijearing for the packing and can be easily removed when
worn or scored. The shaft jjroper being thus subject to no
wear.
The final tests have given the following results : Head,
53.06 ft.; delivery, 42,900,000; duty, 96,800,000; head,
55.46 ft.; delivery, 30,040,000; duty, 93,800,000. The im-
pellers were changed after installation and the following re-
sults obtained: Head, 58.86 ft.; delivery, 38,480,000; duty,
104,100,000; head, 62.15 ft.; delivery, 36,458,333; duty,
101,600,000.
Answering cjuestions in the discussion which followed, the
author stated that the best speed at which the pumps should
run is to a great extent a matter of calculation and it is
likely that as far as the exact speed is concerned each pump
would have its own particular characteristic. For instance,
tlie design of the wearing ring would affect the capacity of
the pump and the builders themselves have constants which
they use and of which they did not inform the purchasers.
The speed is not changed with the change of head. The me-
chanical efficiency of the aggregate will run around ninety-
five per cent over all, vacuum being 27 to 28 in. ; at full load.
0154
ENGINEERING SOCIETIES
the steam poiisuniptidii was 15.1 11).; at onc-lialf load Ki.'i
and at tlire<'-i)uarteis load 10.1 11).
AUSTRALASIAN INSTITUTE OF MINING ENGINEERS
I'ructcdini/n, .Vfii; Scrips, no. I-'l, lUIl, Mclhuunn .
Tin: Requikeme.vts of Econo.mical Winding, J. Arm-
strong Turnbull (43 pp., 37 tigs. p). The paper describes
the main points for special consideration regarding winding
engines used in connection with vertical and inclined shafts.
The article is of a i)ractical nature and on account of lack
of s))ace only certan few points will be referred to here.
Head flames are usually constructed of wood, owing to its
sui)posed cheajjuess. Wooden head frames, however, require
quite a number of e.xtra members; not from a load resist-
ing point of view", but from the standpoint of mechanical
construction. As an iron or steel frame can be designed so
as practically to reduce redundant members to a very small
degree, often the iron or steel frame is the cheaper of the two.
besides having a life at least four or six times longer than
that of wood. The pit-head |)ulleys should be at least three
(juarters tlie diameter of the winding drum and, preferably,
the full diameter of the latter. The losses due to these pul-
leys are directly proportional to the weight of wheel, its
load and diameter of journals multiplied by the revolutions
per wind. Hence, these wheels should be large in diameter,
and have as small journals as is consistent with strength.
It is, however, necessary that the total weight of head pul-
leys should be kept low, for other reasons than frame strains,
viz., in the case of a heavy pulley where the inertia may
exceed the rope load, the wheel may continue to revolve
after the wind is finished and injure the rope. All winding
shafts should be eciuipped with cages having the following
automatic safety appliance: a spring buffer draw-bar, in
addition to the usual suspension chains and adjusting
screws ; safety catches to grip either wooden, iron or pliable
slides and automatic stops which cannot be tampered with
unless the cage is resting on the shaft catches; overwinding
automatic disengaging hook; and a special set of additional
catches with adjusting screws placed in the head frame so
that the cage or skip when in the overwound position will
just press through them and be not more than 6 in. above
them when unhooked. The saving of property in the event
of an acciilent more than compensates for their initial and
maintenance costs. The author discusses in detail the con-
ditions of balancing on the engines and comes to the con-
clusion that it is very necessary to keep down the size of
winding rope as this causes the largest amount of unbal-
ancing effect on winding engines. He discusses further the
principal methods of balancing winding engines, among
others tiie continuous rope systems known as the Koepe and
Whiting. It appears, however, that the introduction of any
of these systems of winding acts not so much as a means
of balancing as a means of reduction of rope abrasion,
although these systems especially lend themselves to tiie
suitable application of the tail rope as a balance. The
author describes in detail and illustrates the construction of
winding engine cylinders and the question of their clear-
ances. The acceleration required in a winding engine is per-
haps one of the most severe requirements that steam engines
are ever called upon to meet and to ensure the best operating
conditions the automatic governor-control cut-off must act
within tlie first two revolutions of the winding drums, and
it is most important that there be no hesitation on the gov-
ernor's I'art in getting up to speed. The author discusses
also in considerable detail the brakes used on winding engine
drums as well as the automatic stop motions, and passes on
lo a brief discussion of electric winding engines.
EIGHTH ANNUAL CONFERENCE OF WEIGHTS AND
MEASURES
Washington, D. C, May 1913 {abstracted from manu-
script).
Scale Con.struction, A. Bovsfield. It is of a great ad-
vantage to weigh freight cars in motion, but to do this well,
the lever system of the scale must be sufficiently hea\'y to re-
sist, without undue deflection, the effects of the moving
loads and the platform must have j^erfect freedom of motion
in both planes and if moved slightly from its normal posi-
tion, must return promptly to i^osition and balance. The
suspension or jiendulum system of scale construction ap-
])ears to be the most accurate that has yet been evolved and
for weighing loads is superior to old rigid bearing types.
There are tliree distinct types of levers used in scale con-
struction. The straight line solid lever type is particu-
larly well adapted to track scale work, where great rigidity
is an all important feature. The straight line trussed lever
type is well adopted to w^agon scales where platforms are
large and the capacity light. Pipe or torsion levers are
adopted to scales which are to be applied to hopper and
charging cars. The principal objection to this type of lever
IS that for heavy capacities the cylindrical portion has to
be made very large and heavy, in order to resist the com-
bined Ijeiiding and torsional strains induced by the loading.
If, howe\'er, long fulcrnms are used and the bending and
torsional stresses kept low, rigid and accurate scales can be
designed and built with pipe levers. In designing scale levers,
it is necessary not only to consider the safe working stresses
lo which the various materials used may be subjected, but
the deflection of the levers under load must also be consid-
ered, as one of the sources of error in a scale is the elasticity
of the material. Bending and twisting of the lever system
tends to change the multiplication and produce alterations
in the state of equilibrium. If the size of important mem-
bers is so reduced as to produce excessive stresses, accuracy
will be materially sacrificed when the scale is loaded to full
capacity.
Pivots and knife edges may be considered as infinitely
smaif icillcis, rolling upon their foundation or bearings.
Either a perfectly flat bearing or one whose surface is
forine<l by a large radius is better than a sharp V bearing
since with the latter an element of friction is introduced.
In some types of special construction the V bearing is a
necessary evil. The correct angle for knife edges and
pivots has never been very definitely determined. The angle
of 90 deg. gives good results for heavy loads, but for scales
of light capacities a sharper angle is desirable and for
scales up to 150 lb. capacity may be 45 deg. The end to
1)6 aimed at in establishing the correct angle for pivot and
knife edges is to determine the angle which will enable the
jiivot to support the greatest load with a minimum wear
under all conditions. There is a general agreement among
scale designei-s that the greater the load, the greater should
be the angle of pivot or knife edge. The bearing pressure
per lineal inch of knife edge has an imjiortant bearing on
ENGINEERING SOCIETIES
0155
tlie enduring aecuraey of tlif luechanism in scales subjected
to heavy loads in motion. A load of 5000 lb. per lineal
inch will be found sutliciently high. The material almost
universally used for knife edges and bearings of large scales
is steel. Tlie contact surfaces should be extremely hard
while the remainder of the structure should retain tough-
ness and ductility.
In designing levers for scales wliich are subjected to
severe shocks due to the effect of moving loads, an allow-
ance of 100 per cent for impact should be made. It is poor
practice to stress the material up to the elastic limit, for
when this is done, undue deflection is introduced and this
will )irobably cause inaccuracies when the scale is loaded
to full cajiacity. Before construction work is started, cal-
culations should always be made to determine dellection. In
levers for heavy scales it is desirable to have the pivots ami
knife edges reinforced by projections cast integral with the
levers. Where the are of movement is large, it is desirable
to have the pivots placed on the neutral axis of tiie section
to insure an equal distribution of mass about the jjivot line.
There is nothing of greater importance in the manufacture
of scales than the sealing of the levers and beam. Levers of
large cajiacity should be sealed with test weights as heavy
as it is practical to handle. It is almost impossible to de-
tect slight discrepancies with light test weights. The notch-
ing and marking of the beam is an operation of precision
and it is almost impossible to manufacture a machine of
sufficient accuracy to do the work without its finally being-
sealed by a skilled workman.
In testing grain hopper scales of large capacity, such as
2000 bushels, the following method of procedure will give
good results: Sus])end a temporary framework from the
scale platform framing and place 2000 lb. of test weights on
each corner successively, testing the beam after each corner
has been loaded. When the loading of the last corner has
been completed, a load of 8000 lb. of test weiglits will be
placed upon the scale. Then run grain into the hopper
mitil the full capacity has been reached. Rebalance the
scale and remo\e the weights from each corner separately,
checking each corner respectively as it is unloaded. Grain
hopper scales work under almost ideal conditions since the
loads are gradually and steadily applied and removed.
What is probably the largest and heaviest track scale in
the world has been recently ("oustructed for the Norfolk and
Western Railroad. This scale is G8 ft. long and made in
four sections. 5 ft. 6 in. protective overlap is used at each
end giving a 57-ft. weighing rail. The main lever stands
are placed directly upon concrete foundation and all pock-
eting of piers is elimhiated. The scale is built on 0.75 per
cent grade obtained by tlie use of grade blocks placed under
the main girders, the latter being designed as a box chord,
and made in three sections so as to eliminate the objection-
able upward reaction of the extreme ends. The main levers
are cast steel with the load and fulcrum pivots 15 in. long
and with the tip pivots 7 in. long. The multiplication of the
lever system is 24 at the tip of the extension lever, 200 at
the tip of the fifth lever and a multiple of 400 at the butt
of the weighing beam. The main bearings are of the
suspension type, arranged so as to give perfect freedom
and also retain perfect alignment with the pivot edges at
all times and without movement of the lever system. The
main suspension links, the cross-bars and rockers are of
cast steel. Tlie maximum stress allowed in the members
under an assumed load of 100 tons is 0000 lb. per square
uich in cast steel, 2000 lb. in cast iron, 8000 lb. in structural
steel, all three in tension. These scales have been designed
for weighing in motion some especially heavy coal cars which
have recently been designed by the Norfolk and Western
Railroad.
OHIO SOCIETY OF MECHANICAL, ELECTRICAL AND
STEAM ENGINEERS
Jounutl, vol. 6, no. 2, 1914. Columbus, 0.
The Taylor Stoker Operating under Avei-age Conditions,
Horace Judd (abstracted)
Steam Boilers, Their Construction and Inspection, H. A.
Baumliart
(Centrifugal Boiler Feed Pum]is, Edward S. Adams
Uniflow Steam Engine, James H. Debes
The Taylor Stokki! Oi-kr-^tinc; uxdp:r Averaoe Condi-
TION.S, Horace Judd (pajier no. 192, 23 pp., 6 figs. eA).
Such stoker trials as iiave been reported have for the most
part been conducted under favorable conditions with boil-
ers and furnaces often of unusually large size and operated
under expert guidance. There has frequently been a query
among power plant men, however, as to whether the stoker
in units of moderate size and tended by the average fireman
would give the same favorable showing. The author (assist-
ant professor of experimental engineering in the Ohio State
University) during the past year has had an opportunity to
make a series of evaporative tests with ordinary attendance
at the boilers, and the boiler equipment working under
usual commercial conditions. Six of the boiler trials were
conducted in Marcli 1913 on a 250 h.p. Babcock & Wilcox
boiler of the cross drum type, forming the boiler ecjuipment
at the Troy Laundering Company, Columbus, Ohio, and
three trials were made on a 300 h.p. Flanner boiler of the
same type at the Power Plant of the Ohio State University,
Columbus, Ohio. The boilers at both places were equipped
with three retort Taylor stokers. The coals in the trials
at the laundry were soft coal from West Virginia, Hock-
ing and Pittsburg. Tlie line gases were passed to a Greene
fuel economizer of the usual manifold construction but of
unusually large size to give a large storage capacity of hot
water for laundry use. At the laundry 10 hours is the
average length of time during which the steam supply is
needed and this was taken as the duration of the trial with
readings every fifteen minutes and flue gas analyzed every
lialf hour from a continual drawn sample. The i-esults ob-
tained from the trials of the laundry indicate on the whole
a satisfactory performance for a boiler equipment of the
smaller size unit when operated under overload conditions
with the ordinary care of the average fireman. The stoker
is easily and rajiidly cleaned if the clinkers are not allowed
to collect to such an extent as to prevent the proper and
ultimate mixtures of air with the fuel. The ease with which
the dumping process is managed depends largely upon the
clinkering properties of the coal. For dump periods rang-
ing from two to three hours, the percentage of unburned coal
passing into the ash-pit averaged 4.36 per cent in seven
trials. With one hour dump periods, the average unburned
coal loss was 9 per cent, showing that the unburned coal
loss varied about inversely as the length of the dump in-
terval. It appears that sulphur gave the most trouble from
clinkering and in addition sometimes produced very unpleas-
ant fumes. The coal feed is uniform and positive and under
0156
ENGINEERING SOCIETIES
control tliroutrli tlie speed regulator on the fan engine. For
the different kinds of coal used, the average rates of eombus-
tion are given in Table 3. Close air regulation is also pos-
sible. During the tests at the laundry, owing to the e.x-
tremely variable load, the draft over the fire showed a wide
instantaneous variation ranging from a ])ressure slightly
above /^ei'o to as nnicli as 0.0.5 suction, tiiough the average re-
suits were fairly unitorin. The smoke observations were
taken witii a Ringelniann smoke chart at tiio heaviest load
period during cacli day's run and showed about the same
degree of density lor each day. The overload capacity and
efficiency is shown in 'I'ablc 4 which contains the average
results for the coniliined bdiler, furnace and grate efficiencies
at overload capacities for the nine trials. The trials show-
ing the lowest efficiencies were those wlien Pittsburg No. 8
coal was used. This coal gave the most trouble in clinkering
and also s<'ciiicd (o be a higher coking coal than the other
two kinds used. The extreme fluctuation in the load of the
laundry made it dilficult to regulate the thickness of the fire
and this fact emphasizes the need of maintaining a boiler
test for at least ten hours unless tlie load should remain
fairly uniform. These results do not give the high efficien-
cies obtained in trials where the load is carefully regulated,
fine gas conditions watched and the combustion adjusted
so as to reduce the furnace losses to a minimum. But even
in tliese tests made as far as possible under average operat-
ing conditions, it appears that a fairly high overall elficiency
for the Taylor type of stoker is within reach of the average
fireman. The factors chiefly controlling the efficiency of a
Taylor stoker at overload capacity appear to be: the size of
unit, per cent of overload, character of coal, the use of in-
dicating boiler room apjdiances, and the intelligence of the
fireman, the latter l)eing without doubt the factor of most
ini|iortnnce.
TABLE 3 .WEK.VC.E R.\TEt< OF COMBUSTION FOR DIFFERENT
CO.\LS
TABLE 4 OVERLOAD CAPACITY AND EFFICIENCY
Lb. per
Rev. of
Coal per hr.
Coal per
Trial
Kind of Cojil
retort
stoker
per sq. ft.
hr. per
No.
per rev.
per hr.
grate
boiler h.p.
1
W. Va. Splint
15
36,0
39 3
3.78
2
W. Va. Splint
10.1
32 8
38.4
3,72
3
Hocking
14 8
36 3
39
4 31
4
Hocking
1.-) S
41,0
47 5
4,73
.■■i
I'itts. No. S
l.'j 9
38.4
44 5
4 19
B
Pitts. No. 8
15,9
3B 8
42,8
4 21
7
W. Va.. Fairmont
Region
15 S
38 5
35 fi
4 00
8
W. Va., Fairmont
Region
Hi B
41.7
46 ()
3,96
9
W. Va.. Thacker
Coal FMs.. wash.
17 3
51 8
56 2
4,36
Equiv.
Equiv.
Efficiency
Coal per
Per
Evap.
Evap.
boiler,
hr. per
B.t.u.
Trial
Cent
per lb.
per lb.
grate
boiler
actual
No.
Rating
actual
coal
comb,
burned
and
furnace
h.p.
coal
Radia-
tion,
etc.
-
126
8,49
10,75
07.0
4.06
12184
12,78
3
149
S 03
10,97
69,9
4 31
11164
5 65
4
165
7 31
10,17
B7.1
4 73
10570
8.39
B
lfi7
8 24
10,09
63.5
4,21
12582
12 93
2
171
9 2B
11 86
72 5
3,72
12375
1.25
1
172
9 15
11,02
69.9
3,78
12697
7.19
5
176
8 25
10 17
66 3
4 19
12067
9.75
S
167
S 71
65 8
3 96
12830
12,48
9
186
7,96
10,11
59,0
4.34
13120
15.82
av.4.15
SOCIETY AND LIBRARY AFFAIRS
LI
PERSONAL NOTES
Nicholas S. Hill, Jr., consulting engineer of New York,
sails for Europe on July 7 for the purpose of making an
investigation and study of the German and English water
and sewage plants. He will return to this country about
September 1.
Jay G. Coutant, formerly engineer of plant of the Lima
Locomotive Corporation, Lima, Ohio, who has specialized
in the burning of powder fuel and water gas, has taken up
the same work for the Railway Materials Company, Chicago,
111.
A. A. Potter, for several years professor of steam and
gas engineering at the Kansas State Agricultural College,
was made dean of the engineering division and director of
the engineering experiment station of the same institution.
Mr. Potter will still retain the professorship in steam and
gas engineering.
Daniel Webster Mead, professor of engineering in the
University of Wisconsin, Madison, Wis., has been appointed
a member of a Board of Engineers for the prevention of
floods in Eastern China through a .$20,000,000 lerlamation
project.
Alexander G. Christie, associate professor of steam engi-
neering, University of Wisconsin, has been appointed asso-
ciate professor of mechanical engineering in the College of
Engineering which .Johns Hojikins LTniversity is now organ-
izing and building.
Harry L. Brunger lias become at'liliated witli (he Aultman-
Taylor Machinery Company, JIansfleld, Ohio. He was until
recently in the employ of M. Rumely Company, La Porte,
Ind., in the capacity of chief draftsman.
Theodore A. Leisen has been appointed general superin-
tendent of the Board of Water Commissioners of Detroit,
Mich. He was formerly associated with the Louisville Water
Company, Louisville, Ky.. as chief engineer and superin-
tendent.
Arthur M. Crane, lale sales manager of tlie Permutit
Company, New York, has returned to the New York Conti-
nental Jewell Filtration Company, New Y'ork, and will have
charge of tlit pressure filter business.
Arthur .1. Beerbaum has accepted a position witli the
Western Electric Company, Chicago, 111., in the plant engi-
neering dejiartment. He was formerly associated with The
Arnold Company of the same city, in the capacity of ilrafts-
man.
William Floyd Lee, chief engineer of C. W. Hunt Com-
pany, Inc.. AVest New Brighton, S. I.. N. Y., at a recent
meeting of the Board of Directors, was elected vice-president
and chief engineer of the company.
Frederic E. Pierce has terminated his connection with The
New Jersey Zinc Company, New York, in whose employ he
has served for o\"er 15 years in various capacities, for the
latter part as chief engineer, and has opened an office to
engage in consulting work in civil and metallurgical engi-
neering.
R. H. Danforth, who has been for the past six years con-
nected with the U. S. Naval Engineering Experiment Sta-
tion and the Post Graduate Department of Engineering of
the U. S. Naval Academy, Annajiolis, Md., has been aji-
pointed professor of mechanics and hydraulics at Case
School of Ajjplied Science, Cleveland, Ohio.
STUDENT BRANCHES
KANSAS STATF; A(iBICULTURAL COLLEGE
On May 18, Leland C. Ange\-ine, chairman of the Student
Branch at tlie Uni\ ersity of Kansas, gave a talk on the work
of his Student Branch, telling of its success and general
plan.
Chief Engineer Polling gave an illustrated lecture on the
Metropolitan Power Company of Kansas City, Mo., ex-
plaining in detail tlie operation of tlie units of power pro-
duction and the method of handling the coiidensors.
R. J. Taylor, senior student, gave a discussion of the Kan-
sas City, Mo., AVater Supply, explaining the treatment of
the water to remove the impurities and render it tit for use.
LEHIGH UNIVEIiSITV
On May 19, Lehigh University Student Branch elected
I he following officers: A. V. Bodine, president; E. P. Hum-
|direy, bursar; H. A, Brown, secretary; P. G. Do Huff,
librarian.
OHIO STATE UNIVERSITY
On May 2S, tlie Ohio State Student Branch held a fare-
well bancpiet in honor of the Senior Students in mechanical
engineering. The following officers for the ensuing term
were elected: R. D. Rogers, chairman; C. L. Brown, vice-
chairman; W. W. Watson, secretary; K. W. Stinson, treas-
urer: R. M. Mathews, sergeant-at-arnis.
PENNSYLVANIA STATE COLLEGE
At a meeting of the Student Branch of Pennsylvania State
College, the followmg officers were elected for the first
semester of the next college year : C. F. Kennedy, president ;
V. D. Longo, vice-president; W. A. Blume, treasurer; D. E.
Hewitt, secretary. Reports were made by the chairmen of
the various standing committees and by the treasurer.
Mr. Meyers, a graduate of Stevens Institute of Technology,
spoke briefly on the manufacture of iron and steel.
UNIVERSITY OF CINCINNATI
The annual election of officers of the Student Branch of
the ITniversity of Cincinnati was held in conjunction with a
smoker on May 16. The following officers were chosen:
J. Dollman, president; R. Rickwood, vice-president; A. J.
La n ghammer, secretary-trea su rer.
Prof. John T. Faig, the honorary chairman of the Branch,
gave an address on Utilization of (joal. He discussed the
present methods of using the "black diamond," the subse-
quent nuisances occasioned thereby and remedial measures.
Special emphasis was placed upon the efficient utilization of
coal by tlie by-product coke ovens and upon the possibilities
in this field.
UNIVERSITY OF MICHIGAN
At a meeting of the University of Michigan Branch on
A])ril 23, the following officers were elected to serve until
January 1915: R. H." MUls, chaii-man; C. H. McClellan,
recording secretary and treasurer; J. R. Allen, honorary
chairman.
On May 18, J. R. McCoU gave his paper on Tests of
Vacuum Cleaners. Mr. McColl completed his talk with
a demonstration in which he showed his method of measur-
ing air pressures in vacuum systems and the effect of dif-
ferent sized orifices upon these pressures.
UNIVERSITY OF MINNESOTA
The regular meeting of the Minnesota Student Branch was
held May 7. .John Peoples ]iresented a paper on the Effi-
ciency of Rope Driving, which was followed by a discus-
sion.
A. L. Bneiiger who represented the Student Branch at a
meeting of the Executive Committee of the St. Paul-Minne-
apolis Section gave a report of the meeting.
On May 27, a special meeting wa.s held at which Max
Toltz of the St. Paul-Minneapolis Section addressed the
Student Branch in regard to being present at the Spring
Meeting of the Society.
UNIVERSITY OF JUSSOURI
The Student Branch of the LTniversity of Missouri held a
joint meeting with the Electrical Engineering Society on
May 4. Professor Hubbard gave an illustrated talk on the
Engineering Societies Building in New York.
At a meeting on May 18, F. H. Heileman gave a talk on
LII
SOCIETY AM) r.IBKARy AFFAIUS
heat treafod steel, the benefits derived fioni heat treatments
and the dil'ferenee between the strength oi' lieat treated and
alloy steels.
UXIVERSITY OF NEBI{.\SKA
Engineers week was held during May 4-9 at the Univer-
sity of Nebraska. The events included an address by II.
W. Stannard, on Scientific Shop Management, and a smoker
at wliic-h 250 students were present. All classes were sus-
pended on Friday and in the evening all the engineering
laboratories were open to visitors, about 2000 of whom in-
spected the equipment. The meclianical engineering labora-
tories were the center of attraction, and about 500 souvenirs
cast from aluminum in the foundry were given away to the
guests. A photograph of these souvenirs is given herewith.
The concluding event of the week was a banquet on Saturday
evening, at which 350 were present, Bion J. Arnold acting
as toastmaster. The speakers included Gov. T. H. More-
head ; E. J. Robinson, engineer of valuations of C. B. & Q.
R. R.; W. J. Provaznik, city engineer's office, Omaha;
George H. Tinker, bridge engineer for N. Y. C. & St. L.
R. R.; B. C. Yates, asst. chief engineer, Homestake Mining
Co.; H. E. Reagan, president U. S. Equipment Co., Chicago;
and Lieut. Col. Herbert Deakyne, Engineering Corps U. S. A.
On May 19, at a meeting of the Student Branch, the fol-
lowing ofiicers were elected : B. F. Merriam, chairman ; L.
L. Westling, secretary; D. W. Watkins, treasurer; and H.
S. McNabb, publicity man.
A special meeting of the Branch was held May 21, to
which the Engineers' Club of Lincoln was invited. B. F.
Hart of the National Tube Co. of Chicago gave a lecture
on the manufacture of steel tubing illustrated by slides and
three reels of motion pictures. The pictures showed the
processes of manufacture from the mine where the ore was
obtained to where the pipe was being shipped. After the
lecture, the meeting was open for discussion.
EMPLOYMENT BULLETIN
Thp Society considers it a spccinl obligation and pleasant duty to
W tlip nii'dinm of sccnrinc: positions for members. Tlie Secretary
j;ives tills his person.nl att.'nlion and is pleased to receive requests
botb for positions and for men. The published list of " men avail-
able " is made up from members of the Society. Notices are not
I'epeated except upon special request. Names and" records are kept on
the ofTiee list three months, and it desired must he renewed at the
end of such period. Copy for the Bulletin must be In hand before
the 12tb "f the month.
rosrnoNS .\v.ui..\ni,E
523 Salesman for offset printing presses.
524 Salesman who has been a success wanted by Penn-
sylvania concern; prefer a man who has had experience in
sale of boilers or stokers or large power plant apparatus.
526 General Manager who will be willing to invest ten
to twenty thousand dollars and thoroughly in sympathy
with modern manufacturing methods, wanted for concern
manufactni'ing niacliinerv of every profitable nature. Name
conliilciilinl. Apply by letter.
(iOl Com]iany in Middle West have opening in experi-
mental mechanical department for a responsible man ex-
jjerienced in machine design, capable of supervising the
work of draftsmen, following it through the shop and de-
veloping into practical operation.
604 A large company desires the services of a mechan-
ical engineer who is thoroughly familiar with and capable
of passing on locomotive and car design; preferably one
who has been connected with a railroad and has had prac-
tical as well as theoretical experience. Salary .$300 to $350.
Apply through Society.
605 Shop superintendent who is familiar with modern
shop practice and up-to-date manufacturing methods, for
factory located in the east and manufacturing light mechan-
ical and electrical devices. State experience, references and
salary expected.
609 Chief engineer to take charge of power plant con-
sisting of a steam and electrical plant. Location, Penn-
sylvania.
610 College graduate, preferably one who has been out
I wo or three years and acquired a little business experience
or acquaintance with business methods, would be employed
principally in demonstrating and selling mine rescue appa-
ratus, various styles of reviving apparatus employing arti-
ficial respiration and kindred devices; will be expected to
make occasional trips to the various coal fields, but would
be located at New York office the greater part of the time.
Man who has studied elementary chemistry and who is
something of a mechanic.
611 Salesman for Eastern states, for thermo-dynamie
a])paratus as feed water heaters, oil and air coolers, and air
heaters; also for condenser line. Location probably in
Boston.
612 Instructorship in mechanical engineering depart-
ment of university in Pennsylvania; prefer man with at
least one year's outside experience. Salary $900 to $1000.
613 ' Vacancy in the mechanical laboratoi-y division of
university in Pennsylvania; salary $1400 to $1500. Appli-
cant should have had both outside and teaching experience.
614 Wanted, mechanical engineer thoroughly familiar
with shop practice, resourceful in design and manufacture,
familiar with the fundamental principles of scientific man-
agement, capable of taking charge of a small factor^' of
fifteen men manufacturing mathematical instruments: would
be expected to start as draftsman until familiar with the
work; only those of good managing ability and push need
answer. Give full particulars and references. State salary
required to start. Location, Pennsylvania.
017 General manager for sawmill and timber company
in North Carolina; does not need to be an engineer but capa-
ble of handling large enterprise. Large tract of timber is
owned and 50,000 feet or more of timber handled daily.
Apply by letter.
620 Successful company manufacturing light machinery
desires to add one or more new products and will take over
the manufacture and sale of any device that has proven its
merit and for which there is a wide market. Name confi-
dential. Apply by letter.
621 Contractor wanted to saw out lumber from large
tract in North Carolina. Sales wiU be arranged. Apply by
letter.
JIEN AVAILABLE
G-700 Member, thoroughly familiar with the design of
gas producers, gas engines from 50 h.p. to .SOO h.p. and
Corliss engines for all purposes, such as pumping, blowing
and hoisting engines, air compressors and power plants, de-
sires position as mechanical entrineer or assistant mechanical
ensrineer.
SOCIETY AND LIBHAHY AFFAIRS
Llll
G-701 Student member, technical graduate with gas en-
gine experience, desire;? position in some gas engine line
where advancement may be obtained. At present in charge
of care, maintenance and operation of various gasolene en-
gines on large construction job. Would start at .flOO per
month.
Ct-702 Member located in Norway desires to act as rep-
resentative of American firms.
G-703 Mechanical engineer, technical graduate, S.B. and
M.M.E., with practical training and e.xecutive experience as
superintendent with large corporations in steel and auto-
mobile business, owing to acute depression of motor truck
industry, desires position as superintendent or manager of
a plant manufacturing a good line of mechanical product.
Location immaterial.
G-704 Member, technical graduate, with 13 years suc-
cessful teaching experience, will be open for position in
September as instructor of mechanical drawing and ma-
chine design and related subjects, or as superintendent of
shops in an engineering college or univereity. Would also
consider position as director or head of department of a
vocational or trades school. Can handle several lines of
shop work in both wood and metal.
G-705 Member, age 33, technical graduate, exiterienced
as chief di'aftsman and as manager of engineering and draft-
ing departments in manufacturing lines desires similar posi-
tion, or position as mechanical engineer, or assistant to
superintendent or manager.
G-706 Pennsylvania State College graduate, degrees B.S.
and M.E., age 31, married, with four years shop experience
and five years varied engineering teaching experience, de-
sires a position as instnictor in tJhe mechanical engineering
department of a college. At present teaching.
G-707 Member, ag'e 38, ten years experience in charge of
shops and departments, desires position as superintendent
or foreman, or practical machinist. Competent to oi'ganize;
thoroughly familiar with all modern manufacturing methods
and systems. Location immaterial.
G-708 Mechanical engineer with technical education, age
30, thorough training in power plant and locomotive test-
ing, desires position as mechanical engineer with large in-
dustrial corporation to take charge of power plants, equip-
ment, etc. Past four years connected with architect's office
as mechanical engineer in designing power plants, heating,
ventilating, electrical and plumbing installations for office
buildings, factories and large schools.
G-709 Member, age 32, at present designing special heavy
machinery. Has had varied and valuable experience in same
and in mill construction; original and practical ideas in de-
sign gained by ten years field and office experience. AVishes
to connect with company desiring ser\'ices of capable engi-
neer, supermtendent of erection or inspector. Location
secondary consideration. Minimum salary •$2100.
G-710 Member, age 33, married, at present employed as
inspector of mechanical ec|uipment in addition to large power
station, desires position as assistant superintendent of power
in large generating station, or with large engineering firm
designing or erecting power stations. Has had six years
experience designing and erecting power houses for indus-
trial plants and railroads.
G-711 Mechanical engineer, technical graduate with 15
years shop and mill experience desii-es important position
as plant engineer, or would consider taking an interest with
services in small manufacturing enterprise turning out me-
chanical goods.
G-712 Technically trained man with shop experience and
an extensive record at designing presses, dies and other sheet
metal tools, special automatic machines, and machine tools
for special purposes, desires emplo\anent along these lines.
G-713 Member, technical graduate, with experience m ex-
ecutix'e work of large corjiorations, desires position as works
manager or superintendent. Wide training and experience
in the items which are required of a corporation engineer,
such as the design of power plants and machinery, their con-
struction, maintenance and operation, purchasing engineer-
ing material, taking executive charge of all consulting work
including building construction of all kinds.
G-714 Technical graduate, 37 years of age, 15 years wide
experience in teaching manual training, mathematics, draw-
ing and machine design and meclianical engineering subjects,
desires a position with broader outlook. Would accept posi-
tion in a technical high school, industrial school or college
as director or head of department.
G-715 M. I. T. gi-aduate, with experience on instructing
staft' and in efficiency engineering and scientific management
in power, manufacturing and auxiliary departments, desires
furtlier work along these lines, or permanent executive posi-
tion with concern desiring energy and ability.
G-716 Associate, age 30, railroad and valuation experi-
ence with five large companies; also in mechanical and elec-
trical equipment other than rolling stock and structures.
Competent to serve with construction company, or as works
or purchasing engineer.
G-717 Junior, ten years practical experience, consulting
mechanical engineer with office in Philadelpliia, wishes to
aiTange with a company in that vicinity for part time.
G-718 Graduate M.E., executive, desires position where
wide engineering knowledge will be of value. Has served as
assistant vice-president and secretary of well known manu-
facturers of machinery. Duties included sales, advertising,
development of new ideas and general office management.
G-719 Member, age 40, mechanical engineer, going to
Europe for summer, would assume duties of engineering or
commercial nature for firms desiring representative; wide
experience in design, manufacture and sales of mechanical
and electrical equipments of power and industrial plants,
hoisting, conveying and special machinery, motor cars.
Fluent knowledge of German, Swedish and Danish, well
acquainted with engineering trade conditions and market
requirements in Northern Europe. Would consider perma-
nent engagement as foreign representative for reliable con-
cern.
G-720 Mechanical engineer, with ten years experience as
draftsman, designer, engineer and superintendent in marine
engines, hoisting and conveying machinery, cement machinery
and plants, general manufacturing and repair work.
G-721 Junior, age 31, married, foundry assistant super-
intendent or .engineer, with 13 years experience in shop,
drawing room and foundry, last four years specializing in
foundry efficiency work, installation and operation of equip-
ment. Designer of successful molding machinery, pattern
mounting methods, etc.; understands melting and mixing of
gray iron, malleable and crucible steel. Capable executive,
organizer and investigator.
G-722 Stevens graduate, nine years practical experience
on construction and electrical work, also sales experience;
wide acquaintance among engineei's, architects and builders.
G-723 Junior, age 38, sales engineer, experienced in
handling high-grade power transmission and mechanical spe-
cialties, desires to represent manufacturer; eastern United
States or England pi'eferred.
G-724. Junior, graduate mechanical engineer, age 26,
with three years sho)) and drafting room experience in loco-
motive construction, desires position with engineering or
manufacturing company. Location immaterial.
G-725 Member, mechanical engineer, age 42, married, de-
sires position in which good future can be expected : 14
LIV
SOCIETY A.\D LIUKAUV .U-IA I Its
yeai"s experience in tliafting, designing, supervising and ex-
ecutive positions, power plant work, heating, ventilating,
mill engineering and factory.
G-72t) Alechanical engineer, J 4 years experience on steam
station design and construction, with positions as chiet
draftsman, lesident engineer and superintendent of construc-
tion ; latelj' completed the installation of a 7500-kw. turbine
condensing plant in Canada. Location immaterial but pre-
fer to connect with New York concern. Can invest some
money if desired.
G-727 Junior, age 2U, experience in design, construction
and operation of steam engines, boilers, refrigerating ma-
chinery and ]>ower plant accessories; recently employed on
hydraulic dredging machinery and ijumps.
G-728 Mechanical engineer, age 38, married, 14 years ex-
perience in design, construction and operation, wishes posi-
tion with cement manufacturing company, recently super-
intendent of a 30U0-bl)l. plant; salary moderate.
G-729 Graduate University of Cincinnati, age 24, four
years experience as machinist, foundry experience, and one
year experience in power plant construction and design,
would consider position with good chance for advancement,
or as instructor in engineering or technical school. Location
immaterial.
(.)-7;;U ,luni(jr, age 27, married, ethciency expert, gradu-
ate mechanical engineer, unusual experience in industrial
organization methods, desires better opportunity. At pres-
ent employed.
G-731 Member, technical graduate, at present and for
several years past engaged in successful practice as consult-
ing engineer, especially experienced in power requirements
and equipment for mining and contracting operations, would
consider regular employment with substantial concern ; will-
ing to accept smaller prospective compensation in return for
greater regularity.
G-732 Student m'ember. technical graduate, desires posi-
tion in mechanical engineering line, preferably in gas engi-
neering field ; can f ui'uish best references.
G-733 Works manager or superintendent, age 'M, gradu-
ate mechanical engineer with broad experience in factory
work; have been esi>ecially successful in designing machin-
ery for interchangeable manufacture and organizing men
to get best results. At present superintendent of factory em-
ploying SOU men, but desires change.
G-734 Graduate mechanical engineer with 18 years ex-
perience as draftsman, checker, designer, estimating and
selling engineer i'or various kinds of gridiron and Corliss
engines, crank and flywheel pumping engines, air compres-
sors and special machinery, desires position as chief drafts-
man, selling or estimating engineer or office manager; thor-
ouglily acquainted with modern shop methods' of manufac-
ture.
G-735 Associate-JIember, mechanical engineer, age 29,
nine years exjjcrience gas engine design, four years gas trac-
tion engine development, extensive carburetor design, de-
sires position as designing engineer or superintendent of ex-
periments; can develop comidete motor for use of kerosene
or other low-grade fuel.
G-736 Associate-Member four years practical shoj) and
ofTiee cxiierienco in all departments of well known company,
desires to locate jiermanently with a first class concern as
sales manager or faclory superintendent.
G-737 Connnercia! engineer, M.K. 1904, Associate-Mem-
ber, knowk'dge of live languages, invites correspondence for
position wlierc tact with engineering skill will be apjire-
ciated.
G-738 Knergetic young man, age 21, graduate M.E. 1914,
unmarried, desires to enter ct)mmercial lield with manufac-
turing concern; have had some business ex])erience; location
immaterial.
PERIODICALS WANTED
Following is a list of periodicals which the Library
of the Lngineering iSocieties desires to obtain in order
to complete its list of reference sets. Anyone having
any of the missing numbers will confer a favor by
comiiiiuiicating with the librarian, W. P. Cutter, 29
West 89th Street, Xew York.
Acetylene Jocrxal. 1-13, 1899-1912.
acetvlen in wissenscuaft und industrie. 1-12, 1898-
1909.
Acetylene. 1-5, 1903-1908.
Aeronautical Journal. 1-12, 1897-1908.
Allgejieine Automobil Zeitung. 1-9, 1900-1908 (Berlin).
Allgemeine Bauzeitung. 1-date, 1836-date.
American Lcjiberman. 1-date, 1899-date.
Annalen der Chemie (Liebig's). 1-304, 1832-1909.
Annales des Mines Belgique. 1-8, 1896-1903.
Annales des Fonts et Chaussee. Memoires et documents.
Ser. 1-5; Ser. 6, vols. 1-16, 19-end of ser. ; Ser. 7; Ser. 8,
vols. 1-30, 36.
Lois decrets, etc. Ser. 1-5 ; Ser. 6, vols. 1-8, 10-end of
sei-. ; Ser. 7 ; Ser. 8, vols. 1-7, 8 pt. 1.
Personnel. All before 1889, and any issued to date.
Annales des Travaus Publics de Belgique. 1-date, 1843-
date.
Archiv fur Eisenbahnwesen. 1-30, 1878-1907.
Autogene Metallbearbeitdng. 1-date, 1908-date.
Berg uxd IIuttenmannische Zeitung. Vols. 1-21; 44, no.
30; 49, no. 14, 45, 51; 50, nos. 8, 47; 51, no. 19; 52, nos.
39,' 41 ; 42, 44-52 ; 54. nos. 2, 3, 4, 25, 26, 29, 30, 32 ; 55,
no. 10.
Beton UND EiSEN. 1-2, 1902-1903.
Braunkohle. 1-7, 1902-1908.
Brick. 1-42, 1894-1913.
Cejeent and Engineering News. 1-21, 22, no. 2, 1896-1909,
1910. •
Centralblatt der Bauyerwaltung. 1-33, 1881-1913.
Chemical Engineer. 1-4, 1904-1906.
Chemical Society of London. Journal. 1-26, 1849-1873.
Chemiker Zeitung. 1-10, 12, 1877-1886, 1888.
Chemische Industrie. 1-date, 1878-date.
Chemisches Centralblatt. 1-date. 1830-date.
Ciment (Paris). 1-date, 1896-date.
Connecticut Society of Civil Engineers. Papers. 1-25,
27, 1894-1909.
Contractor (Cliicago). 1-date. 1898-date.
Deutsche chemische Gesellschaft, Befjchte. 1-6, 1868-
1873.
Eisen Zeitung. 1-24, 1880-1903.
Electrician. Ser. 1, vol. 10 to end of series, 1886-1890.
Elektrische UND !Maschinelle Betriebe (Leipzig). 1-date,
1898-date.
Elektrochemische Zeitschrift. 1-8, 1894-1901.
Elektrophysikalische Rundschau. 1-3, 1910-1912.
Elektrotechnische Nachrichten. 1-date, 1905-date.
Feuer UND Wasser. 1-date, 1894-date.
FONDERIE MODERNE. 1-4, 1908-1911.
Gas World. 1-58, 1884-1913.
Gazetta chimica Italiana. 1-date, 1871-date.
Geographical Journal. 33-date, 1908-date.
Geological Magazine. 4 to new ser. decade, 5, vol. 5, 1867-
1908.
Geologisches Zentralblatt. 1-11, 1898-1908.
Gesundheits Ingenieur. 1-31. 1878-1908.
Gluckauf. 1-31; 36, no. 27: 38, nos. 2, 7. 1865-1902.
GuMMi Zeitung. 1-21, 1888-1906.
Haeder's Zeitschrift fur Ma.schinenbau. 1-20, 1893-1912.
Helios. 1-date, 1895-date.
Houille Blanche. I-IO, 1902-1911.
Ingenieur (The Hague). 1-24, 1886-1902.
Institute of Marine Engineers. 1-20, 1889-1909.
Institution of Engineers and Shipbuilders in Scotland.
1, 8. 1857, 1865.
SOCIETY AND LIBRARY AFFAIRS
LV
Iron Age. 1-23, 1855-1878.
Jern Kontortes Annaler. 2, 4, 13, 16, 17, 19, 20. New
Ser. 1, pts. 1-2; 3; 5-11; 12, pt. 5-end of vol.; 14-15; 28.
pts. 1-3, 6-end of vol.; 29, pts. 1-2, 4-5; 30, pt. 2; 31,
pts. 2-5; 54, pt. 1; 63, pts. 3-4, 1818-1908.
Bibang. All before 1828, 1829-1836, 1838-18(i7, lS(i9-
1899.
Ki'Sfister. 1817-1890.
Journal fur Gasbeleuchtuno. 1-51, 1858-1908.
Journal fur Praktische chemie. 1-date, 1828-date.
Journal of Gas Lighting. 1-22, 51-52, 56, 62-03, 93, 96,
99-108, 1850-1909.
KoNiNKLijK Instituut VON Ingenieurs (liasjue). Tijd-
sebrift. 1870-1903, 1906.
Marine Engineer and Naval Architect. 1-25, 1879-1903.
Metallrohren Indu.strie. 1-date, 1907-date.
Metallurgy (Paris). 1-32, 37, 40, 1868-1909.
Mining and Scientific Press. 1-9, 11-19, 24-33, 1860-1876.
Mining Journal (London). 1-47, 59, 1835,1877, 1889.
Mittheilunges aus Justus Perthes Geographischer An-
STALT. 43-date, 1897-date.
MOTORWAGEN (Berlin). 1-13, 1898-1908.
Municipal Engineering. 3-21, 24-31, 1890-1901, 1903-1906.
Nature (Paris). 1-date, 1873-date.
Neueste Erfindungen und Erfahrungen. 1-date. 1874-
date.
Oesteereichische Zeitschrift fur Berg und Hutten-
wesen. 1-26, 1853-1878.
Omnia. 1-7, 1906-1912.
Petroleum. 1-3, 1905-1907.
Petroleum Review^, London. 1-25, 1889-1911.
Petroleum World. 1-8, 1903-1910.
Prometheus. 1-19, 1879-1908.
Revista tecnica delle Ferrovie Italiana. 1-date, 1912-
date.
Revue de la Soudure Autogene. 1-date, 1909-date.
Revue Generale des Sciences pure et Appliquee. 1-10,
1890-1899.
ScHiFFBAU. 1-9, 1899-1908.
ScHWEizERiscHE Bauzeitung. 1-56, 1874-1910.
Societf. Belge des Electricikns. 1-3, 5, 8-9, 11-20, 1884-
1903.
SociETE Industrielle de Mulhouse. 1-71, 1828-1901.
SoziAL Technik. 1-6, 1902-1907.
Speechsa.^l. 1-41, 1868-1908.
Teknisk Tidsskrift. 1-25, 1877-1901. (Kopenbagen.)
TELEFUNKENZEiTuyG. 1-date, 1911-date.
ToNiNDUSTRiE Zeitung. 1-31, 1877-1907.
Verein zur Beforderung DES Gewerbefleisses. Ycrband-
lujigen. 1-88, 1822-1909.
Water and Water Engineering. 1-date, 1899-date.
Zeitschrift des Verbandes deutscher Schiffsingenieure.
1-date, 1911-date.
Zeitschrift fur Architektur u. Ingenieurwt;sen (Arebi-
tekten u. Ing. Verein zu Hannover). 1-48, 1855-1902.
Zeitschrift fur Bauwesen. 1-date, 1851-date.
Zeitschrift fur Beleuchtungswesbn. 1-7, 1895-1901.
Zeitschrift fur Dampfkessel und Maschinenbetrieb.
1-36, 1878-1913.
Zeitschrift fur Elektrotechnik und Maschinenbau.
1-5, 1898-1902.
Zeitschrift fijr Heizung, Luftung und Beleuchtung.
1-12, 1896-1908.
Zeitschrift fur Kleinbahnen. 1, 3-8. 1894. 1896-1901.
Zeitschrift fijr komprimierte und flDssige Gase. 1-date,
1897-date.
Zeitschrift fOr Physikalische chemie. 1-date, lS87-date.
Zeitschrift fur Sauer und Stickstofpindustrie. 1-date.
1908-date.
Zeitschrift fur Transportwesen. 1-28, 1884-1907.
Zeitschrift fur d. Gesamte Kalteindustrie. 1-15, 1894-
1908.
Zeitschrift fur das ges. Schiess u. Sprengstoffwesen.
1-date, 1906-date.
Zeitschrift fur d. Gesamte Turbinenwesen. 1-3, 1904-
1906.
Zement i'Nd Beton. 1-date, 1902-date.
ACCESSIONS TO THE LIBRARY
With Comments by the Librarian
This list includes only accessions to the library of this Society.
Lists of accessions to the libraries of the A. I. E. E. and A. I. M. K.
can be secured on request from Calvin \V. Uice, Secretary Am. Soo.
M. E.
Agricultural and Mechanical College of Texas. Pic-
torial Number, Marcb 1914. Gift of tbe college.
As[erican Labor Legislation Review (Unemployment
Number), vol. 4, no. 2, May 1914. New York, 1914.
Ajierican Machinist Gear Book, Clias. H. Logue. New
York, 1911.
American Wood Preservers' Associ.\tion. Proceedings of
lOtb Annual Meeting, 1914. Baltimore. Gift of Asso-
ciation.
Asphalts, their Souri3es and Utilizations, 1914 road edi-
tion, T. H. Boorman. New York, 1914. Gift of autbor.
The Autocar Imperial Year Book 1914. London, 1914.
Automobile Dictionary, Sigmund Krausz. London, 1907.
Automobile Engineer Year Book for 1914. London, 1914.
Aviation, an Introduction to the Elements op Flight,
A. E. Berriman. London, 1913.
Baumaterialienkunde. vol. 7. Stuttgart, 1902.
Carnegie Foundation for the Advancement of Teach-
ing. Annual Report, 8tb, 1913. New York, 1913. Gift
of Carnegie F'oundation.
Centrifugal Fans, J. H. Kinealv. New York-London,
1905.
Circolo Matematico di Palermo. Adunanza solenne del
14 Aprile 1914. XX Anniversario della Fondazione.
Palermo, 1914. Gift of Circolo Matematico di Palermo.
Communications presentees devant le Congres Inter-
national des Mf.thodes d'Essai des Mateeiaus de
Construction, vols. 1-2. Paris, 1901.
CONi,)UEsT of the Aie, Alpiionse Berget. New York, 1911.
Construction of Cranes and Other Lifting Machinery,
E. C. R. Marks, ed. 3. London, 1904. Gift of Hunt
Memorial Fund.
Control of Water as applied to Irrigation, Power and
Town Water Supply Purposes, P. A. M. Parker.
New York, 19 J 3.
Cost Accounting on Construction Work, with a de-
scription of the System used by the Aberthaw
Construction Company, Leslie H. Allen. Boston, 1914.
Gift of autbor.
Croton Water Supply: its quality and purification,
Geo. W. Fuller. Gift of author.
The Development of our Foreign Trade. Address of Mr.
Jobn Hays Hammond at the Meeting of tbe American
Association for the Advancement of Science, Atlanta,
Ga., December 30, 1913. Gift of C. AV. Rice.
Einfuhrung in die Aeronautik, Adolf Lippmann. vol. 1.
Leipzig, 1911.
EiNGRIFFVERII.'iLTNISSE DER ScHNECKENGETRIBBE, Ad. Emst.
Berlin, 1901.
Elementary Treatment op the Theory of Spinning Tops
AND Gyroscopic Motion, Harold Crabtree. London,
1909.
Engineering Contracts. Representations of Fact in Spec-
ifications — General Cautionary Clauses. Decision of the
Supreme Court of the United States. Washington.
Evaporation in the Cane and the Beet Sugar Factory,
Edward Koppeschaar. London, 1914.
Foescherarbeiten auf DEM Gebiete des Eisenbetons, pt.
24. Berlin, 1914.
Foundations and Machinery Fixing, F. H. Davies. Lon-
don, 1912.
Foundry Machinery, E. Treiber. Translated from tbe
German \iy Chas. Salter. London, 1913.
LVI
SOCll'/rV AM) LlHliAH'i AFIAUIS
Gkxkkai, Soi iktv ok Mechanics and Tradesmen ok the
CiTV OF New York, Historkal sketch and govern-
ment, 1785-19]4. New York. Gilt ol' General Society
of Mechanics and Tradesmen.
Das Generatoruas seixe erzeuglng tnd verwenduxo,
Carl Kictaibl. Wien-Leipzig, 1910.
Heating; The Theory and Practice of Heating and Ven-
tilation, A. H. Barker. London, 1912; New York,
1913.
Heating axd ^■ENTIl ation, Chas. L. Hul)l)ar(l. Chicago,
1909.
Heizuxg rxD LcFT vox Gebaudex, Anton Gramberg. Ber-
lin, 1909.
Hydraulic Machinery, R. G. Blaine, ed. 3. London, 1913.
Illustrirte Zeitung, Descriptive Number op the City of
DussELDORF. March 26, 1914. Gift of Brentano.
Leitpaden der Luptschippahrt und Flugtechnik, Rai-
mund Nimfiihr. ed. 2. Wien, 1910.
Library Cojipany of Philadelphia. Bulletin no. 72, A|iril.
1!)14. Philadelphia, 1914.
Lowell Textile School. Bulletin 1014-1915. Lowell, 1914.
Gift of Lowell Textile School.
Die Luftschiffahrt der Gegenwart, Hermann Hoernes.
Wien, 1903.
Marine Steam Engine, Richard Sennett and Henry J.
Oram. ed. 11. New York-London, 1913.
Der JLiSCHiNENBAU, Eduard Breslauer. 3 Vols. Leipzig,
1906.
National Commercial Gas Association. Proceedings of
9th ^Vnnual Convention, 1913. New York, 1913. Gift
of the Association.
Den Norske Ingenior-og Arkitektforenings. Honorar-
NORM for Ingeniorarbeider. Kristiania, 1906.
NouvELLES machines frigorifiques basees sur l'Emploi
DE phenomenes Phvsico-chimiques, Raoul Piclet.
Geneve, 1S85.
Over-Type Superheated Steam Engines, W. .J. IMarslmll.
London, 1913.
Practical Treatise for Boilermakers, I. .1. and II. Had-
don. Cardiff, 1913.
Present Position op the Diesel Engine Chiefly in
Marine Propulsion, George Carels. Newcastle-upon-
Tyne, 1913. Gift of W. R. Haynie.
Should the Sherman Anti-Trust Law be Amended?
Address of Mr. .John Hays Hammond at the 14th An-
nual Meeting of The National Civic Federation held at
Hotel Astor, New York, December 12. 1913. Gift of
C. W. Rice.
SociETE Suisse des Ingenieurs et des Architectes.
Annuaire 1910 et Liste des Membres. Zurich, 1914.
Gift of the Society.
Statement of Biox J. Arnold, with reference to the
REPORT dated April 28, 1914, of Narrow, Wade, Guth-
rie & Co.. made to John E. Teaeger, City Comp-
troller, City of Chicago, upon the accounts of the
Chicago City Railway Cojipany. Chicago, 1914.
Gift of C. W. Rice.
Steam Boilers and Boiler Accessories. W. Inchley. New
York, 1912.
Sub-Surface Structures in New York. Read before
American Societv of Engineering and Architectural
Contractors. May 12, 1914." Gift of T. H. Boorman.
Technische Messungen bei Maschinenuntersuchungen
UND i.w Betriebe, a. Gramberg. ed. 2. Berlin, 1910.
Testing op Steam Boilers, A. C. Lnmshakof (in Russian).
St. Petersburg, 1897.
Text Book on Motor Car Engineering, A. G. Clark, vol.
1. London, 191 U
Ars Theorie und Praxis des Riementriebes mit beson-
DERF.R BERUCTTSICHTinUNG DER " RiEMENTRIEBE BOES-
XER " D.lv.P., Fritz Adolf Boesner. Berlin, A. Seydel,
1914.
.\ treulisc on belt drive written by the inventor, in wbich lie dis-
ciissi's the theory of belts as applied to his invention. .Many in-
terestini; tests are given.
TiiRoop Polytechnic Institute. Bulletin, vol. 20, no. 52;
vol. 21, no. 57; vol. 22, no. 61; vol. 23, no. 62. Pasa-
dena, 1911-1914. Gift of the institute.
Toothed Gearing, Geo. T. White. London, 1912.
Toothed Gearing; a Practical Haxdbook for Offices
AXD Workshops, Joseph Horner, ed. 2. London, 1904.
Treatise ox Thermodynamics, Max Planck. Translated by
Alex. Ogg. London-New York, 1903.
Vorlesungen ubek Technische Mechaxik. Aug. Fcippl.
vol. 2, cd. 3. Leipzig, 1912.
Water Power. Fifth National Conservation Congress,
Washington, D. C, November 18-20, 1913.
Die Werkzeugmasciiinen, Hermann Fischer. 2 vols. Ber-
lin, 1903.
exchanges
American Ephemeris and Nautical Almanac, 1916.
Washington, 1914.
American Society of Heating and Ventilating Engi-
neers. Transactions, vol. 17. New York, 1911.
Deutschen Museums. Verwaltungs Vericht Dber das
ZEHNTE Geschaftsjahr 1912-1913. Miinchen, 1913.
U. S. Naval Observatory. Publications (Second series),
vol. 8. Washington, 1914.
UNITED ENGINEERING SOCIETY
Bibliooraphie der Deutschen Zeitschriften-Literatur.
F. Dietrich, vol. 33, 1913. Leipzig, 1914.
Deutsches Rettungswesen. Berlin, 1913.
Dictionnaire Autotechnique en quatre Langues, R.
Schmidt, vols. 2, 3, 4. Leipzig, 1906-1908.
Engineers' Club of Boston. By-laws, Officers and List of
Members. 1914. Boston, 1914. Gift of Engineers' Club
of Boston.
Guide to the Current Periodicals and Serials op the
United States and Canada. By H. 0. Severance, ed.
3, 1914. Ann Arbor, 1914.
New International Encyclopaedia, ed. 2. vols 1-2. New
York, 1914.
New York Times Index. Jan. -March. 1914. New York,
1914.
Spanish-English Dictionary of Mining Terms, F. Lucas.
London, 1905.
Die Technik der Vorzeit, der Geschichtlichen zeit und
der Natur\olke, F. M. Feldhaus. Leipzig, 1914.
Technisches Worterbuch pijr Werkzeugmaschinen und
Maschinenwerkzeuge, Chr. Eisner and Hugo Krieges-
kotte. Berlin, 1910.
Thermal Reactions in Carbureting Water Gas. W. F.
Rittman. New York, 1914. Gift of author.
Who's Who in New York (City and State). 1914. Nexu
York, 1914.
Wisconsin Industri.\l Commission. Proposed Building
Code. Madison. Gift of commission.
Das Zelluloid, C. Piest, E. Stich and W. Vieweg. Halle,
1913.
TRADE CATALOGUES
Babcock & Wilcox Co.. New York, N. Y. Forged steel
water tube marine boilers, ed. 2. 1914.
Koehring Machine Co.. Milwaukee, Wis. Koehring mixer.
May. 1914.
New York Air Brake Co., New York, N. Y. Cat. air brake
apparatus, September 1913.
Societe Anonyme des Pieux Armes Frankignoul. Liege,
Belgium. Specialite de Fondations en teiTains com-
pressibles aquiferes. de remblais ou miniers (Systeme
Brevetc). 125 ]>\y.
OFFICERS AND COUNCIL
President
James Hartness
Terms expire 1914
E. B. Katte
I. E. MOULTROP
H. G. Stott
Terms expire 1014
Chas. J. Davidson
Henry Hess
Geo. a. Orrok
Vice- Presiden rs
Managers
Terms expire 1915
W. B. Jackson
H. M. Leland
Terms expire 1915
Henry L. Gantt
E. E. Keller
H. G. Reist
Terms expire 1916
A. M. Greene, Jr.
John Hunter
Elliott H. Whitlock
Jesse M. Smith
M. L. Holman
Past-Presidents
Members of tlie Council for 1914
W. F. M. Goss
E. D. Meier
Ales. C. Humphreys
Chairman of Finance Committee
Robert M. Dixon
Treasurer
William H. Wiley
Honorary Secretary
F. R. Hutton
Secretary
Calvin W. Rice
James Hartness, Chairman
Alex. C. Humphreys, Vice-Chairman
Executive Committee of tlie Council
H. L. Gantt
E. B. Katte
E. D. Meier
H. G. Stott
STANDING COMMITTEES
Finance
R. M. Dixon (4), Chairman; H. L. Doherty (1), W. L.
Saunders (2), W. D. Sargent (3), W. H. Marshall (5)
House
H. R. CoELEiGH (1). Chairman; S. D. Collett (2), W.
N. Dickinson (3), F. A. Scheffler (4), J. W. Nklsov
(5)
Library
L. Waldo (3). Chairman; W. M. ifcFARLAXD (2). J. W.
LiEB. Jr., The Secretary
Meetings
L. P. Alpord (1), Chairman; H. E. Longwell (2), H. L.
Gantt (3), R. H. Fernald (4), J. H. Barr (5)
Membersliip
Theodore Stebbins (1). Chairman: W. H. Boehm (2),
H. C. Meyer, Jr. (3), L. R. Pomeroy (4), Hosea Web-
ster (5)
Publication
C. I. Earll (2), Chairman; G. M. Basford (1), I. E.
'^f0ULTK0P (3), F. R. Low (4), Fred J. Miller (5)
Public Relations
Fred J. Miller (1), J. M. Dodge (2), W. R. Warner
(3), G. M. Brill (4), Morris L. Cooke (5)
Research
R. H. Rice (3), Chairman; A. L. De Leeuw (1), Rolla
C. Carpenter (2) R. D. Mershon (4)
Constitution and By-Laws
Jesse M. Smith, Chairman: F. R. Hutton
Note — Numbers in parentlieses indicate number of years the member has yet to serve
LVII
SPECIAL COMMITTEES
Code of Ethica
C. W. Baker, Chairman; C. T. Main, E. D. Meier,
Spencer Miller, C. R. Richards
International Standard for Pipe Threads
E. M. Herr, Cliairman; W . J. Baldwin, G. M. Bond, S. G.
Elag<j, Jr. — L. V. Benet, Pans Representative
Conservation
G. 1'. Swain-, Chairman; C. \V. Baker, L. D. Burlingame,
M. L. IIOLMAN, Calvin W. Rick
Conference Committee on Ivngineering Standards A. I. E. E.
H. G. Stott, Chairman; A. F. Ganz, Carl Schwartz
Bureau of EniUneerlng Standards
Henry Hess, Chairman; J. H. Barr, Charles Day, C. J.
Davidson, Carl Schwartz
Fixtures and i''ittin)5s
W. J. Baldwin, S. G. Flagg, Jr., C. R. Hare, H. E.
Harris, A. H. Moore, E. S. Sanderson, G. B. Thomas,
W. K. Webster
Power Tests
G. H. Barrus, Chairman; E. T. Adams, L. P. Brecken-
RiDGE, D. S. Jacobus, William Ivent, E. F. Milleb,
Arthur West, A. C. Wood
Refrigeration
D. S. Jacobus, Chairman; P. De C. Ball, E. F. Miller,
A. P. Trautwein, G. T. Voorhees
Research Committee. Sub-Committee on Materials of Electrical En-
gineering
R. D. Mershon
Researcli Committee. Sub-Committee on Safety Valves.
P. G. Darling, Chairman; H. D. Gordon, E. F. Miller,
F. L. Pryor, F. M. Whtte
Flanges
H. G. Stott, Chairman; A. C. Ashton, A. R. Bay'LIS,
W. M. McFarland, Wm. Schwanhausser. J. P. Sparrow
Research Committee. Sub-Committee on Steam
R. H. Rice, Chairman; C. J. Bacon, E. J. Berg, W. D.
Ennis, L. S. Marks, J. F. M. Patitz
Increase of Membership
I. E. Moultrop, Chairman; F. H. Colvin, H. V. 0. COES,
J. V. V. COLWELL, R. M. Dixon, W. R. Dunn, J. P.
Ilsley, E. B. Ivatte, R. B. Sheridan, H. Struckmann
Increase of Membership. Chairmen of Suh-Gommittees
Atlanta, Park A. Dallis; Boston, A. L. Williston; Buf-
falo, W. H. Carrier; Chicaijo, P. Alhert Poppenhusen ;
Cincinnati, J. T. Faig ; Cleveland, R. B. Sheridan ; Michi-
gan, H. W. Alden; Minnesota. Max Toltz; Neiv York,
J. A. Kinkead; Philadelphia, T. C. McBride; Bochester,
John C. Parker; St. Louis, John Hunter; San Fran-
cisco. Thomas Morrin; Seattle, R. M. Dyer; Troy, A.
E. Cluf;tt
International Engineering Congress 1915
The President, The Secretary, W. F. Durand, E. C.
Jones, T. W. Ransom, C. R. Weymouth
National Museum
E. D. ^Feier, Chairman; G. F. Kuxz, George Mesta, H. G.
Reist. Ambrose Swaset
Changes In the Patent Laws of United States
W. H. Blauvelt, C. C. Thomas, Edward Weston, W. E.
WiNSHip, B. F. Wood
Pipe Thread Gages
E. D. Meier, Chairman; George M. Bond, A. M. Houser,
J. C. Meloon, C. a. Olson, P. C. Patterson, H. G. Stott
Society History
J. E. Sweet, Chairman; F. R. Hutton, Secretary; H. H.
SUPLEE
Standard Cross-Section Symbols
H. deB. Parsons, Chairman; F. deR. Furman, A. E.
Norton, Bradley Stoughton, John W. Upp
Standardization of Filters
G. W. Fuller, Chairnuui; J. C. Boyd, P. N. Engel,
J. C. AV. Greth, Wm. Schwanhausser
Steam Boilers and Other Pressure \'essels and for Care of Same in Ser-
vice. Committee to I'ormulate Standard Specifications for the Con-
struction of
J. A. Stevens, Chairman; W. H. Boehm, R. C. Carpen-
ter, Richard Hammond, C. L. Huston, E. D. Meier,
E. F. Miller
Student Branches
F. E. Hutton, Chairman; George M. Brill, William
Kent, G. A. Orrok
Tellers of Election
J. P. Ilslet, Chairman; R. T. Kent. R. J. S. Pigott
Tolerances in Screw Thread Fits
L. D. Burlingame, Chairman; Ellwood Burdsall. F. G.
CoBURN, F. H. Colvin, A. A. Fuller, James Habtness,
H. M. Leland, W. R. Porter, F. 0. Wells. Walter F.
WORTIIINGTON
SUB-COMMITTEES OF THE CO:\i:\nTTEE OX MEETINGS
Administration
J. M. Dodge, Chairman; L. P. Alford, Secretary; D. M.
Bates, John Calder, H. A. Evans, James Hartness, W.
B. Tardy, Alexander Taylor, H. H. Vaughan
Air Machinery
F. W. O'Neil, Chairman; H. V. Conrad, Williasi Prell-
wiTz, R. H. Rice
Cement Manufacture
J. G. Bergquist, Chairman; H. J. Seaman, Vice-Chair-
■ man; G. S. Brown, \V. R. Dunn, F. W. Kelley.
Morris Kind, F. H. Lewis, W. H. Mason, R. K. Meade,
Ejnar Posselt, H. Struckmann, A. C. Tagge, P. H.
Wilson
Depreciation and Obsolescence
Alex. C. Humphreys, Chairman; J. G. Bergquist, C. J.
Davidson, A. E. Forstall, F. W. Kelley, H. Struck-
mann
Fire I'rotection
J. R. Freeman, Chairman; E. V. French, Vice-Chairman;
Ai-BERT Blauaelt, F. M. Griswold, H. F. j. Porter, T.
W. Ranso^w, I. H. AVooLsoN
LVIII
SUB-COMMITTEES— Continued
Hoistiiig and Conveying
R. B. Sheridan, Chairman; C. K. Baldwin, Alex. C.
Brown, 0. G. Dale, P. J. Fickinger, F. E. Hulett, Spen-
cer Miller, A. L. Roberts, Harry Sawyer
ndustrial Building
F. A. Waldron, Chairman; H. A. Burnham, Charles
Day, William Dalton, J. 0. DeWolf, C. T. Main
ron and Steel
Jos. Morgan, Chairman; Thos. Towne, Secretary; W. P.
Barba, F. F. Beall, Rogers Birnie, A. L. Colby,
Julian Kennedy, M. T. Lothrop, W. E. Snyder, J. T.
Wallis, R. M. Watt
Machine Shop Practice
L. D. Burlingame, Chairman; E. P. Bullard, Jr., W. L.
Clarke, F. H. Colvin, A. L. DeLeeuw, AV. H. Diefen-
DORP, F. L. Eberhardt, F. a. Errington, A. A. Ful-
ler, H. D. Gordon, H. K. Hathaway, E. J. Kearney,
Wjr. Lodge, F. E. Rogers, N. E. Zusi
Railroads
E. B. Kjitte, Chairman; G. M. Basfobd, W. G. Besler.
F. H. Clark, A. H. Ehle, C. E. Eveleth, W. F. ]VL
Goss, A. L. Humphrey, W. F. Kiesel, Jr., N. W.
Storer, pi. H. Vaughan, R. V. Wright
Textr.es
C. T. Plunkett, Chairman; E. W. Thomas, Secretary; D.
M. Bates, John Eccles, E. D. France, E. F. Greene, F.
W. Hours, C. R. Makepeace, C. H. Manning, H. F.
Mansfield
LOCAL MEETINGS OF THE SOCIETY
Atlanta
J. S. Coon, Chairman; Park A. Dallis, Secretary;
George Hillyer, Jr., Cecil P. Poole, Earl F. Scott
Boston
R. E. Curtis, Chairman; W. G. Snow, Secretary; H. N.
Dawes, C. H. Fish, A. L. Williston
Buffalo
W. H. Carrier, Chairman; C. H. Bierbaum, C. A. Booth,
S. B. Daugherty, Jas. W. Gibney
Chicago
Paul P. Bird, Chairman; C. W. Nayior, Secretary; C.
R. Birdsey, W. B. Jackson, A. W. Moseley
Cincinnati
J. B. Stanwood, Chairman ; J. T. Faig, Secretary; W. G.
Franz, G. W. Galbraith
Milwaukee
E. P. Worden, Chairman; Fred. H. Dorner, Secretary;
M. A. Beck, H. V. Conrad, Hexrik Greger, L. P. C.
Smith, Henry Weickel
Minnesota
Max Toltz, Chairman; C. L. Pillsbury, Vice-Chairman;
E. J. Heinen, Secretary-Treasurer ; Wm. H. Kavaxai'gh,
Paul Doty
New Haven
E. H. LOCKWOOD, Secretary; F. L. Bigelow, L. P. Breck-
exridge, J. A. NoRCROss, H. B. Sargent
New York
H. V. Wright, Chairman; Edward Van Winkle, Treas-
urer; H. R. Cobleigh, Secretary; J. J. Swan, J. P. Nepp
Philadelphia
H. E. Ehlers, Chairman; W. R. Jones, Secretary; Geo.
R. Henderson, Hugo Bilgram, R. H. Fernald, D. R.
Yarnall
San Francisco
Robert Sibley, Chairman; Thos. Morkin, Vice-Chair-
man; C. T. Hutchinson, Secretary; E. C. Jones, C. R.
Weymouth
St. Louis
F. E. Bausch, Chairman; E. L. Ohle, Secretary; H. Wade
Hibbard, John Hunter, L. C. Nordmeyer
SOCIETY REPRESENTATIVES
Council of Amer. Assn. .\dv. Science
A. C. Humphreys, W. B. Jackson
Engineering Education
A. C. Humphreys, F. AV. Taylor
John Fritz Medal
J. A. Brashear (1), F. R. Huttox
(3), Ambrose Swasey (4)
!), J. R. Freeman
General Conference Committee of National Engineering Societies
C. AW Baker
Trustees UniteJ Engineering Society
Fred J. Miller (1), Jesse M. Smith (2), Alex. C.
Humphreys (3)
OFFICERS OF THE GAS POWER SECTION
Chairman
F. R. HUTTON
Secretary
Geo. a. Orrok
Gas Power Membership Committee
A. F. Stillman, Chairman; H. V. 0. Coes, J. H.
Lawrence, F. S. King, J. H. Norris, G. M. S. Tait, J.
D. Shaw, H. AA^. Anderson, C. D. Smith
Gas Power Executive Committee
C. H. Benjamin (1), AV. H. Bl.wvelt (3), W. D. Ennis
(5), H. J. K. Freyn (1), F. R. Low (2), L E. Moultrop
(4),H. H. Suplee (1)
Gas Power Literature Committee
R. B. Blobmeke, Chairman; A. AV. H. Griepe, W. F.
MoNAGHAN, AV. S. Morrison, S. I. Oesterreicher, H. G.
AVOLFE
Gas Power Committee on Meetings
AA'm. T. Magruder, Chairman; W. H. Blauvelt, E. D.
Dreyfus, A. H. Goldingham, Nisbet Latta, H. B. Mao-
Farland
OFFICERS OF AFFILIATED SOCIETY
Providence Association of Mechanical Engineers
W. H. Paine. President; Arthur H. Annan, rice-President; J. Ansel Brooks, Secretary; A. H. Whatley, Treasurer
Note — Numbers in parentheses indicate number of yea.T3 the member has yet to serve
LIX
OFFICERS OF THE STUDENT BRANCHES
INSTITUTION
DATE
AUTHORIZliU
BY COUNCIL
HONORARY
CHAIRMAN
CHAIRMAN
Armour Inst, of Tech.
Carnegie Inst, of Tech.
Case School of Applied
Science
Columbia Univ.
Cornell Univ.
Kansas State Agri. College
Lehigh Univ.
Leland Stanford Jr. Univ.
Mass. Inst, of Tech.
New York Univ.
Ohio State Univ.
Penn. State College
Poly. Inst, of Brooklyn
Purdue Univ.
Rensselaer Poly. Inst.
State Univ. of Iowa
State Univ. of Kentucky
Stevens Inst, of Tech.
Sjrracuse Univ.
Univ. of Ai-kansas
Univ. of California
Univ. of Cincinnati
Univ. of Colorado
Univ. of Illinois
Univ. of Kansas
Univ. of Maine
Uuiv. of Michigan
Univ. of Minnesota
Univ. of Missouri
Univ. of Nebraska
Univ. of Wisconsin
Washington Univ.
Yale Univ.
Mar 9, 1909
Q. F. Gebhardt
Oct 14, 1913 W. Trinks
Feb 14, 1913
F. H. Vose
Nov 9, 1909 Chas. E. Lut-ke
Dec 4, 1908 R. C. Carpenter
Feb 13, 1914 A. A. Potter
June 2, 1911 P. B. de Schweinitz
Mar 9, 1909 W. F. Duraud
Nov 9, 1909 'e. F. Miller
Nov 9, 1909 C. E. Houghton
Jan 10, 1911 1 \Vm. T. Magruder
Nov 9, 1900 J. P. Jackson
Mar 9, 1909 \V. D. Ennis
Mar 9, 1909
G. A. Young
F. L. Brewer, Jr.
J. B. Patterson
H. C. Mummert
H. F. Allen
J. G. MiUer
V. Whiteside
A. V. Bodine
J. A. Gibb
F. G. Puriiitoii
R. D. Rogers
C. F. Kennedy
M. Van Valken-
burs'h
S. A. Peek
CORRESPONDING SECRETARY
Dec 9, 1910 A. M. Greene, Jr. ,F. E. Mc:\Iullen
Apr 11, 1913 R. S. Wilbur
Jan 10, lOllF. P. Anderson
Dec 4, 1908
Dec 3, 1911
L. A. White
H. G. Strong
Alex. C. Humphreys L. F. Bayer
W. E. Ninde
Apr 12, 1910 B. N. Wilson
Feb 13, 1912 Joseph N. LeConte
Nov 9, 1909 J. T. Faig
Apr 10, 1914 P. S. Rattle
Nov 9, 1909 W. F. M. Goss
Mar 9, 1909 F. H. Sibley
Feb 8, 1910 Arthur C. Jewett
Apr 10, 1914 John R. Allen
May 12, 1913 J. J. Flather
Dee 7, 1909 H. Wade Hibbard
Dec 7, 1909 J. D. Hoffman
H. J. Thorkelson
E. L. Ohle
L. P. Breckenridge
Nov 9,
1909
Mar 10,
1911
Oct 11,
1910
G. T. Parsons
M. McGill
A. C. Moorhead
J. Dollnian
L. J. Brady
C. R. Velzy
L. C. Angevine
E. E. Fowler
R. H. Mills
A. Buenger
F. A. Heileinan
A. A. Luebs
M. A. Cook
A.O.Schleiffarth
L. F. Harder
J. A. Agee
Ai-mour lust, of Tech., Chicago, 111.
W. M. Sheldon
5137 Woodlawn Ave., Pittsburgh. Pa.
J. B. Whita<'re
Case School of Applied Science, Cleve-
land, 0.
A. S. Henry
333 Central Park W., New York, N. Y.
D. S. Wegg, Jr.
IG E. Ontario St., Chicago, HI.
J. 1. Michaels
P. O. Box 125, Manhattan, Kan.
H. A. Brown
Lehigh Univ., South Bethlehem, Pa.
C. L. Addleman
219 Ramona St., Palo Alto, Cal.
H. E. Morse
Box 233. East Bridgewater, Mass.
W. ^^'. Watson
153 W. 8th Ave., Columbus, 0.
U. E. Hewitt
412 Main Bldg., State College, Pa.
Samuel Kobre
Poly. Inst, of Brooklyn, Brooklyn, N. Y.
T. S. Tulien
216 Fillmore St., Topeka, Kan.
[{. L. JManier
90 Walnut St., Binghamton, N. Y.
H. C. Doane
Newton, la.
K. T. Thornton
R. R. 1., Lexington, Ky.
C. H. Colvin
56 N. Maple Ave., East Orange. N. J.
W. J. Campbell
303 Waverly Ave., Syracuse, N. Y.
C. Bethel
Univ. of Ark., Fayetteville, Ark.
H. L. McLean
Univ. of Cal., Berkeley, Cal.
A. J. Langhammer
713 Crescent Ave., Covington, Ky.
S. S. Cooke
1290 Race St., Denver, Colo.
E. F. Gehrig
Univ. of Illinois, Urbana, 111.
II. L. Newby
1501 Rhode Island St., Lawrence, Kan.
A. B. Hayes
S. A. E. House, Orono, Me.
C. H. McClellan
928 Oakland Ave., Ann Arbor, Midi.
J. L. Hartnev
1724 Fourth St., S. E., IVIinneapolis, Minn.
F. H. Frauens
212 E. 35th St., Kansas City, Mo.
G. W. Nigh
c/o G. W. Nigh, Sr., Havelock, Neb.
R. E. Maurer
c/o The Utah Gas & Coke Co., Salt Lake
Citv, Utah.
J. A. Watkins, Jr.
5803 Michigan Ave., St. Louis, Mo.
M. C. Corbett
288 Orchard St., New Haven, Conn.
LX
aiiih ■ ■ ) I II HHi 1 1 II ■nil III II I II (lamiininniiianiiii iii ■ i i ■■ i i iwi ii u ii i iii i i ii in i niii ii ii laiiiiiiiiii ii iiii ■»■ i>
THE WARNER & SWASEY COMPANY i
Works and Main Office: CLEVELAND |
Branch Oeiea : NEW YORK BOSTON BUFFALO DETROIT and CHICAGO 1
UNIVERSAL HOLLOW-HEXAGON TURRET LATHES TURRET SCREW MACHINES BRASS-WORKING MACHINE TOOLS |
Universal Hollow- Hexagon Turret Lathes j
Equally efficient for both Bar and Chucking work |
TWO highly efficient machines in ONE — combining the
rapidity and accuracy of the Turret Lathe and the simpli-
city and adaptability of the Engine Lathe.
Two independent tool carriages — operating simultaneously;
multiple cutting tools ; geared-head single pulley drive ;
great strength, rapidity and adaptability.
TWO SIZES — N0.2-A— Bar work 2!4"x26"; castings and forgings 12"
No. 3- A — Bar work 3K"x36"; castings and forgings 15"
No. 2A — With "Bar Equipment"
No. 2A — With "Chucking Equipment"
The lower Illustration shows a set of
4 of the 100 Bristol Pyrometers used
by one of the largest steel comp:mk'a
in the world. Used in connection with
a Bristol Recorder, either the present
temperature or any variation in tem-
perature for 24 hours can be seen at
a glance. It makes no difference
whether your furnacr^ are old or new.
Bristol Pyrometers help improve your
product .
ONE HUNDRED
BRISTOL PYROMETERS
USED BY ONE FIRM. WHY?
Because after giving years of careful study to the heat treatment of metals, they have
found them indispensable in obtaining the best results at the minimum cost. When the
largest steel plants in the world, the people who do nothing but devise and apply the very
best methods for the hoat treatment of metals, use Bristol Pyrometers, why don't you ?
Send for our Bulletin No. C-1400. It will help you decide.
THE BRISTOL COMPANY
BRANCH OFFICES:
114 Liberty Street.
New York
1670 Frick Building Annex
Pittsburgh
Waterbury, Conn.
953 Monadnock Block
Chicago
Facts and Figures
Let us get beneath the surface and see just what counts in Turret Lathe construction.
Is it weight, ponderous looks, comphcated mechanism, salesmanship, or something else?
The question frequently pops up when a new Turret Lathe is under consideration — •
"Why are the Jones & Lam son Turret Lathes so popular, and ivhy are they used so exten-
sively by the big Railroads, Automobile Plants — in fact, in most every plant that uses
Turret Lathes for quality and quantity production?
We recently' received a letter from the Foreman of the Manufacturer who purchased
the first Double Spindle Turret Lathe, and, incidentally, has since purchased five more
of the same type.
Quoting the foreman: "Your Double Spindle Flat Turret Lathe was put in operation
in less than one month after receipt here, and used constantly ever since (covering a
period of more than three years) machining gears.
"Its present average is 150 finished gear blanks every 9 hours. The feed is changed
3 tunes per gear, or 450 times per day, and the only attention given the feed mechanism
to date was an occasional supply of oil. Not one part has ever been removed."
Now let us assume that the number of work days per },ear is three hundred. One
does not reciuire a knowledge of differential calculus to arrive at the exact figures covering
the changes — and where, and under what conditions would you find a more severe test
on the feed mechanism?
Is it not evident that the construction and workmanship must be as near perfect as
is possible to produce?
Look at the illustration on the next page showing the feed conlro/ling lever and the
slight movement required for any of the nine changes of feed, ranging from 20 to 120 per
inch. The illustration shows the lever in both jiositions.
jUiaiiHaaiiaBiv
Our space here is far too limited to take uj) this matter in detail, but we would be
pleased to mail our catalog or have our representative call on interested parties, and
from time to time we will show on these pages some of the reasons %vhy the Jones & Lamson
Turret Lathes are specified when big contracts are involved and when Alachinc Efficiency
is used as a basis in placing the order.
Simplicity— Accessibility— Durability
The operator, like the chauffeur, has full control of the speeds and feeds at all times.
The above illustration shows the operator changing the feed mechanism by means of a
slight shift of a single controlling lever, and with far greater ease than the chauffeur
changes the selective gears of his car.
The operator of the Jones & Lamson Turret Lathe has that same feeling of con-
fidence and satisfaction experienced by the chauffeur when operating his powerful "Six"
— He knows that there is constantly in reserve unlimited power and speed, without the
feeling that the bearings and other parts are being sacrificed as a result of its use.
Every movement — every adjustment — every dimension and every part of (jur
machines represent the result obtained through >'ears of most exacting tests by highly-
efficient specialists on Turret Lathe Construction.
The Acknowledged Standard for More than Half a Century.
JONES & LAMSON MACHINE COMPANY
Springfield, Vermont, U. S. A., and 97 Queen Victoria Street, London, E. C.
Germany. Holland, Switzerland and Austria-Hungary: M, Koyeraann, CharIotteastra?ss 112, Dusseldorf, Germany.
France, Spain and Belgium: F. Aubt^rty & Co., 91 Ru2 de Maubeuge, Paris, Italy: W. Vogel, Milan.
Drying Problems
May Confront You
Our
V;
D
A
acuum Urying /Ipparatus
removes moisture, at lowest temperature, rapidly, thoroug-hl}',
uniformly, economically. Thirty years of experience in this
one field of activity cannot help but be of value to }ou.
The thousands of installations in daily operation and the many
repeat orders are the best evidence of our claims to be of service.
J. P. DEVINE CO.
1372 Clinton Street
Buffalo, N. Y.
COMPARE
THESE BOILERS
— v.--'.-^^ ^. :,:\: .^iz.^.'hi /rr7T7\
'Jy'??J^\" rr777>^ ^ZZZTl-
r
W
zf}iff^^^>j]y':'W_
T
^HE comparative efficiency of the same boiler when set with
\ertical cross baffling and re-arranged lor horizontal
baffling is gi\'en fully in a paper by Henry Kriesinger and
Walter T. Ray, Western Societj^ of Engineers, June 2, 1913, and the
Journal, Am. Soc. M. E., January 1914.
The first boiler shows an efficiency of 61.3% with Pocohontas coal and
60.9% with Clinchfield.
The second boiler, with the horizontal baffling, showed 63.6% with Pocohontas
and 67.2% with the Clinchfield.
Furthermore, the draft drop through the boiler with the vertical cross baffl ng at
128^ load was j^ inch, whereas with the horizontal at 127% load, the draft drop
was ^ inch, with the same per cent. COo.
The horizontal baffling shown above is exactl\- rhe same as used in all large Heine
r^oilers. There is a tile roof over the furnace and two horizontal passes for the gases
through the boiler.
NOWADAYS
IT'S
HEINE
Ask for our pamphlet on large Heine Boilers also a test of a two=
pass 635 H. P. Boiler at the Grand Central Terminal, New York.
HEINE SAFETY BOILER CO.
2465 E. Marcus Ave., St. Louis, Mo.
68
Outside view showing ad-
justable spring wliich brings
any desired pressure af ainst
the swing-gate.
Dotted line shows valve
when pressure has exceeded
spring tension.
It
Cn/eifve
^O AVMCSPHSf^E
Application of the
Nelson-Erwood Valve
To Mixed-Flow Turbines
This view shows how < on-
slant pressure is maintained
on < t-ntre of gate.
The Nelson-Erwood is of special value in steam turbine prac-
tice since it embodies in one valve the functions of a_ gate, check
and relief valve. As a check valve it can be placed m any posi-
tion which is not possible in other designs.
Its application to a mixed-flow turbine is shown in the diagram
^ Thr'Nelson-Erwood Swing Gate Valve "A" acts as an atmospheric relief
valve and prevents excessive back pressure on the engine. _
Valve "B" is placed on the engine exhaust and supplies the heating system
with exhaust steam when conditions require it. , . , . . •
Valve "C " placed between the engine cylinder and the mixed-flow turbine,
valve L., pidcLu ui-Lw .- * fhp line to ens ne cy inder when live
from engine cylinder, ,
Valve "D" protects the mixed-flow turbine in case of an overflooded
condenser.
NELSON-ERWOOD
Swing Gate Valves
.-ifeiruard the engine or turbine, in every situation where disastrous results
voiiW follow the^flow of steam in a direction contrary to its usual course _
Thev have an outside adjustment which may be set for any pressure de^
' ""Nelson-Erwood Swing Gate Valves have many other uses and applications.
A new circular just off the press describes it in detail.
This circular and any other information will be sent you gladly. \\ rite lor
it now.
NELSON VALVE COMPANY
7612.20 Quee. St. CHESTNUT HILL, PHILADELPHIA
TAYLOR STOKE RED
TURBINL
R.OOM
BOILE-R
ROOM
O
?
■>
Concentrate Your
Power House Area
Every square foot of g-enerating- station
floor space represents extra investment in
land, in building, and in equipment. The
application of turbines and condensers has re-
duced the space necessary for prime movers to
one-half or one-third of that demanded by re-
ciprocating engines, and has also reduced the
first cost per horse-power.
Now comes the matter of concentrating boiler
room space in like measure, a problem which is
being solved by
The TAYLOR STOKER'S ability to burn immense quantities of coal in limited grate area at high
speed, and to bring a maximum of the resultant heat into direct contact with the heating surfaces,
produces multiplied outputs from boilers and so reduces the required number of furnaces and
boiler units.
And this reduction in the number oi boilers has the advantage of permitting the purchase of the very
best type of boiler at a less total cost than that for a larger number of a cheaper, less reliable, less
efficient make.
In addition, the reserve steam making capacity of the TAYLOR STOKER assures that the original
steam making equipment can keep pace with growing loads for years to come.
The interest on every dollar of additional investment in station equipment must
be distributed over the rates charged for light and power. If planning a new
station, let the TAYLOR STOKER concentrate its boiler room area, save invest-
ment, and reduce fixed charges. If planning to enlarge, let the TAYLOR
STOKER double the capacity without enlarging the building. Write our Stoker
Department for particulars.
American Engineering Company
PHILADELPHIA
Foster Superheaters
Will give increased efficiency and economical results in the
operation of any plant using- steam. Can be applied
to boilers of any type, old or new.
FOSTER SUPERHEATER IN BABCOCK & WILCOX BOILER
Foster Superheaters are made for every class of service,
either combined with boilers or separately fired. The exterior
surface is protected from the destructive action of hot gases — a
feature which distinguishes the Foster from all other types.
Perfect Steam Circulation Any Temperature Desired
Uniform Superheat Freedom from Repairs
Over a Million Horse Power in Use
Gaskets for high temperature steam pipes; Piston-rod packing for
superheated steam; Ram and Plunger Packing for high -water pressures.
We will be glad to send you some interesting and useful
publications dealing with the subject of "Superheated Steam."
POWER SPECIALTY COMPANY
111 Broadway, New York
Branch Offices
BOSTON PHILADELPHIA CHICAGO
BIRMINGHAM
PITTSBURG
SAN FRANCISCO
GREEN'S ECONOMIZER
Is Essential in the Modern Steam Plant
PLAN
COAL
HOPPER
SECTION Of/ ^ B
1000 -HP. 5TE.AM MAKIMO Pi-Af/r CONTAIWNC
HaO Sf Fr BOIl£R SURFACE
/660 . . SUP£l!lirAT£R
■tita .. ., ccoMoni££/i
/40 - ■■ ORATE ARCA
|\/rORE Steam can be produced
from less fuel and at less total
cost by means of Green's Economizer.
Boiler surface should be used only
for transferring the heat of evapora-
tion, the water being brought up
nearly to the boiling point and more
advantageously by the economizer
surface.
The Economizer is able to extract
more heat from the gases than could
the boiler surface, no matter how far
extended, since the economizer con-
tains water at hot well temperature,
whereas the boiler contains water at
a temperature corresponding to the
steam temperature, that is, nearly
300° hotter. As the flow of heat from
the gases to the water is proportional
to the difference in temperature, a
square foot of economizer surface
abstracts heat from the gases much
more actively than would a square
foot of boiler surface located at the
same point in the travel of the gases.
By omitting that part of boiler
surface, which is comparatively in-
effective in the recovery of heat, and
by placing an economizer on the
floor above the boiler, economies of
ground space and building, as well
as of fuel and apparatus, are realized.
An illustration of this arrangement is
shown in the above drawing.
For many other interesting exam-
ples of modern steam plant design,
send for our lOO-page book, ME No.
142.
The Green Fuel Economizer Co.
Matteawan, N. Y.
New York City, Boston, Chicago, Atlanta, San Francisco, Los Angeles, Seattle,
Salt Lake City, Montreal.
Engineers: Builders of Green's Fuel Economizers, Fans, Blowers andJExhausters, Steam Air Heaters,
Coils. Waste Heat Air Heaters. Mechanical Draft, Heating and Ventilatingfand Drying Apparatus,
Draft Dampers and Engines. 384
10
"INGERSOLL-ROGLER"
AIR COMPRESSORS
This shows a section through the air
end of the class "PRE" direct con-
nected, electrically driven type
tlNGERSOtL % kuGLLR]
INGERSOLL-RAND COMPANY
New York
Pneumatic Tools
Offices the World Over
London
Air Lift Pumping
3S-C.
11
w;d
High Vacuum at a Low Cost
Maxinuun turbine efficiency is assured by the high
vacuum maintained by
KOERTING
Multi=Jet
Condensers
These efficient condensers will produce at least a 28-inch vacuum
(referred to 30-inch barometer) with the minimum amount of cool-
ing water at 70° F. or under witJioat the use of an air pump.
A simple centrifugal injection pump operating against a 21 ft. head
is the only moving part required.
The cold water enters through a series of concentric nozzles and is
brought in intimate contact with the steam which enters through
annular passages between the nozzles.
The condenser is so proportioned as to maintain a practically con-
stant velocity of the steam from the top to the bottom.
Write us today stating your e.xact requirements. Our engineering
department will be pleased to submit a cost estimate on the equip-
ment of your plant with these modern condensers.
Be sure to send for Catalog S-AB today
Schutte & Koerting Co.
1239=57 North 12th St., Philadelphia
New York, so Church St.
Boston, 132 High St.
Cleveland, New England Bldg.
Denver, ist Nat. Bank Bldg
Chicago, Security Bldg.
Pittsburgh, Keenan Bldg.
Kansas City, Burton Machy Co
Dayton, Gimperling & Sons.
12
Speed Up Your Car and Driving Wheel
Lathe With G-E Industrial Control
Here is another special a[5plication of the G-E push button method of control — a case where high speeds are desirable — •
but cannot be attained continuously because hard spots on the wheel require a reduced speed over a fractional part of
each revolution. On this equipment we have three push buttons — one to "start," one to "stop" — and one to "slow down."
When the "slow" button is pushed, the speed is reduced and when it is released maximum speed is regained. A pendent
switch may be used for the "slow down" if desired.
The e.xact cutting speed required for any work, at any moment, is obtained by turning the knobs on a box, in easy reach
of the workman.
When the stop button is pushed, the motor is brought to a quick stop by means of dynamic braking.
This equipment also contains all of the overload, and low voltage protective features and can be applied to wheel lathes
now in service as well as on new machines.
The convenience and responsiveness of this drive, together with the close speed adjustments instantly obtainable, reduce
costs and speed up production.
:5/\ri:TYlii?57
Inquiries from "Safety First Com-
mittees, welfare workers and others
interested in the protection of men
as well as machines will be cheer-
fully answered.
G-E Industrial Control can be furnished
for the practical and economical operation
of any motor anywhere.
Cill, write or telephone our nearest office
for further details and special information
on our exchange proposition.
General Electric Company
Atlanta, Ga.
Baltimore, Md.
Birmingham Ala.
Boise, Idaho
Boston. Mass.
Buffalo. X. V.
Butte. Mont
Charleston, \V. \*a.
Charlotte, N. C.
Chattanooga. Tenn.
Chicago. 111.
Cincinnati. Ohio
Cleveland, Ohio
Columbus, Ohio
D ivenport, Iowa
Dayton. iJhio
Denver, Coio.
Detroit. Mich.
(Office of Agent)
Elmira. X. V.
Erie, Pa.
Indianapolis, Ind.
Jacksonville. Fla.
Joplin. Mo.
Largest Electrical Manufacturer in the World
General Office: Schenectady, N. Y.
ADDRESS NEAREST OFFICE
Kansas City, Mo.
Keokuk, Iowa
Knoxville. Tenn.
Los Angeles. Cal.
Louisville. Ky.
Mattoon, 111.
Memphis Tenn.
Milwaukee. Wis.
Minneapolis. Minn.
Nashville. Tenn.
Xew Haven. Conn.
Xew Orleans, La.
Xew York, X. V.
Omaha, Xeb.
Philadelphia. Pa.
Pittsburg. Fa.
Portland. Ore.
Pro\idence. R. I.
Richmond. Va.
Rochester, X, V.
Salt Lake City, L'tah
San Prancisco. Cal.
St. Louis, Mo.
Schenectady. X. Y.
Seattle. Wash.
Spokane. Wash.
Springfield, Mass.
Syracuse, X. Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio
For Texas and Oklahoma business refer to Southwest G^meral Ele;tric Company, Dallas. El Paso. Houston and Oklahoma City
For Canadian business refer to Canadian General Electric Company. Ltd., Toronto. Ont.
13
There's
Profit in
The Summer Lull
During the sweltering summer ^ ^^^
days, when the thermometer
sizzles around the nineties; when
everybody lets up; when profits
go down, but overhead stays where
it is — that's the time to make
profits bigger for the busy fall and
winter. You can best afford, dur-
ing the slack season, to install
"SeUs"
Roller Bearings
the dependable all-split line-shaft bearings,
that interchange with plain bearing boxes.
If you install them now, or later in the
summer, you will be drawing profit out of
the low-profit summer months — the lull time
of the year — by preparing for a lower power
expense as soon as business picks up. The
thousands of "Sells" Bearings in use are
your best guarantee of the service that
you'll be building into your plant. Write
today. Catalog ?
Also "Sells" Commercial Roller Bear-
ings, Power Transmission Machinery,
Punches and Shears, Grinders and
"Rollerine."
Royersford
Foundry & Machine Co.
60 No. 5lh Street
Philadelphia
" Use
'Rollerine' '
II ■III) I » iDi ) in I I 111 III III III III iim 1 1 III iiiiiinim ain.
B
Consult the
Cowdrey Machine
Works —
Let us build your special machine, or
furnish you with machine work on a
contract basis, in our large, up-to-date
factory. Our forty years' experience in
building special machines for knitting
mills, paper making, wood working and
nearly every other kind of purpose is
sure to be of service to you.
Machines We Have Made —
Hosiery Knitting Machines
Bobbin Turning and Boring Machines
Celluloid Turning Machines
Pointing Machines
Shoe Machines
Optical Machines
Safety Razor Machines
Paper Tube Machines
Paper Bag Filling Machines
Button Hole Machines
Laboratory Machines
Horn-Presses
Rock Drills
Automatic Feeders for Printing Presses
Jigs, Fixtures and Tools to yonr blue prints
Estimates gladly furnished from
blue-prints. Write us to-day
C. H. Cowdrey Machine Works
FITCHBURG, MASS.
Contractors, Builders and Designers
of Special Machinery
14
Jenkins Bros.
Iron Body Gate Valves
You obtain quality and satisfaction when
you specify Jenkins Bros. Gate Valves.
The improved shape of bodies and bon-
nets insures perfect castings, free from in-
ternal shrinkage strains, securing the ut-
most strength and rigidity, and enabling
the valves to resist without distortion the
severe stresses due to the working pressure,
expansion and contraction, poorly support-
ed piping, and other exacting conditions.
All Jenkins Bros. Gate Valves are of the
double-face, solid-wedge type, with gates
or wedges having guides which slide true
on ribs in the body and thus preventing
chattering when the valve is partly open,
or the wedge from touching the seat except
at point of final closing. The gates or
wedges fit only one way, and cannot be
accidently reversed. Jenkins Bros. Iron
Body Gate Valves are made in Standard,
Medium and Extra Heavy Patterns, the
larger sizes with or without by-passes as
required.
Write for catalogue illustruling entire line of
Jenkins Bros. Valves and Mechanical Rubber Goods
All Genuine
Jenkins Bros. Valves
Have the Diamond
Trade Marii—
Vour Protection
JENKINS
^ARK
Jenkins Bros.
New York, Boston, Philadelphia, Chicago
Jenkins Bros., Limited, Montreal, P. Q., London, K. C.
■■■■■■■■■■■■■■■IIIBBIEIB
Davis
Pressure
Regulators
Save
Steam
Save Steam
Using a higher steam pressure on your
auxiharies than is necessary is Hke oper-
ating your engine on a high back pres-
sure — it is wastefuL
Every pound reduction in pressure that
you can make saves a certain amount of
fuel. In most plants there are man}'
places where less than boiler pressure can
be used, and steam saved, if proper use is
made of the
Davis Pressure Regulator
Here is a device that saves steam and works
automatically. You simply set it to make deliv-
ery at the required pressure and no matter what
the boiler pressure may be or how much it varies,
the Davis Regulator will maintain a constant
reduced pressure.
This valve is simple in construction — it does
its work well and it lasts. Tell us your needs
and we will let you have a valve to test in your
own plant. If not satisfactory in every respect,
return it and you will be under no obligations
to us.
G. M. Davis Regulator Co,
439 Milwaukee Avenue
CHICAGO
New York Pittsburgh
Philadelphia
San Francisco
Boston
MAKERS of VALVE SPECIALTIES SINCE 1875
15
For the Shop
Princess
Wall Radiators
Made in heights 15 ami
22 inches. Units combined
to suit conditions.
Our Catalog No. 910
gives the combinations.
THE
H. B. SMITH
COMPANY
Westfield, Mass.
Boston New York Phila.
S'j-ii
For the Home
10 Lbs. Per H. P. Hour
with the
Nordberg Poppet Valve
Condensing Engine
The illustration shows one of the latest
types of high efficiency Nordberg tandem
compound engines with high-pressure
Poppet Valves and low-pressure Corliss
Valves.
This is the logical design: the poppet valves
on the high pressure cylinder are suitable for
superheated steam and high pressure, while the
low-pressure valves which handle low-pressure,
saturated steam, are of the Corliss type to give
the highest cylinder efficiency.
Nordberg compound condensing engines of this
type give economies of 10 lbs. per H. P. hour
depending on the conditions.
For further information write for our Bul-
letin 25 on Nordberg Poppet Valve Engines
NORDBERG MFG. CO.
NORDBERG
MACHINERY
Milwaukee, Wisconsin
Manufacturers of High Efficiency
Corliss Engines; Uniflow Engines;
Poppet Valve Engines; Air Com-
pressors; Blowing Engines; Hoist-
ing Engines; Pumping Engines;
and other machiner\ .
NORDBERG
MACHINERY
16
THE
AIR PUMP
For Large Turbine Units
THE \\ heeler Turl o Air Pump is particularly suited
for condensers of 10,000 k\v. and up, because tlie
hurlingwater is discharged around the entire periphery
of the impeller, in small radial jets, and large air en-
training capacity is obtained. The air is positively
entrapped between small layers of water, the com-
pressed mixture being finally discharged into a casing
surrounding the diffuser.
Under ordinary air-tight working conditions, when the con-
denser air in leakage is small, the
WHEELER
Turbo Air Pump
will maintain a vacuum of 99% of the theoretical.
For sui face condensers a combined air and condensate pump
is preferred by some engineers, and this arrangement is shown in
the illustration. Air and condensate enter the pump by a com-
mon suction nozzle, and arc separated within the pump, the air
flowing over the division wall to the periphery' of the hurling
water impeller and the condensate flowing by gravity to the eye
of the condensate impeller.
This putnp saves floor space
piping>', attendance and po'wer
For further information on Wheeler Turbo
.\ir Pumps, send for our new liulletin III
WHEELER
Condenser and Engineering Co.
CARTERET ,,s NE-W JERSEY
M>
B
El
i
i
i
11^
;~ '."«>v- .' ■ "
^^^^I^T^
p
MM
HUNT STEAM OPERATED ONE MAN
CONTROL STEEPLE TOWER
WILSON & PATTERSON, Montreal, Quebec
The Hunt Tower illustrated above, in combination with Hunt
Automatic Railway, unloads coal and places it in storage at the
rate of 200 tons per hour.
A VERY EFFICIENT OUTFIT
We are Specialists in machinery for the economical handling of
bulk material, and solicit inquiries for equipment of this kind.
Pamphlet S-102 on request.
C. W. HUNT CO., Inc.
West New Brighton, N. Y., U. S. A.
45 Broadway, N. Y. City Fisher BIdg., Chicago
Evans Building, Washington
This illustration
shows a
linililliih:lilil!llilil;:|i!iiiii!iiiNiiiil{iilli:[<i|iiiiiiii[i:iiliii!:iiilii[:i:iil>{i:iii'
I'oiible Suction
PROVIDENCE
PUMP
Providence Pumps
are built for all purposes in capacities
of 100 to 100,000 gallons per minute.
Double Suction Pumps for moderate heads.
Stage Pumps for greater heads or pressures.
Send for Bulletin
PROVIDENCE
Providence,
ENGINEERING WORKS
Rhode Island
I
17
See the Recognition Afforded
VULCAN SOOT CLEANERS
DURING MAY, 1914
SYRACUSE, N. Y.
for StirliiiL' Boilers.
Cleaners for Sturtevant
SOLVAY PROCESS CO.,
5-J365 H.P. Cleaner:
Economizers.
PENNSYLVANIA SALT MFG. CO., WYANDOTTE, MICH.
15-300 H.P. Cleaners for B. & W. Boilers.
AMERICAN SHEET & TIN PLATE CO., PITTSBURGH, PA.
3-300 H.P. and 1-400 H.P. Cleaners for Stirling Boilers.
STONE & WEBSTER ENGINEERING CORP., BOSTON,
FOR NORTHERN TEXAS TRACTION CO., HANDLEY, TEXAS
6-600 H.P. Cleaners for B. & W. Boilers.
FOR EL PASO ELEC. RY. CO., EL PASO, TEXAS
6-600 H.P. Cleaners for B. & W. Boilers.
BYLLESBY & COMPANY, CHICAGO
FOR LOUISVILLE GAS & ELEC. CO., LOUISVILLE, KY.
4-500 H.P. Cleaners for B. & W. Boilers.
ALL THESE ARE REPEAT ORDERS
What More Can We Say ?
WRITE FOR OUR INSTRUCTIVE BOOK— "Economical Steam Production." It
contains valuable information and data of interest to every Mechanical and Operating Engineer.
Sent free on re quest.
G. L. SIMONDS & CO., 228 So. La Salle St., Chicago
Vulcan Soot Cleaner in use at General Electric
Co. Lamp Works, St. Louis, Mo. Plants at
Schenectady, Cleveland, Minneapolis, and Cen-
tral Falls, R. I., also use THE VULCAN.
(VULCAN SYSTEM Shown on Side of Boiler.)
oirt Stretch^
Take-up
MACHINE STRIPPING COAL IX ILLINOIS
The rubber covers on Good-
rich Conveyor Belts are tough
and durable. They resist
abrasion. They protect the
body of the belt from the in-
roads of alternating damp-
ness and drvness.
Goodrich Products
Conveyor Belts
Elevator Belts
Transmission Belts
Hose— All Kinds
Packing
Valves, etc.
©iLTETiJii mm
reduce tonnage costs
Advise us regarding: installations. We make belts for every purpose
The B. F. Goodrich Co.
u
Goodrich Belts won't shrink
or stretch. They do not re-
quire a power-eating weight
to maintain tension. They do
not necessitate idleness for
frequent repairs, adjustments
or renewals.
Factories :
Akron, Ohio
BrEinches in AH
Principal Cities
Makers of Goodrich Tires
and Everything
that's Best in Rubber
There is nothing in Good-
rich Advertising that
isn't in Goodrich Goodc
18
I. P. MORRIS COMPANY
PHILADELPHIA, PA.
Specialists in the Design and Construc-
tion of High Class, High Power, and
High Efficiency Hydraulic Turbines
Illustration shows one of six turbines designed and
built for the Laurentide Company Ltd., Grand Mere,
P. Q., Canada. Unit is of the single runner, vertical
shaft type, with cast iron pit liner. Volute casing and
draft tube are formed in the concrete.
The I. P. Morris Company have built or have under
construction turbines of this type aggregating 472,700
horse-power.
Inquiries for ttirbines requiring special design will be
given every attention
20,000 H. p. TURBINE
Head 76 feet. Speed 120 R. P. M.
Most powerful Turbines of this Type ever built
LUNKENHEIMER CAST STEEL VALVES
Lunkcnheimcr line of Cast Steel Valves consists of Globe,
Angle, Cross, Gate, Throttle, Non-return Boiler Stop, etc.,
made in all standard sizes and two combinations as regards
the materials used for the trimmings, in order to meet various
conditions of pressure and superheat. Also made in "Puddled"
Semi-steeL
All of the above, together with Check, Le\-er, Pop Safety, Relief,
Blow-off, Screw Down Check Valves, etc., are furnished in Bronze or Iron
Body Bronze Mounted.
The large and com|)lete line of Lunkenheinier high grade engineering specialties also includes
Water Columns, Gauges and other Boiler Mountings; Whistles and Ground Key Work in great
variety; Injectors and Ejectors; Lubricators and Lubricating De\'ices; Oil Pumps, Oil and Grease
Cups, Gasoline Engine Appliances, etc.
Your local dealer can furnish them; if not, write us.
A complete description of the entire line can be had by referring to Lunkenheinier No. 50
Catalogue. Write for a copy.
liis LUNKENHEIMER £2:
'■quality"
Largest Manufacturers of High Grade Engineering Specialties in the World
CINCINNATI, OHIO
NEW YORK CHICAGO BOSTON
iS-4b
19
Where One Venturi Answers Two Purposes
Drexel Institute in Philatielpliia
supplies its light, heat and the
power needed to operate the labora-
tory apparatus from its own power
plant.
A Venturi Boiler Feed Meter with
Type M Indicator- Recorder per-
forms the dual service of checking
the evaporation and furnishing an
instructive exercise in power plant
economy. The illustration shows a
group of students engaged in dem-
onstrating the great accuracy of
the Venturi by weighing the water
on platform scales and comparing
with the indications of the meter.
Venturi Boiler Feed Meters find
application in power plants, large
and small.
Students Testing Venturi Boiler Feed
Bulletin No, 68A is Yours for the Asking
Meter at Drexel Institute, Philadelphia
BUILDERS IRON FOUNDRY, "Builders of the Venturi," Providence, R. I.
NEW YORK
CHICAGO
SAN FRANCISCO
PORTLAND
SEATTLE
■iiiiiiiiiiiii!iiiiiiiiii;!iiii]iHiiiii]i!iiii:5i!iii!j5i:;fii:!i:ii6;j!iiiS!:i:!i:rj^
HisiiiiiiiiiijiEiiiiSJiiiaijin'ijiiiiiDii'a
Large
Direct-Current
Turbo-Generators
are now obtainable in any size and of the most
reliable and economical type.
The De Laval Multi-Stage Turbine runs at the correct speed
for high economy, and is of simple and reliable construction. It
drives a standard slow speed generator by means of the De Laval
s^vijj Reduction Gear. The efficiency of the gear is between 98% and
99%. its operation is smooth and without noise, shock or vibration,
and its life is practically unlimited.
The generator is a standard speed direct-current machine with
ample commutator and brush area, and of the ordinary construction
familiar to all operating men. It is entirely free from overheating of
the commutator, vibration, breaking down of insulation and other
troubles inherent in high speed direct -current machines.
De Laval Multi-Stage Turbines are built for all capacities
above 50 H.P., and for all steam conditions, such as high
pressure condensing and non-condensing, low pressure and
mixed flow service.
WRITE FOR CATALOG "D-58"
DE LAVAL Steam Turbine Co
Trenton, N. J
63-B.
20
DISCRIMINATING Engineers in all sections of the country choose BALL
ENGINES, because of their economj-, reliability, and all around faculty
of making good. ^ Investigate the special features of the Ball Non-releasing
Gear Corliss. It is not an ordinary four-valve engine. Our catalogue tells why.
BALL ENGINE COMPANY
ERIE, PA.
:BIIIIIII!l«llil«»ilHllBI
De La Vergne
Oil Engines
Type FH Oil Engine
Send for Bulletin No. 132
Have been developed over a period of
twenty years in the United States to
meet American conditions.
Heavy Mexican crude oil with sulphur up to
3/^% is the cheap American fuel.
Specially trained operating engineers are ex-
pensive. The De La Vergne engine has been
highly developed and will burn this cheap fuel
and operate with only ordinary attention.
We guarantee when operating at three-quar-
ters or full load a fuel consumption of one-half
pound (y5 of a gallon) per Brake Horse Power
Hour of any commercial fuel or crude oil pro-
duced in the United States or Mexico.
The economy, the ability to burn the heaviest
fuels and the simplicity of the De La Vergne en-
gine make it the ideal source of power for fac-
tory service, electric installations, ice plants and
isolated stations of every description.
We build engines from I2 to 8oo H. P.
As many as eight successive orders compris-
ing forty-two engines in ail, have been placed
by a single customer for his own use — proof
positive of satisfactory service.
De La Vergne Machine Company
1123 E. 138th Street New York City
21
■■I Ml I iiiiiii liny iiiiiii II ■iiiiii ill 1 1 II II in 1 i ■ nil iiiiiBim i iii » iidhhiiiiii iiiiiiii i ii i n iiiiiwiiiii »
III ■ ipi 1 1 IIIIIII III I
65 Years in the Pump Business
Has given us valuable experience in solving pumping problems of every kind. This
experience is at the disposal of engineers when planning equipment for any service.
As the largest manufacturer of pumps for every
purpose, we are in a unique position to be of assist-
ance to you.
We have issued for engineers a series of bulletins
giving complete data on all types of Goulds Power
Pumps.
Send for a complete set.
Goulds Gas Engine-driven Triplex Pump In the Manchester,
Mass.. city water works. This equipment reduced pumping
costs more than two-thirds over that with the equipment
previously used.
TU
LAK^JEMT IHIFl.o@lF
[MlF(§o©
W@m. E¥ERY gI^R¥I
78 W. FALL ST., SENECA FALLS, N. Y.
BRANCHES AND AGENCIES IN PRINCIPAL CITIES
AIR COMPRESSORS and QAS COMPRESSORS
EQUIPPED WITH
MESTA AUTOMATIC PLATE VALVES
(IVERSEN PATENT)
NO VALVE GEAR
NO ADJUSTMENTS
MESTA AUTOMATIC PLATE VALVES
(IVERSEN PATENT) MAKE POSSIBLE MUCH
HIGHER PISTON SPEEDS THAN WERE
HERETOFORE USED. THEY DO IT WITH
INCREASED ECONOMY AND RELIABILITY.
THE MESTA MACHINE COMPANY IS
EQUIPPING EXISTING COMPRESSORS OF
VARIOUS MAKES WITH AUTOMATIC PLATE
VALVES OR WITH NEW AIR HEADS CON-
TAINING THEM.
Write for Bulletin "iV"
MESTA MACHINE COMPANY
PITTSBURGH, PA., U. S. A.
WORKS: MESTA STATION, P. R. R., WEST HOMESTEAD, PA.
DESIGNERS AND BUILDERS OF
GAS AND STEAM ENGINES, ROLLING MILL MACHINERY, FORGING PRESSES. CONDENSERS
JtllHIIIIIffi
22
FULTON
Oil and Steam Engines
Are Backed by Our Reputation for Reliability
'* Sixty Years of Successful Manufacturing"
We build our machinery complete in our own plant. Long ex-
perience has demonstrated the proper materials to be used in our
castings and our workmanship is of the highest class.
Fulton=Tosi Oil Engines, Diesel Type
Fulton=Corliss, Medium and High Speed Engines
Write for Oil Engine Bulletin "yl."
FULTON IRON WORKS
1259 Delaware
ST. LOUIS, MO.
Three Basket Type — Showing Outlet
and One Basket Rr-moverl.
(1) Pressures are high (2) Sudden overloads occur
(3) Loads are higher
(4) Plants require a constant supply of cooling water
(5) Tubes become scaled more rapidly
These conditions demand a greater insurance for safety, high econom\-,
and continuous operation.
For continuous operation at full rating condensers must have a constant
supply of cooling water. A Lagonda Multiple Water Strainer placed in
your water supply main will collect all foreign matter, such as sticks, ice,
leaves, etc., where they can be quickly and easily removed, and prevent their
clogging the condensers and pumps.
The Lagonda Cut-Off Valve automatically cuts out boilers in which a
tube has ruptured or drawn, and thus prevents the spreading of the disturb-
ance to the remainder of the plant. It also cuts out the boiler in case of a
header rupture or troubles beyond the boiler. It automatically cuts boilers
into the line when at the proper pressure and absolutely prevents the turning
of steam into a cold boiler when it is down for cleaning or repairs.
Weinland Tube Cleaners are made for all conditions and drives. They
are simple, durable, easily and quickly repaired.
Write for our Bulletins
.^^W-
)
lQui>.k Re; air Il-ad. W .
W>WK,
BOSrOK PMTLADCLPMIA.
»T LOUIS. cHKjtca ocmcft
DALLAS.
SANFTUNOSm
nUJL MOHTHUL LONDON
NOWADAYS
I
23
THE NASH ENGINE
years tHe leader
in Vertical Gas
Engine Desig'n
Specially adapted for
Electric Generation
Water Works
and high grade
Power Plants
National Meter Company
CHICAGO
NEW YORK
BOSTON
HAMILTON CORLISS
Horizontal Crank and Fly Wheel Pumping Engines
are particularly designed for hard service and long life and the valves are arranged in the
annealed steel casting decks in such manner that the flow of water is not deflected
in all directions, as is necessarily the case when the bee-hive or cage system is used.
Hamilton Corliss Engines are the most economical steam operated prime movers known
and are sold on their operating record.
Send for Bulletin "F"
THE HOOVEN, OWENS, RENTSCHLER CO.
HAMILTON, OHIO, U. S. A.
h 111 III HI III HI ■ I in II 1 1 HI II nil
24
THE GARVIN MACHINE COMPANY
Manufacturers of
MILLING MACHINES
Numerous Styles and Sizes
SCREW MACHINES
MONITOR LATHES
FORMING MACHINES
CAM CUTTING
MACHINES
TAPPING MACHINES
SLOTTING MACHINES
DRILL PRESSES
CUTTER GRINDERS
DUPLEX HORIZONTAL
DRILLS
HAND LATHES
SPRING COILERS
and
SPECIAL MACHINERY
GARVIN No. 2-A Universal Milling Machine
Autoniatic Feeds in All Directions
Adjustments; 25 x 8 x iS in. Use Code — Animus
OFFICE AND WORKS
137 VARICK ST.
NEW YORK CITY
Visitors Welcome
iiaiiiiiNiiaiiininiBiiiiiiiiBiiiniiiBiiii^^^^^
iiiiiiiiii iiiiiiiii III III ii iiini iiiiuiiniiiiiiinniif 11 initiniiiiiMniii''i
The Best Steel
obtainable might be made into wire which
would be too hard and brittle to make a good
wire rope.
Or the wire might be of a qu:iHt>- that
would stand all tests and yet make a poor rope,
because of lack of care and skill in stranding,
or because of an improper design.
The good rope, the kind which wears well
and gives satisfactory service, is made from
wire of uniform quality, stranded together in a
workmanlike manner in accordance with de-
signs, planned in the light of experience in
manufacture and close study of the operation
of wire rope in use.
The rope that bears the above trade mark
is known wherever wire rope is used as one
which wears well and gives the best service of
which wre rope is capable.
Such a reputation is not an accident but
the natural result of a thorough appreciation of
what must be done to make a good rope, and
the necessary facilities for doing it.
John A. Roebling's Sons Co., Trenton, N. J.
25
Endless Cable Mine Car Hauls and Retarders
FAIRMONT Endless Cable Car Haul
Three cars per minute
on a 13.26% pitch of slope
are hauled by the Marion
Gas Coal Company on
their Fairmont Car Haul
shown herewith. This Car
Haul is 450 feet from
center to center of sheaves
and all the equipment is on
top of the ground. Almost
entirely automatic. The
dumper can stop and start
haul at will, and be.«ides
the dumper there is only
one other man required
— at foot of the haul lo
uncouple cars.
In Use For
Five Years
During this time the 900
foot rope has not stretched
enough to make respacing
of the dogs and blocks
necessary. An automatic
spring take-up at the foot
of the haul has taken up
all the slack, which, in
this case amounted to
about 18 inches. Sheaves
of large diameter bring
the wear on rope down to
a minimum.
Safety
Assured
Even on the steepest in-
cUne. An enclosed Guide-
way, built of steel angles
and channel runs the full
length of slope and around
the sheaves. Double
finger automatic dogs and
transmission blocks are
spaced on the rope at in-
tervals to engage the
pockets in the sheaves.
The dogs and blocks can-
not got out of guideway.
If you are interested in larger hauling capacity with fewer men and at lower cost, you should know more about the Fairmont System.
Write Us Today
FAIRMONT MINING MACHINERY CO., FAIRMONT, W. VA.
MODEL 280, Single Range
Portable Voltmeter.
(One-quarter Size.)
MODEL 280/TrlpIe Range
Portable Volt-Ammeter.
(One-ou.irrrr Size.)
WESTON
Miniature Precision Instruments
for Direct Current
A new group of very small Indicating Instruments
COMPACT — ACCURATE — DURABLE— BEAUTIFUL
PORTABLE
Voltmeters, Millivoltmeters, Volt-Ammeters, Ammeters, Mil-
Ammeters, are supplied in single, double and tririle rangus.
The triple range volt-ammeter comprising six instruments in
one. This sroup aI?o includes BATTERY TESTERS.
SWITCHBOARD
Voltmeters Volt = Ammeters Ammeters Mi I -Ammeters
This new line of instruments represents the latest development of the
pivoted moving coil, permanent magnet type for low ranges.
The refinement of design and mechanical work in them has been carried
to a degree which would appear to be almost impossible of accomplishment,
if the results were not evident in the instruments themselves.
They embody characteristics which have made the well known Weston
Standards famous throughout the world.
They are accurate, dead beat and extremely sensitive.
They may be left continuously in circuit at full load without injury and are
shielded against the external electrical and magnetic infiuences of
other apparatus in their vicinity.
They are substantially constructed and may be safely sent long distances
through the mails and will withstand an extraordinary amount of vibration without injury.
They have the longest scale ever provided in instruments with equal length of pointer.
Each model has been thoroughly tested under the most severe conditions of service and in experiments extending over more
than one year.
The portable instruments may be conveniently carried in the coat pocket.
The prices have been established upon so low a scale that any one may possess one or more of these remarkable instruments
at moderate cost.
If you cannot obtain the instruments desired from your dealer, write us.
The several models and ranges offer a selection from over 300 different combinations, listed in Bulletin No. 8. Will be
mailed upon request.
WESTON ELECTRICAL INSTRUMENT COMPANY, ^'"SEwTR"K"''N^r''"
MODEL 267, Switchboard
Ammeter.
(One-quarter Size)
MODEL 268, Switchboard
Volt-Atnnieter. Reads
Amperes. Press Button for
Volts. (One-quarler Stze.)
Stanley Brnwn. IH Liberty St., New
YorkCiiy.
Badt-W'estburg Elec. Co.. 832 Mo-
nadnock block, Chicago. IlL
F. E. Gilbert. 303-4 Hale Bldg.. 1326
■ Chestnut Street, Philadelphia, Pa.
Geo. H. Moscman, 176 Federal St.,
Boston. ^LLSs.
Mlltnn MI!!, 915 Olive St.. St.
Loul3. Mo.
B. K. Sweeney Electrical Co.. 2910
Huron St., Denver, Colo.
Frank E. Smith. 6S2 Mission St..
San Fruncl=;co. Cal.
S. C. Dinsmore. 1933 Dime Bank
Eld^.. DciD'it, Mich.
WnUer P. Ambos Co.. 1729 East 12th
.St.. Cleveland. Ohio.
A. H. Winter Joyner, Ltd., 76 Bay
St., Toronto, Canada.
Weston Instrument Co., Ltd., Ge-
neststras.se 5. Schoneberg. Berlin. Caigary'
Germany. Weston
R. Petest. 415 Fourth Nafl Bank
Bldg., Atlanta. Ga.
Edwin Wortham. Suite 2S, Allison
Building. Sih St., & Main St..
Richmond, Va.
Montreal -^
WinrioeK I
Vancouver f Nortftffm Elocfnc Compa/ry
Electrical Instrument Co.,
Audrey House, Ely Place, Hol-
born. L'nidi'ii. E. C.
26
Reduce Costs and Promote Factory Efficiency
Shaw F. T. Electric Monorail System
The Shaw "F-T" Electric
Monorail System is DIF-
FERENT.
TIk term "F-T" signifies llic
FIXED TONGUE in the track
switch — no moving part — noth-
ing to set — no open ends.
These distinctive features of
tlie Shaw Monorail System es-
tablish thr SAFETY and EF-
FICIENCY of the overhead
monorail for Factory Trans-
portation.
SAFETY— Owing to the ab-
sence of any open ends in the
track system, derailments are
impossible and no "safety ap-
pliances" arc required.
EFFICIENCY— Xo time is
lost at the switches — the Shaw
Monorail Hoist is "dirigible"
and runs through the switches
without stopping — the operator
in the cab controls the route
as well as the hoisting and
travel motions.
Heretofore the weak point
in the Overhead Monorail has
lieen the track switch, but with
the Shaw System the Track
Switch is an advantage instead
'■f a draw-back.
The Shaw "F-T' ' Monorail
Hoist is built with the ordinary
single lift or with double
lift for handling long material;
also for Grab Bucket opera-
tion.
Send for Our Illustrated Bulletin 73-B
MANNING, MAXWELL & MOORE, Inc.
General Offices, 119 W. 40th St., New York. N. Y.
Shaw Crane Works: Muskegon, Mich.
Ml
^3
Chicago. III.
Cincinnati, Ohio
Cleveland, Ohio
Detroit, Mich
I III III mil iiiiiniiiiiiiiiii iiiiiniiiiui iiiiiiiiiiiiiiiiiiiiiiwiiiiiiiiiiiM
BRAN'CH SALES OFFICES:
Boston, Mass.
Buffalo. N. Y.
Milwaukee, Wis.
New Haven, Conn
Philadelphia. Pa.
Pittsburg, Pa.
St. Louis. Mo.
San Francisco, Cal.
n [i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiii.
.H.
Accurate Knowledge of Boiler
Performance of Incalculable Value
u
rail-
W
riiL COCHRANE METERING HEATER is a Cochrane
Open Feed Water Heater, in which a V-notch weir is incor-
porated. It therefore both meters the water fed to the boiler,
,ind gives in addition all the advantages of a first-class open-feed
water heater. By reason of the incorporation of the weir within the
heater structure, water can be measured accurately at any tempera-
ture, or under any back pressure, and the combined unit occupies less
space and has fewer parts, regulating valves, etc., than would be, in-
volved in a separate meter and heater installation.
Cochrane Metering Heaters are supplied for engines e.xhausting against back
pressure or free to atmosphere, and also with the Cochrane Steam-Stack and Cut-
Out Valve, for purifying exhaust steam passing to heating or drying sy.stcms,
low pressure turbines, etc.
Cochrane Metering Hot Wells and Cochrane Independent Meters are in-
stalled under our patents in connection with open or closed feed water heat-
ers already installed, or to meter the discharge of condenser air pumps, etc.
Accuracy guaranteed within i}2% of absolute weight.
Send for pamphlets "Precision in the Measurement of Water'
and "Hot \Vater Meters and Their Practical Applications.'
HARRISON SAFETY BOILER WORKS
3199 N. 17th STREET
PHILADELPHIA, PA.
27
I III II II II II III III III I II II I II III II II II II II II II I I II II II II III III III I II III II nil ■
Reducing the Pay-Roil—
improving the Product-
increasing the Capacity—
are the three most important accomplishments of a
Conveyer System.
In these days of manufacturing retrenchment, archi-
tects and engineers are alive to the necessity of pro-
viding the best and simplest means for reducing time
and labor in manufacturing processes. Development
in gravity and power conveying devices have attracted
wide and interested attention, and all promoters of
industrial projects are giving the subject thorough
investigation.
Be prepared to specify the best types of mechanical
handling machinery by securing literature illustrating
and describing the Mathews line of Standard Equip-
ment—the oldest and best known in America.
GRAVITY ROLLER CONVEYERS
GRAVITY WHEEL CONVEYERS
AUTOMATIC ELEVATORS
GRAVITY ROLLER SPIRALS
GRAVITY SPIRAL CHUTES
POWER PALLET CONVEYERS, Etc.
[ATTENTION OF MECHANICAL ENGINEERS |
Cut out this coupon, attach it to your letter head (
and we will rnail our full set of catalogs and bulle- (
tins Illustrating and describing the Mathews line)
of Standard Equipment, consisting of Gravity)
Conveyers, Automatic Elevators, Gravity Roller \
Spirals, Gravity Spiral Chutes, etc. Sooner or \
later you will have use for the information given (
in our literature. }
Mathews Gravity Roller Carriers and Steel Chutes in a Biscuit Factory
We have branch offices in all leading American cities with com-
petent engineers in charge. Personal assistance given to architects
and engineers in working out handling systems for their clients.
We make no charge for this service.
Main Office and Factory
EllwoodCity,Pa.
Branch Factories;
TORONTO, ONT.
LONDON. ENG
M«.i:ro:\-ii]
III II II I I III III II
<^^^
III III III III III III II II 1 1
1 1 II I II 1 1 1
I I I I I I I I I I I II I II I I III I III I III III III IE
I ih Ji III III II II III III III III mil III II I II II II III II II III III II III III III III II II Mill II III III III mil II iiyk
Do You Know
Your
Temperatures?
If temperature enters
into your manufacturing
processes, jou should use
TAGLIABUE
Hohmann-type
THERMOMETERS
They will always indi-
cate your temperatures
accurately; they are
built to withstand the
most severe strains ; they
are made to fit your
special purpose. Made
with any scale, of special
stem materials, and with
particular connections
for particular applica-
tions.
Send for our Codex
ClxT.TAGLIABUE MFG.CO?:!-
TEMPERATURE ENGINEERS
18 to 88 Thirty-third St. Brooklyn, N. Y.
JiJ
I I
Water as hot as
exhaust steam — cost of
upkeep less than you'd expect
for the National
Direct-Contact
FEED WATER HEATER
has upward filtration. The filter
material lasts longer — it cannot
be carried to the pump.
Catalog No. 2
The National Pipe Bending Co.
New Haven, Conn. ^^-67
28
FORTUNA
Portable Electric Drills
Why Not For You?
Over 25 years of actual field experience
in economically handling Coal and Ashes
for others, is our bid for your confidence.
JEFFREY
STANDARD Equipments
can be applied to all types and sizes of power
Plants.
Sold for Bulletin 32-B
JEFFREY MFG. CO., Columbus, 0.
FOR
Drilling, Reaming and Tapping
HAND AND BREAST DRILLS
HEAVY SERVICE DRILLS
Ventilated and Watertight
Fortuna Machine Company
127 Duane St.
NEW YORK I
rng ■ r "siiia aa ii ni ■iiuiiiiiii ii
HELICAL GEARS
are eeneratecl on the Gear
Shaper on the same princi-
ple as spurs and internals.
In either case a ground,
generating cutter is used,
which produces extremely
accurate gears at low cost.
You are probably familiar
with the spur machine.
Write for circular descrip-
tive of the Helical Gear
Shaper.
THE FELLOWS GEAR SHAPER CO.
Springfield, Vt.
Yes, they LOOK
about alike while
they're running
but they don't
SOUND alike
HOIIDB I I III I II I 1 I
The QUIET drive looks like this
when it's not running. The
pinion, you see, is New Process
Every high speed
metal gear drive
should include a New
Process Pinion to do
away with the metal-
he noises, to prevent
destructive vibration
and to prolong life of
the intermeshing gear
teeth.
Ask for our book
"Noiseless Gear
Driving" and if you
want advice on gear
problems, our en-
gineers will help you
without charge.
NEW PROCESS IS TO ALL OTHER B4WH10E AS STEEL IS TO IRON
Wimr
*Si
11^
M CORPQRATIO
SYRACUSE. N.Y
CANADIAN AGENTS: Robert Gardner & Son. Ltd., Montreal &s
29
Loss in Efficiency
usually more than offsets any attempted
economy in equipment. This is par-
ticularly true of the contractor and his
hoists, derricks, blocks and cables: —
because the speed of the whole job
hinges on them.
Hoisting Equipment of
CLYDE GRADE cost no more
than other first-class equipment
but is worth more because its
quahty is always dependable.
Send for Catalog 33 and see
the line!
~^^o\ill find a Repeat-
fflaprdGr built into ever
1 Hoist of ClvdeGra
One of the numerous types of
o. s.
LOCOMOTIVE
CRANES
Cl-^*^DE. IRON \V^ORK.>S
MANUFACTURIRS../ CLYDE-GRADE HOIiTINO MACHINERY
Duluth. Minnesota U.S.A.
Our new type of 30- ton crane with special
equipment of pile driver leads is so arranged
that the boom may be replaced by horizontal trusses
carr>'ing steel collapsible leaders. When these pile driver
leaders are lowered to the horizontal position crane is in
standard clearance of 15 feet.
With the efficient system of outriggers provided the
crane makes a very serviceable wrecker having capacity
of 60 tons at short radii. Complete locomotive and
freight car air brake equipment is supplied.
Bulletin No. describes many other types
Orton & Steinbrenner Co.
Miin Office ( HIC\00, ILL
SPRAGUE. ELECTRIC
HOISTS
Capacities from 1-2 to O Tons
Direct and A.Iternating Current
&'
,: ^ f^:,-..? .- .
Complete information upon request
Ask for Pamphlet No. 90560
SD -n A r^ Jl TT ELECTRIC
IT rv. xTLVjt \J ML^ -works
OF GENERAL ELECTRIC COMPANY
Main Offices: 527-531 West 34th Street
NEW YORK, N. Y.
Branch Offices in Principal Cities
6-Arm Friction Clutch Coupllag
FALLS Transmission Machinery is the result
of a generation of technical research for ob-
taining proper efificiency. Falls Clutches are
dependable with minimum frictional losses.
Full and complete line of
Bearings, Couplings, Head Shaft Hangers,
Floor Stands, Base Plates, Etc.,
Designed for service and durability.
Our Engineers are specialists on equipments for the
economical distribution of power, and are always at your
service.
FALLS CLUTCH & MACHINERY COMPANY
CUYAHOGA FALLS, OHIO
(Branches)
NEW YORK CITY BOSTON. MASS. CINCINNATI. O.
206 Fulton St. 54 Purchase St. 208 Elm St.
30
C. H. Wheeler Condensers
We guarantee our apparatus to maintain a vacuum as close to
absolute as Is commercially possible, and with the
lowest operating and maintenance cost.
The C. H. WHEELER "High Efficiency" System
of Steam Auxiliaries includes :
C. H. WHEELER High Transmission Surface Condensers,
C. H. WHEELER Counter Current Central Barometric; an1 High
Vacuum Low Level Jet Condensers.
C. H. WHEELER-PRATT "ROTREX" Patent Vacuum Pumps.
C. H. WHEELER-MULLAN Patent Vacuum Pumps.
C. H. WHEELER-THYSSEN Hydraulic Entrainment Type High-
Speed Vacuum Pumps.
C. H. WHEELER IMPROVED Rotative Dry Vacuum Pumps.
C. H. WHEELER Centrifugal Pumping Machinery, all capacities.
Belt, Engine, Turbine or Motor driven.
C. H. WHEELER-PRATT Water Cooling Apparatus, Forced and
Natural Draft designs. Sold on efficiency, durability and low
maintenance guarantees.
C. H. WHEELER Improved Closed Feed Water Heaters for primary
or auxiliary service.
C. H. WHEELER Vertical Enclosed Self-Lubricating Engines.
C. H. WHEELER Atmospheric Exhaust Valves.
Multiflex Automatic ReUef Valves.
Expansion Joints.
" Everything but the Turbine "
C. H. WHEELER MANUFACTURING CO.
PHIUDELPHIA, PENNA,
New York Pittaburgh
Boston Cleveland
BRANCHES
Chicago San Francisco
Cincinnati Charlotte
New Orleans
Honolulu T. H
n t\ n
N M
Reliable
Efficient
ALLIANCE
Slab Charging Machines
A most satisfactory machine for charging
and drawing slabs from 15 to 20 tons. Equip-
! ped with a vertical lifting motion and an end
gripping device.
PITTSBURG y^f /.'/i:,/ /lanilirdiumt^ /A,- Hirltlj /an/ctf Cmna NEW VOBK
r I i <r*r Ai,i/iA,^CE, OHIO, . ^
SlIlllUBLIIIIIIBIUilllUIIU^^^^^^^^
K^t <*"
1
^I^^^H^H
wS&^^^^j
L-T^^'^
..J
You are always sure of
"finish" on
Doehier Die-Castings
Aluminum and white metal alloy die-castings come from the moulds with a
beautiful, smooth finish, sufAcient for almost all uses without machining.
If desired, parts may be buffed, polished or plated.
The first sample from the die. made exactly to your specifications to the
thousandth part of an inch, is submitted for your o.k. We guarantee to deliver
exact duplicates of this sample when approved, in any quantity — one hundred
or one million All will be exactly alike.
Give us a trial. Our large plant and able Engineering Department and a
large force of skilled die makers are at your service. You will be surprised at
our prompt deliveries
IiE^^ iB^^^nsi &
COURT a NINTH STS.
IP)) ms io)
BROOKLYN, N.Y.
Western Plant: E. Woodruff & N. 12tli Sts., Toledo. Ohio.
TEXACO LUBRICANTS
Whether }ou use, make, or sell power, you
must employ lubricants.
The care with which you select them influences
the efficiency of your plant.
The care with which we have selected the
Texaco Lubricant most suited to each pur-
pose insures the utmost in lubricating efficiency
to the consumer.
We have customers operating plants of all
sizes and every description, who are dail}' at-
testing to the advisability of buying oils
under the Texaco Red Star Green "T" trade-
mark.
Investigate. It will benefit us both.
The Texas Company
Houston New York
Department M. E., 17 Battery Place, New York
Branch Offices:
Boston Chicago Atlanta Dallas Pueblo
Philadelphia Norfolk New Orleans El Paso Tulsa
31
Brown Pyrometers
Are used for measuring temperatures
from— 200° to +3600° Fahrenheit.
Over 4000 Brown Electric Pyrometers
are in general service, under the
most severe conditions. Our 56-page
Catalogue would interest you
THE BROWN INSTRUMENT CO.
PHILADELPHIA, PA.
NEW YORK PITTSBURGH CHICAQO
SHEDITE
Waterproof and Steamproof Belting. For
every drive where it's damp or steamy
AN oak tannud belt of highest quaUty, with all
the good points of such belting and, in addi-
■ tion, the special value of being absolutely
impervious to moisture or steam. It will give the
same perfect service on drives in wet places that
our Cocheco Belting will give in dry places.
Shedite is not an experiment, an uncertainty. It
has been tested out for a number of years and we
know of no single instance where it has failed; to
the contrary, we have scores of highly compliment-
ary letters from present users, copies of which we
will be glad to furnish on request.
May we quote you ?
I. B. Williams & Sons
DOVER, N. H.
'2 Mumy St
New \ork
14 15 N Fnnk'in =t
Chicago ni
I" '^ummer'^t
Boston, Mass
One of the largest collections of
engineering literature in the world is
the Engineering Library in the En-
gineering Societies Building, 29 West
39th Street, New York.
It comprises 65,000 volumes, in-
cluding many rare and valuable refer-
ence works not readily accessible else-
where. Over 700 technical journals
and magazines are regularly received,
including every important engineer-
ing journal in the world in the me-
chanical, electrical and mining fields.
The library is open from 9 a.m. to
9 p.m., with trained librarians in con-
stant attendance. Its resources are
at the service of the engineering and
scientific public.
High
Quality
Attractive
Prices
Prompt
Service
Our 22 years' experience in the pro-
duction of die-cast parts has made Frank-
lin castings standard for quality.
Our improved methods of production
make competition by even the best-
equipped machine shop impossible.
Our facilities for prompt service mean
much to the users of die-castings.
Write for Booklet "D."
Franklin Manufacturing Company
404 South Geddes Street, Syracube, N Y
I II nil I I I I I I I II II 1 Hill III III ■
32
ELECTRIC & HAND POWER CRANES, PORTABLE ELECTRIC & MONORAIL HOISTS
ALFRED BOX & CO., Philadelphia, pa.
SiiMiiiiiiii«!ii»iiiiiiiiiiiiiiiii«iii»iii«^^^^ I iiiiifiBHjjiiiiuii III 111 I iiiBniiiiniiummwn'
O. K. SPEED REDUCING TRANSMISSIONS
G/VE RESULTS WHERE OTHER DRIVES FAIL
DESIGNED FOR HEAVY DUTY AND CONTINUOUS SERVICE
A HIGHLY EFFICIENT PLANETARY TRANSMISSION
O. K.
Send
REDUCERS
for Bulletin No. 4
The above cut represents seven Model B Speed Reducing Outfits: ratio. 25.6:1; Direct
connected to General Electric Motors, 5 H.P., 1 140 R. P. M., giving a driven speed of
45 R. P. M. Motors and reducers are mounted on cast Iron bedplates. The above
' ^^ outfits operate feed driers In a large cereal plant.
ARE MADE IN RATIOS AS HIGH AS 1600:1 OR MORE. INVESTIGATE BEFORE DECIDING ON YOUR
PLANT EQUIPMENT
D. O. JAMES MFG. CO., 1122 W. Monroe Street, Chicago
THE A. & F. BROWN CO.
ENGINEERS, FOUNDERS, MACHINISTS AND MILLWRIGHTS
POWER TRANSMISSION MACHINERY
DESIGNED, FURNISHED AND ERECTED
Friction Clutch Pulleys
and Couplings
SPECIAL MACHINERY
IRON CASTINGS
Gears of all kinds
and sizes
WORKS: ELIZABETHPORT
NEW JERSEY
SALES ROOM: 79 BARCLAY ST.
NEW YORK CITY
Over
50,000
miles
in use
Continuous Rail Joint
\\ ebcr Rail Joint
s The Rail Joint Company
^ GENERAL OFFICES: 185 Madison Avenue, New York City
Makers of Base-Supported Rail Joints for Standard and Special
Rail Sections, also Girder, Step or Compromise, Frog and Switch,
and Insulated Rail Joints, protected by Patents.
Highest Awards— Paris, 1900; Buffalo, 1901; St. Louis, 1904.
^1 III I I I Hi II I I iiiti III III uiu I ■■ mu a ii ii ii i i i u i
Rolled
from
Best Quality
Steel
W'olhaupter Rail Joint
Catalog: at Agencies
Boston, Mass.
(-hicago, 111.
Denver, Colo.
Philadelphia, Pa.
Pittsburgh, Pa.
Portland, Ore.
St. Louis, Mo.
Troy, N. Y.
India Bldg.
Railway Exchange Bldg.
Equitable Bldg.
Pennsylvania Bldg.
Oliver Bldg.
Wilcox Bldg.
Commonwealth Trust Bldg,
Burden Avenue
Montreal, Can.
London, E. C„ Eng.
U U lilH Ullilli lii H
Board of Trade Bldg.
36 New Broad St,
33
*ieeJa
Set Back andpnimTrnQ
LockedWheeluUUIllLnO
are absolutely reliable instruments for the recording of
output from machines.
In their design special attention has been given to mailing an
instrument which will operate with the greatest ease. They are fur-
nished with the following forms of driving mechanism: Revolution,
Direct Drive and Rotary Ratchet.
Complete catalogues showing over 25 different
styles of counters mailed free upon request
THE VEEDER MFG. CO., Hartford, Conn.
16 Sargeant St.
Makers oj Cyclometers, Odometers, Tachometers, Tachodomelers. Counters
and Small Die Castings
(Cut Hall size)
The " Setback Counter," illustrated above, is
suitable for use in counting separate lots of work on
Punch Presses, Printing Presses, Looms, Stamping
Machines, Duplicators, Addressographs, Mimeo-
graphs, Coil Winders, Pumps, Engines, Screw
Machines, Type Setting Machinerjs or on any
machines on which an accurate record of parts made
is desired.
Auburn Ball Thrust Bearings
Reduce Wear and Tear, and Stop Lost Motion. Write today about your
dlfflcultles or send for Bulletin No. 12.
Washers, Races, Discs and Rings
of tool ateel, hardened and ground, made to customer's speciflcatlona. Our excel-
lent {acuities Insure high grade work . Send blue-print s ol sizes today lor Quotation .
Steel, Brass
and
Bronze Balls
tMS
Auburn Ball Bearing Co., 20 Elizabeth St., Rochester, N. Y.
■■■■I ■■■■■■■■■■■■■■■iiii II n I i I I I r
■■■■■■■■■■■■■■■■■■■III I I I II I I I II 111 ■■■ I III 11 I I II II I I g I Hill ID I 11 ■ 11 IIII I D I HI,
CENTRIFUGAL PUMPING MACHINERY
Morris Machine Works
Baldwinsville, N. Y.
HENION & HUBBELL, Agents
217-221 iN. Jefferson St., Chicago, IQ.
H. A. PAINE, Agent
Houston, Tex.
HARRIS PUMP & SUPPLY CO., Agents
Pittsburgh, Pa.
Charlotte, N. C
R. D. WOOD & CO.
New York Office,
39-41 Cortlandt Street
ENGINEERS
IRON FOUNDERS
MACHINISTS
PHILADELPHIA, PA.
BUILDERS OF Gas Holders, Single and Multiple Lift; Gas
Plants; Gas Producer Power Plants; Hydraulic Presses and
Heavy Hydraulic Machinery; Pumping Engines, Centrifugb..
Pumping Plants; Water Works Appliances; Steel Tanks; Sugar
House Apparatus ; Heavy Special Machinery ; Theisen Washers.
MANUFACTURERS OF C. I. Pipe, Gas Works Apparatus,
Centrifugal Pumps, Hydraulic Tools of all description, Hydrants
and Valves, Gas Producers.
34
^"^ BUILT BV ^O"
E.KEELER CO.
U.S. A
KST.Vlil.l.SIIEU isi;i
New York Rochester
Philadelphia
Cleveland
Dallas
Pittsburgh
Chicago
San Francisco
Keeler Cross Drum Type
■yHE Cross Drum Boiler was designed to meet
the demand for a liigh-grade water tube
boiler that could be installed in office buildings,
school houses, apartment houses, hotels and
boiler rooms generally where ceiling height is
limited or where the boiler must be introduced
through restricted openings.
The boiler is shipped knocked down, and can
be assembled without riveting, is of all wrought
steel construction, and is built in units of from
sixty to six hundred horse power.
In use by U. S. Government.
Ask for our new illustrated catalogue
Green Chain Grate Stokers
For Water Tube and Tubular Boilers
GREEN ENGINEERING CO.
Stager Building Chicago, 111.
Catalogue " G " — Green Chain Grate Stokers for free burning bituminous coals.
Catalogue "L" — Green Chain Grate Stokers for coking coals.
Catalogue No. 8 — GECO Pneumatic Ash Handling Systems.
Sent on application
no II I 1 1 H I I
II I I D I I ■ ■
THE BABCOCK & WILCOX COMPANY
85 LIBERTY STREET, NEW YORK
WATER TUBE STEAM BOILERS
STEAM SUPERHEATERS
MECHANICAL STOKERS
Works: BARBERTON, OHIO BAYONNE, N.J.
BRANCH OFFICES
BOSTON. 35 Fediral St.
PITTSBURGH. Farmers Deposit Bank BIdg.
SALT LAKE CITY, 313 Atlas Block
CLEVELAND. New England Bldg.
LOS ANGELES, American Bank Bldg.
PHILADELPHIA. North American Bldg.
NEW ORLEANS. Shubert Arcade
CHICAGO. Marquette Bldg.
PORTLAND, ORE.. Wells-Fargo Bldg.
SEATTLE, Mutual Life Bldg.
SAN FRANCISCO, 99 First Street
DENVER. 435 Seventeentli Street
ATLANTA. Candler Bldg.
HAVANA. CUBA, 116J CaUe de la Habana
CINCINNATI. Traction Bldg.
I mil III II
POP SAFETY VALVES, RELIEF VALVES
PRESSURE AND VACUUM GAGES
OF BOTH REGISTERING AND RECORDING STYLES
All of a superior quality and guaranteed to give greatest efficiency, dur-
ability and perfect satisfaction. Backed by a reputation secured in 42 years of
successful business.
Complete Catalogue mailed upon request.
THE ASHTON VALVE CO.
Established 1871
271 Franklin St., BOSTON, MASS.
128 Liberty St., NEW YORK 174 N. Market St., CHICAGO
35
■'III III ■■■■■■■lyminiiu
iiiiiiii II iin I
■I III liiniiiiiiiiiiiiiiigii III I
Oil-Burning BECO
STANDARD SIZES 300 to 600 B. H. P.
A Model of Simplicity
Free from all valves with exception of a small
fuel needle \alve, which uncovers an opening
into the cylinder of less than l/g of an inch in
diameter. Operates on the Diesel principle.
Guaranteed fuel consumption not in excess of
~}o gallons of crude or refuse oil per lOO B.
H."P. hours.
Let us send you descriptive matter cover-
ing details of construction and operation.
HERBERT B. RUST, Sales Agent
14-22 Peck St., Providence, R. I.
THE BROWN ENGINE CO., Fitchburg, Mass.
.iiiiii ID! mil null IK inii
iiiia II Di nn n ii ■■ iii n ■n iiiiiiiiinii ■
III I II I in
DISTRIBUTION VALVES and SUPERHEATED STEAM
Always the greatest knowledge and skill are exercised in Designing an Engine in order to
secure the most Efficient and Economical use of the Steam. Do not, therefore, Overlook
the Importance of Frictionless, Steam-Tight Distribution Valves which remain Steam-
Tight and Frictionless.
To say the least, it is not wise to use poorly balanced, leaky valves on an Engine which
has otherwise had knowledge and skill applied in its designing.
Put it up to Valve Specialists.
AMERICAN BALANCE VALVE CO., Jersey Shore,
PENNA.
U.S.A.
'1)111 III I 111 nn II I in I DI
mi iiiDiiiiiiii 111 III iiHi III
VALVE SPECIALISTS SINCE 1890
III III I mil null I mill I iiiiiiiiii II I
III II I u 1 1 Din I I I I II 1 II I I
THE ART OF CUTTING METALS
By FRED W. TAYLOR, Sc.D.
The most complete and thorough treatise yet pubhshed on this subject with chapters on :
Action of Tool and its Wear in Cutting Metals How Long Should a Tool Run Before Regrinding
How Modern High-Speed Tools Wear Effect of Feed and Depth of Cut on Cutting Speed
How to Make and Record Experiments Tool Steel and its Treatment
Lip and Clearance Angle of Tools Theory of Hardening Steel
Forging and Grinding Tools Quality of Metal to be Cut
Pressure of the Chip upon the Tool Line or Curve of Cutting Edge
Cooling the Tool with a Heavy Stream of Water Slide Rules
Chatter of Tools Additional Experiments and Investigations
2d Edition — without discussion (cloth) $3.00
3d " —with " " 3.50
3d " — " " (half-morocco) 4.50
PAGES 350 FOLDERS 24
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
29 WEST 39th STREET, NEW YORK
36
PROFESSIONAL CARDS j
'
HOOPER-FALKENAU ENGINEERING CO.
Industrial Engineers and Architects
Woolworth Building, NEW YORK CITY
ELECTRICAL TESTING LABOR.\TORIES, Inc.
Electrical and Mechanical Laboratories
Tests of Electrical Machinery, Apparatus and Supplies. |
Materials of Construction, Coal, Paper, etc. Inspection •
of Material and Apparatus at Manufactories.
80th Street and East End Avenue, NEW YORK CITY
THE ARNOLD COMPANY
Engineers— Constructors
Electrical— Civil— Mechanical
105 South La Salle Street, CHICAGO
ELLIOTT H. WHITLOCK, Member A. S. M. E.
Consulting Engineer Carbon Expert i
Efficiency Management t
1506 W. Il2th Street, CLEVELAND, 0.
EUROPE
ARTHUR E. ZUMPE
of the firm of BRIESEN & ZUMPE
Patent Attorneys
87 Nassau Street New York, N. Y.
is going abroad. Will entertain any proposition where
business and patent serv-ices are required. The highest
references. All conferences, etc., confidential.
CHAS. T. MAIN, Member A. S. M. E.
Mill Engineer and Architect
201 Devonshire Street. BOSTON, MASS.
CHAS. H. MANNING, Member A. S. M. E.
CHAS. B. MANNING.
Consulting Engineers
886 Elm Street, MANCHESTER, N. H.
BERT. L. BALDWIN & CO.
B. L. Baldwin, G. W. Simpkinson, Members A.S.M.E.
Plans, Specifications and Superintendence of Manufac-
turing Buildings, Plants and Equipments of same.
Perin Building, CINCINNATI, OHIO
ENGINEERING SCHOOLS AND COLLEGES |
NEW YORK UNIVERSITY SCHOOL OF APPLIED
SCIENCE
Department of Civil, Mechanical and Chemical En-
gineering.
For announcements or information, address
CHARLES HENRY SNOW, Dean, University Heights,
N. Y. CITY.
THE RENSSELAER POLYTECHNIC INSTITUTE
Courses in Civil, Mechanical, Electrical and Chemical
Engineering and General Science leading to the degrees,
C. E., M. E., Ch. E. and B. S. Also special courses.
Unsurpassed laboratories.
Catalogue sent upon application TROY, N. Y.
The rate tor insertion of announcements of Engineering
Schools and Colleges is $3.00 per month, without regard
to number of insertions. Orders are accepted on a " till
forbid" basis, subject to cancellation at any time by
gi\ing thirty days' notice. B
1
POLYTECHNIC INSTITUTE OF BROOKLYN
Course in Mechanical Engineering. Evening Post-
Graduate Courses. Fred. W. Atkinson, Ph. D., President;
W. p. Ennis, Member A. S. M. E., Professor Mechanical
Engineering.
(■■■Si- ■ ■^ilillllililllllllllllMilllllBlllMl.m^^^^^ IIIBBIJ.'liiiSrUI-Sli
CRANE FOR SALE
Manufactured by the Northern Engineering Works of Detroit, about nine years ago. Capacity 35 tons, auxiliary hoist 5
tons. Four motor drive, main hoist motor 35 H.P., Au.xiliary hoist motor 10 H.P., bridge travel motor 22 H.P., side travel
motor 6J^ H.P., Span 33 ft. 2 ", Lift 29 ft. 6", Speed of main hoist 10 ft. per minute, speed of au.xiliary hoist 20 ft. per minute,
bridge travel 200 ft. per minute, trolley travel 100 ft. per minute. All motors General Electric make. 220 volts, three phase,
60 cycle. Crane is complete with a slate base switchboard and the entire crane is in strictly first class operating condition.
Length of Span, etc., could be altered by maker at Detroit before shipment. Can make immediate shipment.
THE EDISON ILLUMINATING COMPANY
DETROIT, MICHIGAN
Only Makers of "CUMBERLAND GROUND" Shafting
Large Stocks Quick Shipments
iiiiiii
^iiiliruliliiiiiiiiii'i iillillldJiili'liii lidlllilvli . I . .
37
STEAM ENGINES, TURBINES AND BOILERS
ALMY WATER TUBE BOILER CO. providence r i
Manufacturers of Almy Patent Sectional Water Tube Boilers for steamships, river steamers, both
propeller and stern wheel, torpedo boats, fire boats, launches. Donkey Boilers for steamships and for all
kinds of stationary work.
Water Tube
Boilers
THE BABCOCK & WILCOX COMPANY ss l.bert. sxbekt new york
Water Tube Steam Boilers, Steam Superheaters, Mechanical Stokers.
Water Tube
Boilers
ERIE, PA.
BALL ENGINE COMPANY
Builders of Ball Single A'alve Automatic and High Speed Corliss Engines with non-detaching valve
gear, for direct connection, or belting to electric generators.
See page 2 of Condensed Catalogues of M eehanical Equipment, 1913 Volume.
Steam
Engines
DE LAVAL STEAM TURBINE CO. trenton. n j
Steam Turbines, single and multi-stage, for all services. Centrifugal Pumps, single and multi-stage,
for all capacities and all heads. Centrifugal Blowers and Air Compressors, and special Centrifugal Appa-
ratus. De Laval Speed-reduction Gears.
Steam
Turbines
Centrifugal
Pumps
edge moor, DELAWARE
EDGE MOOR IRON COMPANY
Builders of the Edge Moor Water Tube Boiler. Especially suitable for large power plants. Steel
construction, straight tubes, all hand holes elliptical, unrestricted circulation which permits forcing
fires with safety and economy.
See page 23 of Condensed Catalogues of Mechanical Equipment , 1913 Volume.
Water Tube
Boilers
ERIE CITY IRON WORKS erie pa
Boilers: water tube, horizontal tubular, return tubular, water bottom portable, open bottom port-
able, vertical tubular and vertical water tube. Engines: Erie City "Lentz," four valve, enclo.sed high
speed, automatic, center crank, side crank, portable and Feed-Water Heathers from 25 to GOO h.p.
Steam Boilers
and Engines
Feed- Water
Heaters
HARRISBURG FOUNDRY & MACHINE WORKS
HARRISBURG, PA.
Manufacturers of Fleming-Harrisburg Horizontal Engines, Corliss and Single Valve, Simple, Tandem
and Cross Compound.
Steam
Engines
HEINE SAFETY BOILER CO. st louis, mo
Heine Safety Water Tube Boilers, Heine Patent Steam Superheaters, Steel Stacks, Housings, Flues,
etc.
See pages 24, 25 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Steam Boilers
Superheaters
THE HOOVEN, OWENS, RENTSCHLER CO. hamhton omo
Manufacturers of Hamilton CorUss Engines, Hamilton High Speed CoHiss Engines, High Duty
Pumping Engines, Power Pumps and Compressors, Special Heavy Castings.
See pages 6, 7, 309 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Engines
Pumps
Compressors
Castings
38
Boilers
E. KEELER COMPANY wiluamsport pa
Water Tube, Internal Furnace and Return Tubular Boilers. Self-Supporting Stacks, Feed Water
Heaters.
See ■page 27 of Condensed Calaloijnes of Mechanical Equipment, 191.3 Volume.
Engines
Compressors
Iloists
NORDBERQ MANUFACTURING CO. Milwaukee wis
Engineers, Designers and Builder.s of High Efficiency Corliss Engines, T'niflow Engines, Poppet
Valve Engines, Air Compressors, Blowing Engines, Steam and Electric Hoi.sting Engines, Pumping
Engines and Steam Stamps.
See pages 8, 9 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Engines
Centrifugal
Pumps
Special
Machinery
PROVIDEXCE. R, I.
PROVIDENCE ENGINEERING WORKS
Rice and Sargent Corliss Engines, Providence Centrifugal Pumps, Improved Greene Engines and
repair parts. Special Machinery.
.See page 11 of Condensed Catalogues of Mechanical Equipment, 1913 Volmne.
Engines
Refrigerating
Machinery
THE VILTER MFG. CO.
Established 1867
1070-lOSS Clinton St.. MILWAUKEE. WIS.
Builders of Corliss Engines, Girder or Heavy Duty Type Bed for Belted or Direct-Connected Service,
medium or high speed. Ice and Refrigeration Machines.
Papers on
Steam
Engines and
Boilers
PAPERS PUBLISHED BY A. .S. M. E.
No. 11)71. Influence of tlie Connecting Rod Upon Engine Forces: S. A. Moss, price SO. 10; No. 922.
Effect of Clearance on Economy of Steam Engine: A. Kingsbury, price -SO. 10; No. 873. Comparison of
Rules for Calculating the Strength of Steam Boilers: H. de B. Parsons, price SO. 10; No. 819. Boiler and
Furnace Efficiency: R. S. Hale, price $0.30.
OIL AND GAS ENGINES AND GAS PRODUCERS
Oil Engines
THE BROWN ENGINE CO.
FITCHBURG. MASS.
Herbert B. Rust. Agent
14-22 Peck St., Providence. R. I.
Manufacturers of the BECO Oil-Burning Engine. Operates on the Diesel principle. Standard sizes
300 to 600 B.H.P.
Refrigerating
and
Ice Making
Machinery
Oil and Gas
Engines
DE LA VERGNE MACHINE COMPANY
Refrigerating and Ice Making Machinery, 5 to 000 tons i
:;ngines 75 to 2400 B. H. P.
See page 20 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
1123 E. 13STH St. NEW YORK CITY
Refrigerating and Ice Making Machinery, 5 to 000 tons capacity; Oil Engines up to 360 B. H. P.;
Gas Engines 75 to 2400 B. H. P.
Steam
Engines
Oil Engines
FULTON IRON
WORKS
ST.
LOUIS
. MO.
Manufacturers of Co
rhss and Medium Speed Engines,
Fulton
-Tosi
Oil Engines
Diesel S>
stem.
Cane
Sugar Mills and Crushers
Gas Engines
and Producers
NEW YORK
CHICAGO
BOSTON
NATIONAL METER COMPANY
Nash Gas Engines and Producers are capable of running at their rated load for ten consecutive hours
on one charge of fuel; will develop a B. H. P. hour on one pound of coal; are reliable because they're Nash.
See pages IS, 19 of Condensed Catalogues of Mechanical Equipment, 1913 Volwne.
39
THE SMSTH GAS POWER CO. lexington, omo
Builders of Smith Automatic Gas Producers, both suction and pressure tyjies. Mechanically Oper-
ated Gas Producers in large units for power and heating plants. Tar Extractors and Gas CleaningPlants.
See page 22 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Gas Producers
POWER PLANT AUXILIARIES AND SPECIALTIES
AMERICAN BALANCE VALVE CO. jersey shore, penna.
W'e make Balanced Slide and Piston Valves for Manufactui"ers of Steam Engines, also for Old Power
Equipment, from Steam Pump.s to Battleships. Write us.
See page 1.30 of Condensed Cnlnlngiies of Mechanicrd Equipment, 1913 Volume.
Valres
Slide and
Piston
Distribution
AMERICAN ENGINEERING CO.
Machinists and Founders. Builders of the Tavlor Stoker.
PHILADELI>HI.\
Stokers
BOSTON. M.^.SS.
EsT-iBLISHF.D ISol
AMERICAN STEAM GAUGE AND VALVE MFG. CO.
Pressure ani.1 Reconling Gauges, Engine Room Clocks and Coiniters for all purposes. Iron and
Brass Pop Safety and Relief Valves for stationary, marine and locomotive use. The American Thompson
Imjiroved Indicator with new improved detent motion. The American Ideal Steam Trap.
See pages 110, 111 of Condensed Catalogues of AFeclianical Equi/mient, 1913 Volume.
Valves
Gauges
Indicators
THE ASHTON VALVE CO. boston new york cmc.w^o
Makers of the Ashton Poji Safety Valves, Water Relief Valves, Blow Off Valves, Pressure and \'aciuim
Gages. All of a superior quality and guaranteed to give greatest efficiency, durability and perfect satis-
faction.
Valves
Gages
W. N. BEST 11 Bno.tDW.iY new YORK CITY
Apparatus for and technical infornuition relative to all forms of liquid fuel equipment.
Oil and Tar
Burners
Furnaces
W.\TERBURY, CONN.
THE BRISTOL COMPANY
Bristol's Recording Pressure and \'acuum Gauges. Bristol's Recording Thermometers. The W'm.
H. Bristol Electric Pyrometers. Bristol's Recording Voltmeters, Ammeters and Wattmeters. Bristol's
Recording Water Level Gauges. Bristol's Time Recorders and Bristol's Patent Steel Belt Lacing.
Recording
Gauges and
Instruments
THE BROWN INSTRUMENT CO. Est..b..sW isgo Philadelphia, pa.
Manufacturers of the Brown PjTometers, the first to be manufactured in this country, and having
the largest sale today. Also manufacturers of Thermometers, Speed Indicators and Recorders, Voltmeters,
Ammeters and kindred instruments.
Pyrometers
Thermom-
eters
Tachomet-ers
PAPERS PUBLISHED BY A. S. M. E.
No. 1214. Unnecessarv Lo.sses in Firing Fuel Coal: C. R. Weymouth, price S0.30; No. 1213. Fuel
Economy Tests at a Large Oil Burning Electric Plant: C. R. Weymouth, price $0.20; No. 1165. The
Rational Utilization of Low Grade Fuels in Gas Producers: F. E. Junge, price $0.40; No. 1245. Some
Properties of Steam: R. C. H. Heck, price SO.IO.
Papers on
Power Plants
-Iff
V'enturi
Meters
BUILDERS IRON FOUNDRY providence, r i
Wiituri Meters for cold water, hot water, brine, chemicals, air, gas, steam, etc.; Globe Special Cast-
ings for water works; Grinding and Polishing Machinery.
See page 70 of Condensed Catalogues of Mechanical Equipment, 1913 Volutnc.
V'alces
CHAPMAN VALVE MANUFACTURING CO. indian orchard, mass
Boston New Vobk St Louia Pittsbubgh Chicago Philadelphia San Francisco
Bra.-:s and Iron \alves for steam, water, gas, oil, etc. Sluice Gates. Send for catalogue.
See page 76 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Lubricators
Grease Cups
CRESCENT MANUFACTURING CO.
Lackawanna Sight Feed Lubricators and Automatic Greafe Cups
SCOTTDALE, PA.
Valve
Specialties
Steam Traps
Governors
G. M. DAVIS REGULATOR CO. new yoT^^%°t. lc.
Manufacturers of Pre.s.sure Reducing \'alves, Back Pressure Valve, Steam Trap, Exhaust Relief
\'alves, Balanced ^'alve, Float Valve, Pump Governor, Boiler Stop and Check \'alves.
See pages 104, 10.") of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Condensing
Plants
Air Filters
Separators
Steam Traps
PHILADELPHIA, PA.
GENERAL CONDENSER CO. 1250N i.thst
('(iniiilrtr Condensing Plants fur Ilijili \'acuum; Counter Current, Jet and Surface Condensers, Air
Pumps, Pumping Outfits, Re-Cooling Plants. Oil, Air and Steam Separators. Combined Oil Separators
and Heaters. Dry and Wet Air Filters. Air Extractors for Feed Water (''.-Virex''). Return and Vacuum
Steam Traps.
Stokers
Pneumatic
Ash
Conveyors
GREEN ENGINEERING CO. steger BciLmNc cu ic.\uo. ill.
Green Chain Grate Stokers for free burning and coking bituminous coals. GECO Pneumatic Ash
Handling Systems.
See pages 32, 33, 34 of Condensed Catcdogues of Michanical Equi/iment, 1913 Volume.
Fuel
Economizers
Mechanical
I) raft
Engines
THE GREEN FUEL ECONOMIZER CO. matteawan n y
Fuel Economizers; Waste Air Heaters; Fans, Blowers and Exhausters; Engines; Positivflow Hut
Blast Heaters, Drying Equipments; Heating and Ventilating Equipments, Mechanical Draft Installation-.
See pages 46, 47 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Feed-Water
Heaters and
Purifiers
Separators
Metering
Heaters
HARRISON SAFETY BOILER WORKS
PHILADELPHIA. PA.
Cochrane Feed Water Heaters, Cochrane Steam and Oil Separators, Sorge-Cochrane Hot Process
Softening Systems, Cochrane Multiport Valves, Cochrane Metering Heaters.
Valves
Works: H0:MESTEAD. PA.
PITTSBURG, PA.
HOMESTEAD VALVE MANUFACTURING CO.
Manufacturers of "Homestead Valves." Straightway, Three-way and Four-way, for blow-off or fur
highest pressure and most difficult service for water, air or steam. Valves unlike all others.
.S'ce page 82 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Valves
Steam Traps
Separators
Regulators
THE HUGHSON STEAM SPECIALTY CO. Chicago ill
Manufacturers of Regulating Valves for all pressures and for steam, air and water. The best and
only absolutely noiseless Combination Back Pressure and Relief Valve. Pump Regulators, Separators,
Steam Traps, Automatic Stop and Check Valves. Write for complete catalogue
41
INGERSOLL=RAND COMPANY nBno.o..v xewvork
Air Compressors, twenty standard tyjies, capacity 8 to 9000 cu. ft. per minute; "Little David."
"Crown" and "Imperial" ii-ir Hammers and Drills, all sizes "Imperial" Air Motor Hoists, capacity 32 to
5 tons.
.See pages 270, 277 nf Comh nscd Catalogiicf! of Mccluiuical Eqnipiiicnl. 101.3 Volume.
Mr
Compressors
Air Tools and
Hoists
JENKINS BROS.
NEW YORK BOSTON
PHILADELPHIA CHICAGO
Manufa* turiTS of the genuine Jenkins Bros. Valves, made in brass, iron body, and cast steel, in a variety nf typs,
suitable for moderate, medium or extra heavy vressures. Als > a line of high grade mechanical rubber goods including slrieei
packing, gasket tubing and pump valves. Illustrat.-d catal igae sent on reque-t.
See pages 84, 8.5 of Condensed Calnlogues of Mechanical Equipment, 1913 Volume.
Valves
Packing Discs
ROBERT A. KEASBEY CO. ^^ ^- ^^°^^, ,,,^^11^' "^'
Heat and Cold Insulating Materials. Headquarters for 85% Magnesia Asbestos and Brine Pipe
Coverings, Asbestos Products, etc.
See page 138 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Magnesia
Asbestos and
Brine Pipe
Coverings
THE LAGONDA MFG. CO.
SPRINCIFIELD. OHIO
Makers of Weinland Tube Cleaner.^ Automatic Cut-Off Valves. Reseating Machines, Huilcr Tulie
Cutters and Water Strainers.
Tube Cleaners
Cut-Otr Valves
Water
Strainers
THE
LUDLOW VALVE
MFG.
CO.
TRO-S
•. N. Y.
Manufacturers of genuine Ludlow Gate Va
Valves. Foot Valves. Sluice Gates. Indicator
ves for all purposes. Special Blow
Posts. Fire Hydrants.
-off ^'alves.
Check
See
pages 86, 87 of Condensed Catalogues o
f Mecha
nical Equipment,
1913
Volume.
Valves
Blow-off
Valves
Fire Hydrants
CINCIN.V.4TI. OHIO
THE LUNKENHEIMER COMPANY
Manufacturers of high-grade engineering s])ecialties, compri.sing Brass and Iron Valves, Whistles,
Cocks, Gauges, Injectors, Lubricators, Oil Pumps, Oil and Grease Cups, etc., adapted to the requirements
of all classes of machinery.
See pages 88-93 of Condensed Catrdogues of Mechanical Equip7nent, 1913 Vohemc.
Valves
Injectors
Lubricators
Etc.
MOREHEAD MANUFACTURING CO. Detroit mkh
Return, \on-Return, Vacuum and Cimdenscr Steam Traps. The Morehead Tilting Steam Trap is
the original design of lilting trap, having been on the market for a quarter of a century. For reliable and
satisfactory service this type of trap recommends itself. Illustrated descriptive catalog sent on request.
Sec piges 112, 113 of Condcn.'ied Calalngues of Mechunical Equipment, 1913 Volume.
Steam Traps
THE MURPHY IRON WORKS Founded 1S7S Inc. 1904 DETROIT. MICH.
Builders of The Murphy Automatic Furnace. The best Automatic Furnace that thirty years practical
experience can produce.
Sec pages 38, 39 of Condcnse<l Catalogues of Mechanical Equipment, 1913 Volume.
Automatic
Furnace
NATIONAL PIPE BENDING CO. new haven, conn
National Feed-Water Heaters, National Storage Heaters, National Direct Contact Heaters antl
Purifiers, National Steam and Oil Separators. Coilu and Bends of Iron, Brass and Copper Pipe.
Sec pages 62, 63 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Feed-Water
Heaters and
Purifiers
Separators
PAPERS PUBLISHED BY A. S. M. E.
No. 10S.5. Performance of a Superheater: A. Bement, priceSO.lO; No. 1070. A Twist Drill Dynamom-
eter: H. P. Fairfield, price SO.IO; No. 921. The Bursting of Small Cast Iron Fly-Wheels: C. H. Benjamin,
inice $0.20; No. 1144. Balancing of Pumping Engines: A. F. Nagle, price $0.10.
Papers on
Power Plant
Specialties
42
Valves
NELSON VALVE CO.
Chestnut Hill
PHILADELPHIA. PA.
Maiiufacturor.s of liigli grade Bronze, Iron and Steel ^'alves of every kind for every purpose.
Sie page 94 of Condensed Catalogues of Mechanical Equipment, 1!)1M Volume.
Governors
THE PICKERING GOVERNOR CO.
PORTLAND. CONN.
Governor.s for Steam Engines, Turbines, Gas Engines. Mechanical Control Power Regulation.
Sri- piii/c K!l <)/ Condensed Catalogues of Mechanical Equipment, 1913 Vuhone.
Superheaters
POWER SPECIALTY CO.
Ill Bro.vdw.w
NEW YORK
The Foster Patent Superheater saves feed water, condensing water, coal and boiler power.
See page 45 of Condensed Catalogues of Mechanical Eipiipinent, 1913 Volume.
Valves
Fire Hydrants
PRATT & CADV COMPANY, Inc.
HARTFORD. CONN.
Br.\nches .\t Alb.vny. B.yltlmohe. Boston. Chicago. Detroit.
Indi.\n.\polis. New Orle.\ns. New Yoi:k. Phil.\delphia. Pittsbdrg.
Manufacturers of Brass, Iron and Steel Valves, Fire Hydrants, Asbestos Packed Cocks.
See pages 96, 97 of Condensed Catalogues of Mechanical Equipment. 1913 Volume.
Water
Softening
Purifying and
Filtering
Systems
WM. B. SCAIFE & SONS COMPANY
221 FIR.ST Ave.
26 Cortl.\ndt .St.
PITTSBURGH. PA.
NEW YORK
WE-FU-GO and SCAIFE Water Softening, Purifying and Filtering Systems for boiler feed water
:ind all industrial and domestic purposes.
Injectors
Condensers
Valves
Engine Stops
PHILADELPHIA. PA.
SCHUTTE & KOERTING CO. 1230-57 n i2th st
Injectors, Syphons, Eductors, Furnace Blowers, E.xhausters, Pump Primers, Condensers, Spray
Cooling Nozzles; Valves; Small Brass and Iron Body, Open Hearth Steel-Stop, Stop Check, Emergency
Stop Check, Trip, Throttle Trip, Engine Stops, Steam Traps, Feed Water Heaters, etc.
Soot Cleaners
Gas .Analysis
Instruments
Tube Cleaners
G. L.
SIMONDS & CO.
CHICAGO. ILL
The Vulean Soot
for CO2, 0, CO, etc.,
Tube Cleaner, Eclipse
Cleaner fur Wat
Hays CO2 and
Smoke Indicati
er Tub
Draft
r.
e and Tubul:
Recorder; H
ir Boilers; Has's
lys Differential
Gas
Draft
Analysis Instruments
Gage; Dean Boiler
Steam
Specialties
Feed Water
Heaters
Steam
Separators
Instruments
THE SIMS COMPANY erie.penna
Designers anil Manufactuiirs of Steam Specialties and Power Plant Appliances: Closed Feed Water
Heaters, Open Feed Water Heaters, Hot Water Generator.-i-Convertors, Laundry Heaters, Live Steam
and Water Mixers, Exhaust Heads, Oil Extractors, Oil Filters, Compound Feeders, Garbage and
Refuse Burners, Tanks.
C. J. TAGLIABUE MFG. CO.
32 Thirty-third St. BROOKLYN. N. Y.
Loral Sales Offices in Chicago and Sun Franci.sco
Maiuif:irturers of Instruments for Indicating, Recording and Controlling Temperature and Pressure.
ThernioMieters; Automatic Controllers; Gages; Oil Testing Instruments; Engineers' Testing Sets, Pyrom-
eters, Barometers, Hygrometers, Hydrometers, etc.
See Page 13'2 of Condeii.-<rd Catalogues of Mechanical Equipmeid.
Lubricating
Oils
THE TEXAS COMPANY newyork houstun
Lubiicating Oils for Power Plants, Central Stations, Machine Shops, Foundries and all general
purposes. All classes of Petroleum Products of the highest quahty.
See jiage 142 if Condensed Catalogues of Mechanical Equipment, 1913 Volume.
43
WALWORTH MANUFACTURING CO.
BOSTON, MASS.
Manufacturers of hish grade Brass, Iron and Steel Valves; Power Plant Piping; Screwed and
Flanged Fittings; Pipe Fitter's Tools; Genuine Stillson Wrenches. Parmelee Wrenches, Walco-Hex
Wrenches.
Valves
Power Plant
Piping
Wrenches
Main Office anu Wouks
CARTERET. N.J.
WHEELER CONDENSER & ENGINEERING CO.
Surface, Jel and Haronictric Conden.':;ers, Combined Surface Condcn.sers and Feed Water Heaters,
Cooling Towers, Etlwards Air Pumps, Centrifugal Pumps, ]-{otative Dry Vacuum Pumps and Multiple
Effect and Evaporating Machiner\-.
See par/e 60, 67 of Condenned Catalogues of Mechanical Equipment, 191.3 Volume.
Condensers
Pitn^ps
Cooling
Towers
C. H. WHEELER MFG. CO.
PHILADELPHIA, PA.
NEW VORK BOSTON
CHICAGO S-^N FRANCISCO
Manufacturers of High Vaciunn Ajiparatus, Condensers, Air Pumps, Feed-Water Heaters, Water
Cooling Towers, Boiler Feed and Pressure Pumps.
See piigc 05 of Condensnl Ciiinliiiiiicx of Mechanical Equipmcntj 1913 Volume.
Condensers
Cooling
Towers
Feed-Water
Heaters
PHILADELPHIA. PA.
YARNALL=WAR!NG CO. chesxnct m..
Manufacturers of the "Leu" ^■-Xotch Recording Meter, Simplex Seatless Blow-off Valve and tlie
Simplex Pipe-Joint Clamp..
Sec pngc 9.^ of Condensed Ciilalogiies of Mechniiicnl Equipment, 1913 Volume.
Water Meters
Blow-off
Valves
Pipe-Joint
Clamps
POWER TRANSMISSION
THE AMERICAN PULLEY CO. ^Philadelphia, pa
The American Pulley. The first all steel parting belt pulley made. Now sold in larger quantities
than any one make of pulley. No key, no set screw, no slip; light, true and amply strong for double belts.
ISO stocks carried in the United States.
iSVc ;)f;r7c.s ]riS, 1.59 of Condensed Catalogues of Mechanicnl Equipment, 1913 Volume.
Pulleys
AUBURN BALL BEARING COMPANY 22 Eo^abeti, .St. Rochester, n. y.
Auburn Four Point Contact Cone Principle Ball Thrust Bearings, Auburn Special Ball Thrust Bear-
ings, Auburn Steel, Brass and Bronze Balls, Sohd and Hollow.
See page 161 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Ball Bearings
THE A. & F. BROWN CO. -9 b...c.... s..
Manufacturers of Shafting, Pulleys, Hangers, etc., for Transmission of Power.
Sec pngc 14S of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
NEW YORK
Shafting
Pulleys
Hangers
DODGE MANUFACTURING COMPANY
MISHAWAKA. IXD.
Everything for the Mechanical Transmission of Power, Elevating and Conveying; and Water Softeners.
Write for "Power Transmission Engineering," the most complete book of its kind published. It will help
you in your specifications.
Transmission
Machinery
Water
Softeners
Rope Drives
Conveyors
THE FAFNIR BEARING COMPANY
NEW BRITAIN. CONN.
Sales Agents: The Rtiineland Machine Works Co.,
HO W. 42nd St. New Y'ork City
High grade Ball Bearings made of the finest materials to the closest standards of accuracy in the world.
Fafnir Ball Bearing Hanger Boxes can be used in any standard hanger frame.
Ball Bearings
44
Poller
Transmission
Appliances
FALLS CLUTCH & MACHINERY CO. clyahoga falls ohio
Friction Chitdi Pulleys, Couplings, Quills, Operators, Clutch Sheaves, Floor Stands, Hea\'^' Mill
Bearings, Shaft CoupUngs, Sheaves and Tension Carriages, Pulleys and Fly Wheels.
See poye 149 of Condi-uxed Cntnloguvs of Mtchaiiicnl Ecjuipmeid, 1013 Volume.
Power
Transm ission
THE HILL CLUTCH COMPANY Cleveland ohio
Manufacturers of a complete line of Power Transmission Machinerj' for belt, rope or gear driving,
including the well known Hill Friction Clutches and Hill Collar Oiling Bearings.
.Sec ;«';/<' lot) of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Cut (iearing
Speed
Ilcducing
Transmissions
D. O. JAMES MANUFACTURING CO.
1120-22 W. Monroe St.
CHICAGO
Specialists in cut gearing; spur, spiral, bevel, mitre, worms and worm gears, rawhide pinions, racks,
incased worm gear reductions, O'K speed reducing transmissions 4:1 up to 1600:1.
Pinions and
Gears
NEW PROCESS GEAR CORPORATION
SYRACUSE. N. Y.
Manufacturers of New Process Noiseless Pinions and aLso of accurately cut Metal Gears of all kinds.
Pulleys
Paper Friction
Transmission
THE ROCKWOOD MANUFACTURING CO. ix'DlixiSous'ixD
Rockwood Paper Frictions have proven their unquestioned superiority. You will find our booklets
regarding Transmission of Power by Belts and Friction Transmission desirable additions to your engineer-
ing library. Furni.shcd free to members upon application.
Power
Transmission
Roller
Bearings
ROYERSFORD FOUNDRY AND MACHINE CO.
PHILADELPHIA. PA
Manufacturers of Power Transmission Machinerj' and Sells Roller Bearings.
Sec pages 16S. 1G9 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Leather
Belting
CHAS.
Tanner
is of two kit
Belting for
A. SCHIEREN COMPANY
^— Belt Manufacturers. Output 100,000 Hides
ids, waterproof and steamproof, and is used for
loavy drives. Schieren's Royal Extra Belting
per year. Schieren's
all belting purposes,
or general mill work.
NEW YORK
Duxbak Leather Belting
Schieren's Bull's Head
Leather
Belting
Lace Leather
and Welting
L. B. WILLIAMS AND SONS
DOVER. N. H.
New Y'ork Boston Chicago
Tanners and Manufacturers of Oak Tanned Leather Belting, Round Belting, Lace Leather, Belt
Leather, Welting, Strapping, Fini.shed Oak Shoulders, Slabs, Belhes, Scrap Leather.
Poller
Transmission
T. B. WOOD'S SONS CO. chamber.sburg, pa.
Modern and Approved ApjJliances for the transmission of Power. Shafting, Couplings, Collars,
Hangers, Pulleys, Belt Tighteners, Friction Clutches, Rope Dri^dng Equipments.
.See pages 154, 1.5.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Papers on
Power
Transmission
PAPERS PUBLISHED BY A. S. M. E.
No. 127G. Svmposium on Electric Driving in Machine Shop: A. L. DeLeeuw, C. Robbins, J. Riddell
and discussion, price -SI. 10; No. 1335. Variable-speed Power Transmission: G. H. Barrus and C. M.
Menly, price .?0.10; No. S 47 X. A New Theory of Belt Driving: S. Haar, price S0.20; No. 1230. Trans-
mission of Power by Leather Belting: C. G. Barth, price SO. .50.
45
HOISTING AND CONVEYING MACHINERY
ALLIANCE, OHIO
ALLIANCE MACHINE CO.
Makers of Allianoc Cranes of all types; also Rolling Mil! and Hydraulic Machinery, Steam Hammers,
Punclies and Shears, Scale Cars, Copper-Converting Machinery, etc.
See piige 199 of Condensed Catalogues of Meehajiical E(jiiipiiie)it, 1913 Volmne.
Cranes
Steam
Hammers
Punches and
Shears
ALFRED BOX AND COMPANY Philadelphia i a
Elcetric'and Hand Power Cranes, Portable Electric and Monorail Hoists, Complete Track Systems.
Cranes and
Hoists
THE BROWN HOISTING MACHINERY CO.
CLEVELAND. 0.. U S. A.
NEW YORK 6AN FRANCISCO
PITTSBURGH CHICAGO
Designers and Manufacturers of all kinds of Hoisting Machiner>'. including Locomotix-e Cranes. Electric Travelers,
I->ieam Trolleys Crabs. Winches, etc.. as well as heavy Huistmg Machinery of all descriptions. Also Ferr<jinclav.' fjr reinforced
concrete rojfing.
Sec page 201 of Conrlenscd Catalogues of Mechfinicil EguipwcJit, 1913 Volume.
Hoisting
Machinery
H. W. CALDWELL & SON COMPANY newyork Chicago
Elevating, Conveying and Power Transmitting Macliinery. Hclicoid and screw conveyors, machine
molded gears, pulleys, fly-wheels, rope sheaves and di'ives, sprocket wheels and chain, buckets, belting,
shafting and bearings.
See page 1.S7 of Condensed Catalogues of Mechanical Equipment, 101 :! Vitliiiiu'.
Conveyors
Elevators
Power
Transmission
CLYDE IRON WORKS
DULUTH, .MIXX.
Hoisting Engines and Derricks. All sizes and types of engines.
.^Vc page 204 of Coude?iseil Catalogues of Meehanical Equipment
1913 Volume.
Hoisting
Engines and
Derricks
THE EASTERN MACHINERY COMPANY
new haven, conn.
Manufacturers of Electric and Belt Power Pas.senger and Freight Elevators, Hoisting Machines,
Friction Winding Drums, Friction Clutches and Friction Clutch Pulleys.
Elevators
Friction
Clutclies
Pulleys
THE B. F. GOODRICH CO. aivron omo
Manufacturers of Goodrich Conveyor Belt. The Goodrich "Longlife" "Maxecon" and "Grainbelt"
Conveyors will handle more tons per dollar of cost than any other belt made.
See pages 146, 17.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Conveyor
Beits
WEST XEW BRIGHTON, NEW YORK
Chicago New Y'ork Citt Washington, D. C.
C. W, HUNT CO., INC.
Coal Handling and Hoisting Machinery, Conveyors, "Industrial" Railways, Automatic Railways.
Electric Locomotives, Storage Battery Industrial Trucks, Electric and Steam Hoists, "Stevedore"
Manila Rope.
Sec pages 202, 203 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Hoisting and
Conveying
Macliinery
Storage
Battery
Trucks
THE JEFFREY MFG. COMPANY columbus omo
Builders of Elevating, Conveying and Mining Machinery; Coal and Ashes Handhng Systems for
Power Plants; Screens, Cru.shers, Pulverizers, Car Hauls, Coal Tipples, Coal Washeries, Locomotives, Coal
Cutters, Drills, etc. Complete Coal Mine Equipments.
Elevating
Conveying
Mining
Machinery
4r,
"~
Hoisting
Engines
Cableways
Marine
Irarisfers
LIDGERWOOD MFG. CO. 9GL.nEHx.ST newyork
lloi^tiiijj; Kngincs — .vtcain and electric, for every use of the contractor, miner, warehouseman, rail-
roads, shipowners, etc. Derricks, Derrick Irons and Derrick Hoists, Cableways for hoisting and conveying,
Marine Transfer for coal and cargo handling.
Elevators and
Conveyors
LINK=BELT COMPANY ''"'''^■^''FsSIaLpous'''''''-''
Elevators and Convejors for every purpose; all accessories; Power Transmission Machinery.
The Link-Belt Silent Chain Drive, Coal Tipples, Coal A\'a.-heries, Locomotive Cranes, etc.
See page 192 of Condensed Catalogues of Mechanical Equipment, 1913 Volume
Gravity
Carriers
Conveyers
Automatic
Elevators
MATHEWS GRAVITY CARRIER CO. ellwood city pa
i\Ian\ifacturers of Gravity Carriers, Conveyers, Spirals, Chutes, and Automatic Elevators. Engineer-
ing Department at your service.
Cranes
THE MORGAN ENGINEERING CO. alli.^nce om..
.\n' the largest builders of Electric Traveling Cranes in the world ^\'e also design and build Steel
Planl.s complete, Hammers, Presses, Shears, Charging Machines and all kinds of Rolling Mill and Special
Machinery.
Locomotive
Cranes
Grab Buckets
Coal Crushers
ORTON & STEIN BRENNER CO. chica(u, i..
Manufacturers of IMaterial Handling Machinery: Locomotive and Special Cranes, Elevating and
Conveying Machinery, Coal Crusher.s, Coal and Ore Handling Plants, Automatic Buckets, Drag Line
Excavators.
Roliins Belt
Conveyors
ROBINS CONVEYING BELT COMPANY uv.n.uo.- newyork
The Robins Belt Conveyor was the original and is today the standard of this type of conveying
machinery. It is successfully and economically conveying ore, rock, coal and similar materials under the
most trymg conditions of service. Correspondence invited.
iSce page 193 of Condensed Catalogues of Meciianicid Equipment, 1913 Volume.
Wire Rope
JOHN A. ROEBLING'S SONS COMPANY trenton x .,
Manufacturers of Iron, Steel and Copper \A'ire Rope, and \Mre of everj- description.
See page 1S.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Cranes
Mono-Rail
Systems
SHAW ELECTRIC CRANE CO. MrsiEGox. mkh
Address 119 \\'. 4Uth St. New York, {See Manning, Maxwell ct Moore, Inc.)
Electric Traveling Cranes for all purposes. Gantry Cranes. Wharf Cranes and ^\'inches. Mono-
Rail Systems.
Cranes
Hoists
THE TOLEDO BRIDGE & CRANE CO. toledo. omo
Toledo Cranes and Hoists; Coal and Ore Handling Bridges; Grab Bucket Machinery; Electric and
Hand Power Cranes, all types, any capacity; Structural Steel for Factory Buildings.
Elevating
Conveying
Power
Transmitting
Machinery
THE WEBSTER M'F'G COMPANY i?;;:^^S.;^J^?^g3S^^;Si^°^^'^^^!^l^
Manufacturers of Elevating, Conveying and Power Transmitting Machinery for all purposes. Over
thirty years' ex[)erience in this line and extensive facilities for manufacturing give us large advantages.
Belt ('()nveyors for handling cements, ores, sand, gravel, etc. Coal and Ash Handling Systems for power
jilanis and buildings. Chain belting (rearing.
__
47
THE YALE & TOWNE MFG.
Makers of the Triplex Block and Electric
:i lifting capacity of from H to 20 tons; Elect
CO.
Hoists,
ric Hoi>
The
t in
Triplex
10 sizes,
9 Easi
Block is
M to 16
40th St.
made in
ons.
14
NEW
sizes
YORK
, witli
Chain Blocks
Electric
Hoists
PAPERS PUBLISHED BY A. S. M. E.
Xo. 1235. Automatic Feeders for Handling IMateriul in Bulk: C. K. Baldwin, price $0.10; No. 1234.
A Unitiuc Belt Conveyor: E. C. Soper, price SO. 10; No. KjOO. Operating Condition of Pa.ssenger Elevators:
R. P. Bolton, price •'50.20; No. 1161. A Highspeed Elevator, C. 11. Pratt, price .S0.40; No. S 52 X. Me-
chanical Handling of Freight: .S. B. Fowler, jjrice $0.20.
Papers on
Hoisting and
Conveying
Machinery
STEEL WORKS AND ROLLING MILL EQUIPMENT
MACKINTOSH, HEMPHILL & CO.
Engines, single and compound, Corliss reversing and blowing,
of all kinds. Shears, Punches, Saws, Coping Machines.
riTT.sru'Rcnt. pa.
Rolling Mill and Hydraulic Machinery
Engines
Rolling Mill
Machinery
PITTSBURGH, P.\.
Works: Mesta Station, P. R. R., W. H(.niest. ad, Pu
MESTA MACHINE CO.
Blowing Engines; Rolhng Mills; Pickling Machines; Shears; Forging Presses; Gas and Steam Engines;
Condensers; Air Compressors; Power Transmission Machinery; Steel Castings; Chilled, Sand and Steel
Rolls.
Steel Works
and
Rolling Mill
Equipment
WEIMER MACHINE WORKS COMPANY Lebanon pa
Builders of Blast Furnace Blowing engines and equipments. Cinder and hot metal cars. Furnace
Bells and Hoppers. Rolling Mill castings. Special attention paid to quick repair work and work governed
by Engineers' specifications.
Blast Furnace
Blowing
Engines
PAPERS PUBLISHED BY A. S. M. E.
No. SGS. Some Landmarks in the History of the Rolling Mill: C. H. Morgan, price SO. 20; No. 1319.
Pressure Recording Indicator for Punching Machinery: C. C. Anthonj', price $0.10; No. 1322. Power
Forging, with special Reference to Steam Hydraulic Forging Presses: B. Gerdau and G. Mesta, price .SO. 10.
Papers on
Rolling Mill
Machinery
FOUNDRY EQUIPMENT
INQERSOLL=RAND COMPANY u broadwat newyork
"Crown" Sand Rammers, floor and bench types; "Little David," "Crown" and "Imperial" Chipping
Hammers; "Imperial" Air ]\Iotor Hoists, }^ to 5 tons capacity; Air Compres.sors, twenty types, capacity
8 to S!000 cu. ft. per minute.
Sec pages 27(5, 277 nf Condetised Catalogues of Mcchnnicnl Eqnipmeiil. 1013 Volitme.
Sand
Rammers
Air Tools and
Hoists
Compressors
MUMFORD MOLDING MACHINE CO.
Squeezing Machines, Hand or Power
Jolt Ramming Machines, Pneumatic or Electric
20*5 Elston .\ve.
CHICAGO, ILL.
Split Pattern Vibrator Machines
Pneumatic Vibrators
See page 216 of Condensed Calahgucs of Mechanical Equipment, 1913 Volume.
Foundry
Molding
Machine
Equipment
48
MACHINE SHOP EQUIPMENT
Special
Machinery
C. H. COWDREY MACHINE WORKS
Contractors, Builders and Designers of Speeial Machinery.
FITCH Bl-RG. MASS.
Gear Sliapers
THE FELLOWS GEAR SHARER CO. springfield vt
Manufacturers of Gear Cutting M:ichinery of the Most Advanced Type. In the Gear Shaper
System a generating cutter is used which is ground after it has been hardened.
Sec page 23.5 of Condeiinid Catalogues of Mechanical Equipment, 1913 VoIidhi.
Portable
Electric Tools
FORTUNA MACHINE CO.
127 Du.\NE St. XEW YORK
Boston. 146 SLiniiiier St.
St. Louis. 200 N. 3rd St.
Portable Electric Tools for Drilling, Reaming, Tupping, Cirinding and Slotting.
Milling
Machines
THE GARVIN MACHINE COMPANY
137 Varick St. NEW YORK CITY
Manufacturers of a complete line of Plain and Universal Milling Machines, Screw Machines, Monitor
Lathes, Tapi)ing Machines, Duplex Drill Lathes, Speeil Lathes, Cutter Grinders, Automatic Chucks, etc.
Special
Machinery
THE HARTFORD SPECIAL MACHINERY CO. hartford conn
Builders of High Grade, Accurate, Special Machinery', Fixtures, Jigs and Tools.
drincling
Macliinis
THE HEALD MACHINE COMPANY
WORCESTER. MASS.
Manufacturers of Grinding Machines. Internal Grinder.^,
Cylinder Grinders, Surface Grinders,
Drill Grinders.
Air
Compressors
Mr Tools
and Hoists
INQERSOLL=RAND COMPANY iiDao.B.o newyork
Air Compressors, twenty standard types, capacity S to 9000 cu. ft. per minute: "Little David,"
"Crown" and "Imperial" Air Hammers and Drills, all sizes; "Iraperial" Air Motor Hoists, capacity l-i to
5 tons. _ '
Sec pages 27(i, 277 of Condensed Catalogues of Mccliiniicn! Equipmenl, 1913 Volume.
Turret Lollies
JONES & LAMSON MACHINE CO. springfield vt
Manufacturers of the Hartness Flat Turret Lathe; made in two sizes for both bar and chuck work.
Sec pages 220-225 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Heavy Duty
Boring Mills
THE KING MACHINE TOOL CO.
CIXCIN'X.iTI. ()
Vertical Turret Machines, 28" and 34". Vertical Boring and Turning Machines, 42" to S4",
inclusive.
49
THE R. K. LE BLOND MACHINE TOOL CO.
We manufacture a complete line of Heavy Duty Lathes and Milling Machines.
ally designed, so the power is limited only by the strength of the cutting tool,
investigate our machines. Catalogue upon request.
CINCINNATI, O.
They are scientific-
It will pay yini to
Lathes
Milling
Machines
MANNING, MAXWELL & MOORE, Inc.
119 W. 40th St.
NEW YORK
Are the largest and best known distributors of Machine Tools in the world and cany in stock the
product of the foremost designers of the many branches of machine tool building in the United States.
Machine Tools
Engineering
Specialties
THE WARNER & SWASEY COMPANY
CLEVELAND, OHIO
Br.\nch Offices;
New York Cuic.\go Detroit
AVe offer a most complete line of high-grade Turret Lathes for producing work accurately, rapidly
and economically. Our catalog, which describes these machines fully, will be mailed on request.
See iKii/e 229 </ ('imiletimil Catiilogiivx of l\l{chiinic(il Eijuipiiicnt, 1913 Valume.
Turret Lathes
WELLS BROTHERS COMPANY Greenfield mass
We make and sell the Little Giant line of Taps, Dies, Screw Cutting Tools and Machinery.
Taps and Dies
PAPERS PUBLISHED BY A. S. M. E.
No. 1230. Transmission of Power by Leather Belt-ing: C. G. Barth, price $0.50; No. 1313. Milling
Cutters and their Efficiency : A. L. DeLeeuw, price .S0..30; No. 10S3. Belt Creep: W. W. Bird, price SO.IO;
No. 1291. Symposium on High Speed Tools: H. L Brackenbury, and Discussion, price SO. 70.
Papers on
Machine Shop
Practice
ELECTRICAL APPARATUS
SCHENECTADY, X, Y.
GENERAL ELECTRIC COMPANY
Generators, motors, Ciu'tis steam turbines, switchboards, transformers, locomotives, lighting equip-
ments, air compres.sors, electrically heated devices for industrial purposes. Largest manufacturer of
electrical apparatus in the world.
Sec jKiyes 272, 273 of Condensed Catalogues of Mechanical Eqiiipmenl, 1913 ]'nlu)iir.
Electric Drive
SPRAGUE ELECTRIC WORKS
527
-5.31 w.
3-iTH St.
NEW YORK
of Gi-m-nil El.-Clrir Cu.
Manufacturers of D. C. Generators, Electric
Motors,
Electric
Hoists
Elect
ric Fans
Conduits,
Ar-
mored Cable, Outlet Boxes, Armored Hose.
Generators
Motors
Hoists
Fans
WAGNER ELECTRIC MANUFACTURING COMPANY st lohs mo
.'Singlr-Pha.se Motors. Polyphase Motors. Transformers, Power and Pole Type. Listruments, a
complete line. A. C. Generators. Converters for charging vehicle batteries from A. C. Rectifiers for
charging small storage batteries from A. C. Train Lighting (Electric) Equipments. Automobile Self
Starters (Electric), etc.
Dynamos
Motors
Transformers
Instruments
PAPERS PUBLISHED BY A. S. M. E.
No. 472. Electric Power Distribution: H
as applied to Steam Roads: B. J. Dashiell, Jr.,
New South Station: \\. C. Kerr, price $1.00; No. 1043
Power Plant: V. L. Raven, price .$0..3O.
C. Spaukling, price S0.20; No. 4S.5. The Electric Railway
price $0.10; No. S4.5. The Mechanical Equipment of the
Middlesborough Dock Electric and Hydraulic
Papers on
Electrical
Apparatus
50
Precision
fnslritntcnis
WESTON ELECTRICAL INSTRUMENT CO.
NEWARK. X. J.
Manufacturors of Miniature Precision Ini^trunient.s for Direct Current.
Over yOO ranges and types
for various purposes.
Papers on
Elect rival
Apparatus
PAPERS PUBLISHED BY A. S. M. E.
Xo. 472. Electric Power Distribution : II. C. .Spaulding, price S0.20; No. 4S5. The Electric Railway
as applied to Steam Koads; B. J. Da.shiell, Jr., price 80.10; \o. 845. The Mechanical Equipment of the
New South Station; W. C. Kerr, price $1.00; No. 1013.
Power Pl.-int; V. L. Raven; price S().:',0.
Middlesborough Dock Electric and Hydraulic
AIR COMPRESSORS AND PNEUMATIC TOOLS
Air
Compressors
Tools
Hoists and
Sand
Rammers
INGERSOLL=RAND COMPANY u bko.dw.v newyork
Twenty standard Air Compressor types, eajjacity 8 to 9000 eu. ft. per minute; "Little David,"
"Crown" and "liriperial" Hammers and Drills, all sizes; "Imperial" Air Motor Hoists, }2 to 5 tons capa-
city; "Crown" Sand Rammers, floor and bench types.
.See jinges 270, 277 of Coxrlinsnl ('dialogues of Miclidiiicfil Equipment, 1913 Volume.
Papers on Air
C ompressors
and
Pneumatic
Toots
PAPERS PUBLISHED BY A. S. M. E.
Xo. l:j20. Commerciul Ai)|)!icatiun of the Turbine Turbo-Compressors: R. H, Rice, price, SO. 30;
No. 830. Compre.ssion and Liquidification of Gas : A. L. Rice, price $0.10; No. 804. A Pneumatic Despatch-
tube System for Rapid Tran.sportation of Mails in Cities: B. C. Batcheller, price 80.30; Xo. 1295. The
Development of the Air Brake: (Presidential Address) G. Westinghouse, price $0.20.
BLOWERS, FANS, DRYERS, ETC.
)'acuiim
Drying
Apparatus
Vacuum
Pumps and
Condensers
J. P. DEVINE CO. 137-. CU.TOX St
\acuum Drying Apparatus (Passburg's Patents), Higli Efficiency Vacuum Pumps
Drying experiments with various materials may be made at our experimental station.
S)e poge 302 of Coiuhnsdl CoUilogu( a of Mechnnicnl Erjuipmciit, 1913 Volume.
BUFFALO. N. Y.
and Condensers.
Blowers
Cias
Exhausters
Pumps
P. H. & F. M. ROOTS CO.
CO.WERSVILLE. IXD.
Positive Pressure Blowers for foundries. High Pressure Blowers. Blowers for vacuum cleaning, for
humdries. for blacksmiths. Positive Rotary Pumps. Positive Pressure Gas Exhausters. High Pressure
Gas Pumps. Flexible Couplings.
Sec /OTf/f.s 282, 283 of Condensed Calalogue.'t o/ M(clieinicol EtpiipmenI, 1913 Volume.
Dn/ers
RUGQLES=COLES ENGINEERING CO.
McCORMICK Bldg.
Hudson Termin.^l
Dryers. Direct heat. Indirect heat, and Steam Dryers for all kinds of materials.
See page 301 o/ Condemned Catalogues of Mechanicid Eguipnicnl, 1913 Volume.
CHICAGO
NEW YORK
Fans
Ulouers
Economizers
Engines
HYDE PARK. MASS.
B. F. STURTEVANT COMPANY
\Ve make e<iuii)nieiit to force or exhaust air imder all conditions. Largest standard line of "ready to
deliver" Eans in the world and special work done where necessary. Consulting representatives in or near
your city.
Sec pages 48, 49 of Comlen.std Catalogues of Mechanical Eguipnicnl, 1913 Volume
51
PUMPS AND HYDRAULIC TURBINES
M. T. DAVIDSON CO.
43-53 Keap St. BROOKLYN. \. Y.
New York: 154 Nassau St.
Boston: 30 O.ivcr St.
High grade economical Pumps for all ?cr\-iccs. Surface and Jet Condensers.
Pumps
Condensers
SENECA FALLS. N. Y.
THE GOULDS MANUFACTURING COMPANY
Manui^icturers of Efficient Triplex Power Pumps for general water supplj', municipal water-works,
fine protection, hydraulic elevators, paper and puli) mills, boiler fe-ed pumps,- chemical pump.s and air com-
pressors, rotary, centrifugal and well pumps and hand pumps of every kind.
See page 291 of Condensed Colrilof/nes of Mechanical Equipment, 1913 Volume.
Pumps
Hydraulic
Machinery
HOLYOKE MACHINE COMPANY
HOLYOKE, JNL\SS
WORCESTER. MASS.
Water Wheels witli Connections and Complete Power Transmission, Water Wheel Governors, Gear-
W ood Pulp and Paper Machinery, Pumps, Hydraulic Presses. Special iMachinery to order.
Water Wheels
Wood Pulp
and Paper
Machinery
J. & W. JOLLY, Inc. holyoke. m.\ss.
McCorniick Holyoke Turbines designed to suit !\Iill or Hydro-Electric Work. Paper jMill IMachinery,
Shafting, Gearing, Pulleys and Freight Elevators.
See page 298 of Coiideiisnl Caldlngiiex of MieJianienl E(jiii pmeiil, 1913 Yohnnc.
Turbines
Paper Mill
Machinery
LAMMERT & MANN
215-221 N. Wood St.
CHICAGO. ILL.
Engineers ami JNIachinists.
Manufacturers of Rotary Vacuum Pumps for highest dry vacuum, Lead Pumps, Rotary Blowers, etc
Vacuum
Pumps
I.
p.
MORRIS COMPANY
PHILADELPHFA. PA.
Speciahsts in the design and construct
on
of high clas
s, high effi(
■iencj'
Hj-draulic Turbines.
See
page 299 of Condensed Catalogues
of
Meclumical
Equipment
, 1913
Volume.
Hydraulic
Turbines
BALDWINSVILLE. X. Y.
MORRIS MACHINE WORKS
Manufacturers of Centrifugal Pumping Machinery, Vertical and Horizontal Engines and Marine
Engines.
See pages 292, 293 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.
Centrifugal
Pumping
Machinery
Engines
R. D. WOOD & COMPANY
PHILADELPHIA. PA.
Eiiginefrs. Iron Foumlers. Mafbinists: — BuiKlcTS of Ga3 Holders. Gas Plants. Gas Producer Power Plants. Hydraulic
Presses and Heavy Hydraulic Machinery. Pumping Engines. Centrifugal Pumping Piant.s. Water Works Appliances. Steel Tank--.
Sugar House Apparatus. Special Machinery-. Manufacturers of C. I. Pipe, Gas Works Apparatus. Centrifugal Pumps. Hydraulic
Tools of all description. Hydrants and Valves, Ga? Producers.
See pages 296, 297 of Condensed Catalogues of Mechanical Equipment, 1913 Volunu .
Gas Holders
Pumping
Machinery
Hydraulic
Machinery
Gas Producers
PAPERS PUBLISHED BY A. S. M. E.
No. 3S1. Standard Method of Conducting Duty Trials of Pumping Engines: Committee Report,
price SO. 30; No. 1144. Balancing of Pumping Engines: A. S. Nagle, price SO. 10; Xo. 1110. Development
of Water-wheel Governor: M. A. Replogle, price S0.20; No. 1113. Turbine Design as iModified for Close
Regulation: G. A. Bovinger, price $0.10.
Papers on
Pumps and
Hydraulic
Turbines
52
ENGINEERING MISCELLANY
Aluniiniim
ALUMINUM COMPANY OF AMERICA
Aluminum Ingot, Sheet, Rod, Wire, Cable, Tubiiif;; and other forms.
Sic piiije 267 iif Condensed Cntalocjms of Micluinind Equiptnenl, 1913 Volumr.
PITTSBURGH, PA.
Die-Castings
DOEHLER DIE=CASTING CO.
BROOKI.VX. X. Y.
Our nicthoils and processes for producing Die-Castings are generally conceded to be the most reliable
and efficient known. Send for our latest booklet "Successful Die Casting."
Coal Mine
Equipments
and Supplies
FAIRMONT MINING MACHINERY CO.
FAIKMONT. W. VA.
Manufacturers and Jobbers of Coal Mine Equipments and Supplies: Steel Mine Ties, Car Hauls, Car
Retanlers, Self-Oiling Wheels, Power Coal Augers, Box Car Loaders, Portable Mine Pumps, Mine Fans.
Die-Castings
H. H. FRANKLIN MFG. COMPANY
.syP.ACUSE. N. V
Producers of Die-Cast Parts. Difficult parts completed when cast. No tooling. Kngine bearings
a specialty.
Rait Joints
THE RAIL JOINT COMPANY iso m.d.sos ave new york city
Makers of Base-Supported Rail Joints for Standard and Special Rail Sections, also Girder, Stei) or
Compromise, Frog and Switch, and Insulated Rail Joints, protected by patents.
.Sec page 209 of Condensed Catalogiues of Mechanical Equipment, 1913 Volume.
Heating
Boilers
Radiators
THE H. B. SMITH CO.
Sectional C'ast Iron ^^'ater Tube and Return Flue Boiler
Steam and Water Warming.
See page^ 32(), 327 of Condensed Catalogues of Mechanical Equipment, 1913 Volume
WESTFIEI.D. MA.SS.
Also Direct and Indirect Radiators for
Briijht
Cold Finished
Steel Bars
UNION DRAWN STEEL CO. beaver falls pa
Makers of Bright Cold Finisluxl Bessemer, Open Hearth Crucible and Alloy Steels, in Rounds, Flats,
Squares, Hexagons and Special Shapes.
Sec pa-ge 263 of Condensed Catalogues of Mechanical Equipment, 1913 ]'olunie.
Odometers
Tachometers
Counters
Die Castings
THE VEEDER M'F'G CO. hartford. coxn
Makers of Cyclometers, Odometers, Tachodometers, Tachometers, Counters and Fine Die Castings.
.S'rc page 329 of Condensed Catalogues of Mechan-iad Equipment, 1913 Volume.
Water
Purifying
Machinery
scottdale. pa.
ELECTRIC WATER STERILIZER CO.
Manufacturers of Electrical and Mechanical Water Purifjnng Machinery. Our Electric Water Steri-
lizing Machine is both economical in consumjition of electric current and so simple that any one of aver-
age intelligence can take care of it. Guaranteed to dehver pure water. Capacities of stock machines
from 40 to 10(10 gallons per liour.
53
t«HiIMiiaKaB»«W«l«MllWmil«IMi;MIIII!BIB^^^^
Papers Presented at Past Meetings
of the Society
SHOP MANAGEMENT
No. Title and Author Price
449 Premium Plan of Paying for Labor, F. A. Halsey $ .20
647 Piece Rate System, Fred W. Ta\Ior 30
928 Bonus System of Rewarding Labor, H. L. Gantt 20
looi Machine Shop Problem, C. Day 20
1002 Graphical Daily Balance in Manufacture, H. L. Gantt ' 20
1003 Shop Management, Fred \V. Taylor (Paper) 90
(Cloth) ■ 1.50
loio Slide Rules for the Machine Shop, C. G. Barth 20
loi I Modifying System of Management, H. L. Gantt 10
1012 Is Anything the Matter with Piece Work, F. Richards 20
122 1 Training Workmen, H. L. Gantt 20
1326 Expense Burden: Its Nature and Incidents, S. Bunnell 20
1377 Axioms Concerning Manufacturing Costs, Henry R. Towne 20
1378 Report of Sub-Committee on Administration of The American Society of Mechanical
Engineers: The Present State of the Art of Industrial Management 70
CONVEYORS
1403 Report of Committee on Hoisting and Conveying S .10
1235 Automatic Feeders for Handling Material in Bulk, C. K. Baldwin 10
1234 A Unique Belt Conveyor, E. C. Soper 10
1222 Salt Manufacture (belt conveyors), Geo. B. Willcox 20
1 194 Belt Conveyors, E. J. Haddock 10
1193 Conveying Machinery in a Portland Cement Plant, C. J. Tomlinson 10
1 192 The Bell Conveyor, C. K. Baldwin 20
1 191 Continuous Conveying Machinery, S. B. Peck 20
1 190 Hoisting and Conveying Machinery, G. E. Titcomb 20
1 195 Discussion on Papers 1194, 1193, 1192, 1191, 1190 30
1404 Dynamic Braking for Coal and Ore Handling Machinery, C. T. Henderson 10
1406 Cotton Convening Systems, H. A. Burnham 10
GEARS
1415 Gears for Machine Tool Drives, John Parker $ .10
1382 The Strength of Gear Teeth, Guido H. Marx 50
1371 Investigation of Efficiency of Worm Gearing for Automobile Transmission, Wm. H.
Kenerson 20
1330 Herringbone Gears, P. C. Day. 30
1292a Tooth Gearing, J. D. Steven 10
1292b Interchangeable Inxolute Gearing, Wilfred Lewis 10
I292d Discussion on Papers 1292a and 1292b 10
1219 Spur Gearing on Heavy Railway Motor Equipments, Norman Litchfield 20
1218 Interchangeable Involute Gear Tooth Systems, R. E. Flanders 30
Majority Report of Committee on Standards for Involute Gears 10
The American Society of Mechanical Engineers
29 West 39th Street, New York
"""■' ■"■""■"■ "■' 'i ■ ■ II i;.(iiiiiiiiiiiii!iiinii!iiiiiiiiiiiiiiiii!i[iiiimi]iii]]ii!;i'' ■'■■ '""■'■ "■"■'■' ■ ■'"■■'■'"■■ ■ ■ ''■"■ ';■- ' ' ' iiiiiwimiiMiiiiiiiiiiiiiiiii' ■:
54
Somebody Has Been Sell-
ing Lace Leather That
Doesn't Measure Up —
Possibly you have been taking the size stamped on the
side as authority for a full 17 square feet or so, when it
actually contains only 15 square feet.
The strangest part of this is that some of these undersize
sides are of good quality. We first suspected some deceit
when we found quotations for these sides far below bed-
rock prices. So we are going to let you in on our own
PRIVATE AND ACCURATE method of measuring a side
of lace leather, devised by our Mr. E. O. Floyd.
By this method you can test and prove the measurements
of every side of leather you buy, whether it be ours or some
other manufacturer's. /
f,/////,,/'^ , //y^y' .
How to Measure Lace Leather
Take the diagram below and follow these in-
structions. Lay the side of leather flat on a
table with the straight edge toward you. Meas-
ure from notch A 6 inches to point B, ne.xt
measure off i foot from point B to C, and i foot
from C to D, D to E and so on to the end of the
side. Now go back to point B and find point
BA, which must be square across (directly op-
posite) from point B. Measure from BA to I
and take half of this measurement on the tape
line (for example, B.\ to I is i foot and half this
is 6 inches). In this instance .start from the six
inch mark on the tape line and measure across
from point B to B.A (for example, 3 feet); from
The beauty of this method is that it requires no
application to the sides you buy will insure full sizes,
Now just a word about Gowanus Lace Leather;
BA
SCHIEREN LACE LEATHERS
GOWANUS, Rawhide
GIANT, Tanned
DUXBAK, Chrome (Waterproof)
.\bove brands are put up in neat card
board boxes— 100 feet to the box.
the 3 foot 6 inch mark, on the tape, measure
from C to CA, and continue to measure across
the side from D to D.A., E to EA. etc., carrying
the measurement forward on the tape as you
proceed. From point H to H.\ you will note
there is a notch. Deduct the width of this notch.
If point G is i foot from point H, simply measure
from G to G.A and the final figures on the tape
line will be the exact square measurement of the
side. But, if point G is less than I foot from point
H, do not measure G to G.\, instead measure from
H to G and take one-quarter of this distance, which
added to the previous figures will give you the
square measurement of the side
higher mathematics. .Anyone can use it and its
or a saving of from 60 cents to $1.00 a side.
This is a rawhide that is noted for its great
strength, toughness and durability — and it
is always full size. We don't raise the size a
little to make up for a cut in price. But at
double its price Gowanus would be worth
more to you than ordinary lace leather, be-
cause it saves so much labor and time of
idle machines while replacing broken laces.
If you haven't sold or used Gowanus Lace
Leather it will pay you to write or wire us
now for prices. We sell it in close trimmed
sides and in strings cut to width. The latter
are a full 100 feet to the bundle, too.
25 Ferry Street
New York
Chicago - I2S\V. Kinzie Street Pittsburgh - 205 Wood Street
Boston 641-643 Atlantic Avenue Denver - 1752 Arapahoe Street
Philadelphia - 226 North 3d Street Seattle - - 620 Fourth Avenue
Oak Leather Tanneries. Bristol. Tenn.
ALPHABETICAL LIST OF ADVERTISERS
Page
Alliance Machine Co.. ., 30, 45
Almy Wnter Tube Boiler Co 37
Aluminum Co. of America 52
American Balance Valve Co 35, 39
American Engineering Co 7, 39
American Steam Gauge & Valve Mfg.
Co 39
Arnold Co 36
Ashton Valve Co 34, 39
Aubum Ball Bearing Co 33, 43
Babcock & WUcox Co 34, 37
Baldwin & Co., Bert L 36
Ball Engine Co 20, 37
Beet, W. N 39
Box & Co., Alfred 32, 45
Brieeen & Zumpe 36
Bristol Co 1, 39
Brown Co., A. & F 32, 43
Brown Engine Co 35, 38
Brown Hoisting Mchy. Co 45
Brown Instrument Co 31, 39
Builders Iron Foundry 19, 40
Caldwell & Son Co., H. W 45
Chapman Valve Mfg. Co 40
Clyde Iron Works 29, 45
Cowdrey Machine Works, C. H 13, 46
Crescent Mfg. Co.. 40
Cumberiand Steel Co 36
Davidson Co., M. T 51
Davis Regulator Co., Q.M 14, 40
De Laval Steam Turbine Co 19, 37
De La Vergne Machine Co 20, 38
Devine Co., J. P 4, 50
Dodge Manufacturing Co 43
Doehler Die Casting Co 30, 52
Eastern Machinery Co 45
Edison Illuminating Co '. 36
Edge Moor Iron Co 37
Electric Water Sterilizer Co 52
Electrical Testing Laboratories 36
Engineering Schools & Colleges 36
Erie City Iron Works 37
Fafnir Bearing Co 43
Fairmont Mining Machinery Co... 25, 62
Falls Clutch & Mchy. Co 29, 44
Fellows Gear Shaper Co.. .' 28, 48
Portuna Machine Co 28, 48
Franklin Mfg. Co., H. H .31, 52
Fulton Iron Works 22, 38
Garvin Machine Co 24, 48
Page
General Condenser Co 40
General Electric Co 12, 49
Goodrich Co., B. F...v 17,45
Goulds Mfg. Co 21, 51
Green Engineering Co. 34, 40
Green Fuel Economizer Co 9, 40
Harrisburg Foundry & Machine Works 3i7
Harrison Safety Boiler Works 26, 40
Eeald Machine Co 48
Heine Safety Boiler Co 5, 37
Hill Clutch Co 44
Holyoke Machine Co 51
Homestead Valve Mfg. Co 40
Hooper-Falkenau Engineering Co. . . . 36
Hooven, Owens, Rentechler Co 23, 37
Hughson Steam Specialty Co 40
Hunt Co., Inc., C. W 16, 45
IngersoU-Rand Co 10, 41, 47, 48, 50
James Mfg. Co., D. 32, 44
Jeffrey Mfg. Co 28, 45
Jenkins Bros 14, 41
Jolly, J. & W., Inc 61
Jones & Lamson Machine Co 2, 3, 48
Keasbey Co., Robt. A 41
KeelerCo., E 34, 38
King Machine Tool Co 48
Lagonda Mfg. Co 22, 41
Lammert & Mann 51
Le Blond Machine Tool Co., R. K 49
Lidgerwood Mfg. Co 46
Link-Belt Co 46
Ludlow Valve Mfg. Co 41
Lunkenheimer Co 18, 41
Mackintosh, Hemphill & Co 47
Main, Chas. T 36
Manning, Chas. H. and Chas. B -36
Manning, Maxwell & Moore 26, 49
Mathews Gravity Carrier Co 27, 46
Mesta Machine Co 21, 47
Morehead Mfg. Co 41
Morgan Engineering Co 46
Morris Co., I. P 18, SI
Morris Machine Works 33, 51
Mumford Molding Mch. Co 47
Murphy Iron Works 41
National Meter Co 23, 38
National Pipe Bending Co 27, 41
Nelson Valve Co 6, 42
Pftge
New Process Gear Corp 28, 44
New York Univemity School of Ap-
plied Science 36
Nordberg Manufacturing Co 16
Orton & Steinbrenner Co 29, 46
Pickering Governor Co 42
Polytechnic Institute of Brooklyn 36
Power Specialty Co 8, 42
Pratt & Cady Co 42
Professional Carils 36
Providence Engineering Works 16, 38
Rail Joint Co 32, 42
Rensselaer Polytechnic Institute 36
Robins Conveying Belt Co 46
Rockwood Mfg. Co 44
Roebling's Sons Co., John A ,24, 46
Roots Co., P. hJ& F. M 60
Royersford Foufcdry & Machine Co.l3, 44
Ruggles-Coles Engineering Co 60
Scaife.A Sons Co., Wm. B 42
Schieren Co., Chas. A 44, 64
Schutte & Koerting Co 11, 42
Shaw Electric Crane Co 46
Simonds & Co., G. L 17, 42
Sims Co 42
Smith Co., H. B 15, 52
Smith Gas Power Co 39
Sprague Electric Works 29 49
Sturtevant Co., B. F 50
Tagliabue Mfg. Co., C. J 27, 42
Texas Co 30, 42
Toledo Bridge & Crane Co 46
Union Drawn Steel Co 52
Veeder Mfg. Co 33,i 62
Vilter Manufacturing Co 38
Wagner Electric Mfg. Co 49
Walworth Mfg. Cc 43
Warner & Swasey Co 1 49
Webster Mfg. Co , 45
Weimer Mch. Works Co 47
Wells Bros. Co 49
Weston Elee. Instrument Co 25, 60
Wheeler Condenser & Engrg, Co.. .16, 43
Wheeler Mfg. Co., C. H 30, 43
Whitlock, Elliott H 35
WUliams <fe Sons, I. B 31, 44
Wood&Co., R. D 33,51
Wood's Sons Co., T. B 44
Yamall-Waring Co 43
The Journal
OF
THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS
29 West S9th Street, New York
imii luiiiiiniiuiiiuiiiiiiiiiiiiiuiiiiiiuimiiiiiiiiiiiiiiiuiiuniiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:^ iiiiiiiiiiiiiiiiiiiii iii iiiiiiniiiiiiiini iiiiiiiiiiiiiiniiiiiiiiiiiuiiiiiiuipiiuiiiiiiifiiijliiiiiMiHiiiiliniiiiiiiim
THE JOURNAL OF
TheAmericmSociety
OF
MechanicalEngineers
Including the Transactions of the Society
August- 1914
NEW MEMBERS AT THE ANNUAL
MEETING
npO SECURE ADMISSION to the Society in time to
^ participate at the Annual Meeting as a Member, apphca-
tions should be filed not later than August 24. Applications
received by that date will be posted in the September Journal,
considered by the Membership Committee on October 10,
and voted upon by the Council by letter-ballot closing No-
vember 15. Opportunity will be had therefore to qualify by
the payment of initiation fee and dues prior to the Annual
Meeting to be held December 1-4.
LISTINGS IN THE 1915 \TE.\R BOOK
All those who act in accordance with the foregoing para-
graph, will be included in the List of Members for 1915, of
which at least 20,000 copies will be distributed.
It will be possible also to include in the 1915 Year Book
all those who file applications by September 23, provided they
promptly comply with all requirements. Applications re-
ceived at this later date, however, cannot be acted upon prior
to the Annual Meeting.
The members of the Committee on Increase of Member-
ship and of the Sub- Committees in the various cities listed
below will be glad to assist in the preparation of applications
or will supply more detailed information.
A brochure containing a description of new features and
requirements for membership has been issued and may be
had upon request.
COMMITTEE ON INCREASE OF MEMBERSHIP
I. E. MouLTROp, Chairman
H. V. O. CoES R. M. Dixox E. B. Katte
F. H. CoLViN W. R. Dunn R. B. Shekidan
J. v. v. Colweu. J. P. Ilslet H. Struckmann
Chairmen of Sub-Committees
Atlanta, Pakk A. Dallis New York, J. A. Kinkead
Boston, A. L. Williston Philadelphia, T. C. McBride
Buffalo, W. H. Carrier Rochester, J. C. P.\hker
Chicago, P. A. Poppenhusen St. Louis, John Hunter
Cincinnati, J. T. Faig St. Paul, Max Toltz
Cleveland, R. B. Shekidan San Francisco, Thos. Mokkin
Detroit, H. W. Alden Seattle, R. M. Dver
Los Angeles, O. J. Root Troy, A. E. Cluett
Total Membership of the Society, July SO, 1914 58S7
New Members since January 1, 1914 544
THE JOURNAL OF
THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS
(Including Transactions)
Volume 3() AUGUST 1914 Number 8
CONTENTS
Society Affairs
Public Service at the Annual Meeting (III). Important Hearing on Boiler Specifications (III). An Opportunity
for Work (IV). A Call for Speakers (V). International Electrical Congress (V). Publication Plans of the
Institution of Mechanical Engineers (V). Opening of the New Society House of the Verein deutscher In-
genieure (VI). Duties and Responsibilities of the Engineer, by Henry L. Gantt (VIII). Applications for
Membership (IX).
PAGE PAGE
Transactions Section Review Section
The Spring Meeting 269 Foreign Review and Review of the ProceecUngs
of Engineering Societies 0157
The Handling of Coal at the Head of the Great
Lakes, G. H. Hutchinson 273 SOCIETY .\ND LIBRARY AFFAIRS
Personals LI
Miimeapolis Flour Milling, Charles A. Lang. .. 296
EmplojTiient Bulletin LI
Reports of Meetings 303 Accessions to the Library LIII
Necrology 303 Officers and Committees LIV
PUBLISHED MONTHLY BY
The American Society of Mechanical Engineers
•■29 West Thirty-ninth Street, New York
Pkice 35 Cents a Copy, $.3.00 a Year; to Members and Affiliate.?, 25 Cest.-. a Copy, .S2.00 a Year. Postage to
Canada, 50 Cents Additional; to Foreign Coontries, -SLOO Additional
C 55. The Society as a body is not responsible for the statements of facts or opinions advanced in papers or discussions.
Entered as second-cl.iss m.itter. January 4. 1912. at the Postofflce. New York. N. Y.. under tbe act ot March 3. 1879
COMING MEETLXGS OF THE SOCIETY
September 8, San Francisco, Cal. Subject: Hydroelectric Power
Development in Conjunction with that of Domestic Water Supply.
November 18, New Haven, Conn. Fall meeting with after-
noon and evening sessions, Mason Laboratory of Mechanical En-
gineering, Sheffield Scientific School, Yale University. Subject:
The Generation and A])])lication of Electricity in Manufacturing.
Annual Meetincj, December 1-4, New York City. There will be
a session on Engineering Metals, particularly Steels of Construction
and for Tools; Cast Irons; and Alloys of Copper, Tin and Aluminum,
etc.; and the entire day on Thursday, December 3, will be devoted
to the general subject of the Engineer in Public Service, taking up
problems in municipal engineering which are of interest to the
mechanical engineer. The sub-committees on Railroads and Ma-
chine Shop Practice are arranging for sessions, and there will un-
doubtedly be groups of papers given under the direction of other
committees, besides one session at which several important miscel-
laneous papers will be read.
THE JOURNAL OP^
THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS
(Including- Transactions)
Volume 36
August 1914
Number 8
PUBLIC SERVICE AT THE ANNUAL MEETING
Some years ago the Constitution of the Society was
amended to provide for a Committee on Public Rela-
tions, to have charge of those activities of the Society
which include service to the jiublic other than that
rendered directly to the individual members and to the
profession as a whole.
In furtherance of this idea the Public Relations
Committee announces that Public Service has been
designated by the Committee on Meetings as the cen-
tral theme for the Annual Meeting in December 1914.
At the request of the Committee, the Public Relations
Committee has taken charge of the program for Thurs-
day, December 3, and it will be devoted to papers on
municipal engineering and related matters. The ses-
sion will be opened by John Purroy Mitchel, Mayor of
the City of New Yoi-k, and the following papers, among
others, will be presented during the day, according to
a schedule to be arranged later :
Snow Removal, a Report of the Committee on Resolu-
tions of the Snow Removal Conference held in Philadel-
phia, April 16-17, 1914.
Utilization of Municipal Wastes, by Irwin S. Osborne,
designer and operator of the Columbus, 0., Garbage Dis-
posal Plant, and consulting engineer of the cities of Phila-
delphia, New York, Washington, D.C., and Toronto,
Canada.
The Training of Municipal Ejiplotees, by H. M.
Waite, City Manager, Dayton, 0.
The Cleaning of Public Buildings, by Wm. H. Ball,
Chief, Bureau of City Property, Philadelphia.
The Future of the Police Arm, by Henry Bruere, City
Chamberlain, New York City, and Director of tlie National
Bureau of Municipal Research.
Controlling Factors in Municipal Engineering, by
Morris L. Cooke, Director, Dept. of Public Works, Phila-
delphia.
A Study of Cleaning Filter Sands, by Sanford E.
Thompson, Consulting Engineer, Newton Highlands, Mass.
Municipal Colleges in Germany, by Clyde L. King, In-
structor in Political Science, University of Pennsylvania.
Philadelphia.
The Design and Operation of the Clevkiaxd Munic-
ipal Electric Light Plant, Frederick W. Kallard, Commis-
sioner of Lighting, Dept. ot Public Utilities, Cleveland, Ohio.
This program only suggests the scope to be covered
;md furtlier papers from our membership are re-
fiuested.
The Society feels that it has a great opportunity in
welcoming to its membership the growing body of en-
gineers who are now engaged in putting the adminis-
trative work of our cities on an engineering basis.
Branches of municipal work which but a few years ago
were considered as having no engineering significance
have assumed such proportions and are conducted
along such lines as make imperative the employment
of technically trained men. It is suggested by the
Committee that this is an opportune time to present
short memoranda, covering not more than two pages,
outlining any recent changes in the conduct of differ-
ent kinds of municipal work, which tend to put them
upon an engineering basis and which may have come
under the observation of our members.
IMPORTANT HEARING ON BOILER
SPECIFICATIONS
, Attention is called to the hearing to be held in the
rooms of the Society on September 15 at 10 a.m., at
which arguments and suggestions are to be presented
upon the proposed report of the Committee to Formu-
late Standard Specifications for the Construction of
Steam Boilers and other Pressure Vessels and for Care
of Same in Sei-vice.
This report promises to be one of the most important
ever issued by the Society. A large number of copies
of a tentative draft of the report have already been
sent to individual engineers, qualified to pass judg-
ment upon it, and many helpful suggestions have
been made. At the hearing in September, it is ex-
pected that accredited representatives of a number of
organizations will appear, so that when the report
finally comes up for discussion at the Annual Meeting,
it will represent the concerted efforts of many able en-
gineers and be in a form that will be generally accept-
al)le to societies interested in steam boiler construction.
Ill
IV
SOCIETY AFFAIRS
AN OPPORTUMTY FOR WORK'
It is only oeeasioiially tliat we have an opportunity
to discuss together wliat we as a Society are doing, and
I am glad of the occasion to do so.
Membersliip in this Society should have as its pur-
pose the oj)portuuity for work ratiier than any per-
sonal benefit wliich may be derived, and we should all
have an increasing sense of responsibility and piivilege
to render service.
All our committees, -sucli as for instance the Boiler
Specifications Committee, whose efforts have been the
subject of discussion at this meeting, are doing zeal-
ous work, and such effort and loyalty to their profes-
sion is to be commended.
The committee -whose work is continually being
brought before you is the Publication Committee, and
they, with the offiee staff, are endeavoring constantly
to make our publication the best mechanical engineer-
ing paper in the field. This means, of course, a great
deal of effort in editorial work and policy. I want to
touch upon a point of controversy which has arisen
through the attempt of the committee and the Council
to direct the Society's efforts along what they consider
the most intelligent line.
Only in America do technical societies publisli two
sets of publications, weekly or monthly or quarterly,
and at the end of the year a bound volume in addition.
Eveiy German and every Frenchman and every Eng-
lishman saves his journals as a matter of course and
has them bound up, if he wishes them, at the end of
the year, and all but four or five societies in America
do likewise. We are one of those four or five extrava-
gant societies that present each member with a com-
plete set of joui'nals and at tlie end of the year a hand-
some bound volume in half morocco. The Council,
after eonsidei-al)le thought on the matter, felt justified
in wishing to divert the money spent in piling up such
a set of books for the sentimental satisfaction involved,
into what they considered more useful channels, but it
has not worked out as the Council and Committee
hoped. This evidently has not been properly put be-
fore the membership, as the Publication Committee and
the Council are confident the membership would ap-
prove. Some of the other uses for the money now-
going into Transactions would be such work as the ad-
vancement of committee activities siich as that of the
Boiler Speeifieations Committee. The limited edition
of the code w-hich was issued for pi-elimiuary distribu-
tion cost $3000, and it must be obvious that this is only
a beginning. A similar amount has been spent by the
committee niend)ers themselves in their zeal to carry
the work through. This is a customary thing in other
societies, to have the membei-s spend their own money
in a public spirited way for the profession, but our
ow-n members are only beginning to i-ealize that it is a
' Iti'marks made by Calvin W. liioo. Seori'tniy, al tlio Spiiiif; Moot-
ing. St. Paul. Minneapolis, 1014.
privilege to spend their own money and their own time
for the benefit of the profession. Mr. Stott, the chair-
man of the Flange Committee, has spent several years'
time and great labor and expense in preparing charts
to show a sj'stem by which flanges for high-pressure
pil)ing may be designed, and have some continuity of
design. Because it is customary for the Society as
such to pay for all the cost of committee work we are
constantly pressed for funds.
We have seventy-five committees in the Society at
work in different ways, and the Council and the Pub-
lication Committee have thought that the $15,000
which it costs for a duplicate set of publications might
more wisely be spent in the development of the com-
mittee work.
We are also developing a library and a library serv-
ice, so that those at a distance may derive benefit from
the best technical library in the country. This is being
done through searches, covering references to current
articles upon any given subject, the charge for which
is simply the actual cost of the labor involved in pre-
paring the copy. This copy can be supplied either in
the form of the magazines themselves, purchased by
the library, or ma.y be a typewritten transcription or
a photographic reproduction of the articles.
During the coming Annual Meeting we are to have
an entire session on the Relations of the Engineer to
the Public, conducted by our Committee on Public Re-
lations. ]\Ir. Morris L. Cooke, director of public works
at Philadelphia, has been instrumental in securing the
most expert men available in the country to speak on
subjects pertaining to engineering in the administra-
tion of a city.
This Society, with four others, has invited over 350
engineering societies of the world to come to America
next year and unite with us in our celebration of the
great engineering achievement, the completion of the
Panama Canal, and over 175 of these have accepted.
We were royally entertained in Germany last summer,
not only by the "\'erein, but by Germany as a nation
and by the various municipalities, as no society has
ever been entertained before. Before that, in 1910, we
were shown exceptional courtesies in England, and
further back still, France was our host, so that we owe
these foreign engineers the best w-e can give them. We
have formed a joint reception committee, and Dr. Alex.
C. Humphreys and Mr. Walter M. McFarland ai*e re-
spectively its general chairman and vice-chairman.
This committee will need the cooperation of all our
membership wherever they are situated in showing
these engineers the hospitality of the various cities and
extending to them the welcome of the profession. All
these things mean participation in a large way in the
affairs of tlie nation and the occupation of the place
whicli we, as engineers, are striving to attain, namely,
the position of national influence. I want to say
that our Society is doing things all tlie time, and that
SOCIETY AFFAIRS
V
it is a good fSociety to be a member of. But I wish to
empliasize that our position as engineers individually,
as a Society, or as a profession, will be in direct pro-
portion to the service which we render to the commu-
nity in which we live, to the profession of which we
arc a Society, and to our great country of which we
are citizens.
Calvin W. Rice, Secretary.
A CALL FOR SPEAKERS
An invitation is extended to the members of the
Society to volunteer their services to address the
Student Branches during the coming season. Thirty-
two of the leading colleges and technical schools of the
country at present have associations which are affili-
ated with the Society and hold stated meetings under
its jurisdiction. Most of the branches hold monthly
meetings from October to May, and it is customary to
have experts in various lines of engineering and indus-
trial activity give talks or lectures at these meetings
on some subject of current interest.
The Society undertakes to assist in the preparation
of programs for each of its Student Branches and the
rapid growth in the number of branches in the past
few years makes it increasingly difficult to locate a
sufficient nixmber of speakers.
A generous response from the members to the invita-
tion is anticipated, and it is requested that those who
reply indicate the topics with which they are most
familiar. Programs are already being formulated and
a prompt response is therefore solicited. Members
wishing to volunteer their services should communicate
with the Secretary.
INTERNATIONAL ELECTRICAL CONGRESS
The purpose of the forthcoming International Elec-
trical Congress in San Francisco in 1915 is twofold :
the bringing together of a large and representative
body of electrical engineers from all over the world,
who shall find interest and inspiration in the Congress ;
and the erecting in its published transactions of a
notable milestone of electrical engineering progress
and development as a permanent record of contem-
poraneous electrochemical achievement. These pub-
lished transactions will be available to members of the
Congress at such a low price that either in part or as
complete sets they will be within reach of all. Those
who may be unable to attend the Congress may find
a large measure of participation through possession of
the transactions.
The meetings will be divided into twelve sections
and there will probably be thirteen volumes in the
complete set of its transactions, as follows :
(1) Generation, Transmission and Distribution
Central station and substation desian, control and
oijeration. Long distance transmission of electric
power.
(2) Apparatus Design
Generators, motors and transformers. The rating
of machinery.
(3) Electric Traction and Transportation
City, surface and rapid transit railways; interurban
and trunk lines; electric vehicles, ship propulsion,
mining railways, elevators, and hoists.
(4) Electric Power for Industrial and Domestic Use
Factories, mills, refrigeration, heating devices, etc.
(5) Lighting and Illumination
Are and incandescent lighting; the science and art
of illumination.
(6) Protective Devices; Transients
Switches, circuit breakers; condensei's; electro-
statics; disruptive phenomena; high-frequency phe-
nomena.
(7) Electrochemistry and Electrometallurgy
Electrolj-tic and metallurgical apparatus and pro-
cesses.
(8) Telegrai^hy and Telephony
(a) All communication of intelligence by the use
of wires. (b) Electromagnetic waves and radio-
telegraphy and telephony.
(9) Electrical Instruments and Electrical Measurements
Switchboard, portable, standard and absolute instru-
ments. Testing and standardization methods ; abso-
lute measui'ements.
(10) Central Station Economics
Load factors, power factors, measurement of max-
imum demand and all problems affecting the econ-
omy of central stations; also rates, their regulation
and legislation.
(11) Electrophysics
Radioactivity; Rontgen rays; gas and vapor con-
duction; electron theory; constitution of matter, etc.
(12) Miscellaneous
Such as history and literature of electrical engineer-
ing; symbols and nomenclature; engineering educa-
tion and ethics.
(13) General Congress Proceedings
Communications may be addressed to
Preston S. Millar, Secretary-Treasurer
80th Sti'eet and East End Avenue
New York, N. Y.
PUBLICATION PLANS OF THE INSTITUTION
OF MECHANICAL ENGINEERS
The Institution of Mechanical Engineers of Great
Britain has taken an important step in the establish-
ment of a monthly Jounial. the first issue of which ap-
peared in June. In size of page and typographical
appearance it follows substantially the style of the
pamphlet papers regularly issued by the Institution in
advance of meetings.
VI
socip:ty affairs
The particulai-ly interestiug feature of tliis first num-
ber is an announeenicnt of tlic new publication plans
of the Institution. For many months the council has
had under consideration methods of bringing into
closer touch with the work of the organization those
members who are resident in the country or abroad,
and who are consequently unable to attend the meet-
ings regularly. The outcome was the establishment of
the Journal and an arrangement for bimliiig that part
of it which constitutes the Pi'oeeedings or Transac-
tions; together with tiie advance printing of papers in
pamphlet form, to be sent out upcm request to mem-
bers desiring them. In all particulais the plan is like
that recommended also In- the Publication Committee
and Council of The American Society of Mechanical
Engineers, and it is pleasing to note that the two socie-
ties, tiifough the investigations of separate and inde-
pendent committees, an-ived at the same conclusions.
An examination of the present issue of the Journal
shows that it is divided into two parts, each with an in-
dependent pagination. Part one contains information
such as notices of coming meetings. In this particular
instance, the program of the July-Paris meeting of the
Institution, with abstracts of the papers to be pre-
sented, is given. By perusing these any member can
judge whether or not a paper deals with matters in
which he is interested or on which he desires to present
a discussion, and if this should be so, a copy of the
paper will be sent him.
Part two is of a different character and contains the
full text of the papers presented at the previous meet-
ing, together with the discussion so far as it can be
completed up to the time of going to press. In the next
issue following, the first place will be given to the com-
pletion of this discussion and the author's reply. This
will be followed by the text of the next paper read, etc.
The Institution in various ways is enhancing the
value of membership to those residing outside of Lon-
don, and it is expected that arrangements will be made
by which papers w-ill be read simultaneously in other
cities at the same time they are presented in London.
Recent improvements in the house of the Institution
will aid materially in this work. Through the acquisi-
tion of additional land, an enlargement of the building
has been made. The main staircase has been widened
and the ground floor now^ provides ample accommoda-
tions for the secretary and his staff in the new part of
the building. On the mezzanine floor above these
offices, a spacious committee room is to be found, and
the council room is now located on the first floor, open-
ing into one wing of the librarj'. On the third floor a
reading room and a smoking room for the members
have been added. The design for the enlargement was
made by Mr. James Millar of Glasgow, also the archi-
tect for the building of the Institution of Civil Engi-
neers which faces that of the Mechanical Engineers on
Princes Street, the frontages of the two buildings being
rather similar in character.
OPEXIXC; OF THE NEW SOCIETY HOUSE OF
THE VEREIX DEUTSCHER IXGEXIEURE
On June 5 the new society house of the Yerein deut-
scher Ingenieure was opened with appropriate exer-
cises, at which The American Society of Mechanical
Engineers was repi-esented by Fi-ank B. Gilbreth. who
was appointed Honorary Yice-President by the Coun-
cil for this occasion. The new building is a magnificent
structure, finished in the most substantial manner and
utilized solely for the work of the Yerein.
The proximity of the Imperial House of Represen-
FoRMER Home of xmj Vekein deotscher Ingenikure
tatives on the one hand, and the Brandenburg Gate on
the other, imposed on the architects the difficult prob-
lem of designing a building in keeping with these two
structures. This problem was solved in an admirable
manner and the effect of large and impressive spaces is
secured by connecting the windows of the first and sec-
ond floors and maintaining the effect of vertical lines
by suitable treatment of the walls, with crowns over the
windows of the upper floors. Between the windows is
a notable series in bas relief of the heads of famous
German engineers, designed by Hugo Lederer.
On the ground floor is a spacious entrance hall and
staircase, the main part of this floor, however, being
unused at present and reserved for the future needs
of the society. The featui'e of the building is the main
meeting hall on the next floor, where are also several
committee rooms. The main hall is decorated by
a series of mural paintings, one of which is a view
of Alexisbad in the Harz Mountains, where fifty-eight
years ago twenty-tliree young engineers founded the
SOCIETY AFFAIRS
VII
V^erein. Another panel shows the Technical High
School of Berlin and another the German Museum at
Munich. At one end is an allegoiical painting typify-
ing engineering.
Two upper floors are devoted respectively to general
offices for conducting the affairs of the Society, and the
editorial and literary work and drafting connected
with its pxiblieations, which form so important an ele-
ment of the work of the Verein.
In a very high degree the Verein deutseher Ingen-
ieure is what its name implies, the Soeiet.y of German
Engineers. While there are active and well patronized
societies of electrical
and mining engi-
neers, practically
every German engi ■
ueer desires to be-
come associated witli
the parent society.
At the end of 1913 it
had a membership of
24,500, more than a
thousand times its
charter list.
The influence o f
the Verein, as a bond
between German en-
gineers, extends far
beyond the geograph-
ical confines of the
German Empire. In
addition to forty-
eight local sections
there are several re-
cently created for-
e i g n branches, i n
Austria, England, China and in this countr_y. These
sections are practically autonomous. They have their
own constitutions approved by the parent body, their
own governing councils, may select honorary members.
and receive a certain share of the dues paid in by theii-
members. A local section may be formed, with tlie ap-
proval of the Verein council, by not less than 150 mem-
bers of the organization.
The activities of the Verein extend considerably be-
yond the limits of mere reading of papers and discus-
sions. Through its committees and funds, but above
all through the hearty collaboration between its mem-
bers and the organizations of which they direct the
policies, the Verein exercises a potent influence on the
development of technical education in Germany, and
the standards of engineering research, especially such
as is conducted in the laboratories of the splendidly
equipped German Technical High Schools. Through
its various committees the way is often paved for gov-
The New Hoitse of the Verein detttscheh Ingenietjre
eriniiental regulations, and manufacturers are helped
to adopt uniform practices in the classification of their
output.
The publications of the Verein comprise the weekh'
Zeitschrift containing both papers presented before
the various sections of the Society and contributions
by members, as well as the usual editorial departments.
The original articles are also available in separate re-
prints, the price of which is made especially accessible
to members and students of engineering schools. As
a supplement to the Zeitschrift is published a monthly,
Technik und Wirtschaft, the purpose of which is to
promote the knowl-
edge of economic and
social subjects among
engineers. Another
important publica-
tion is ' ' Communi-
catious concerning
Researches in t h e
Field of Engineer-
ing," consisting of
pamphlets appearing
at irregular inter-
vals, and presenting
tlie result s of re-
sea rches conducted
under the auspices of
tlie Verein, mainly in
the laboratories of
teclmical schools. As
a rule, extensive sum-
maries of these re-
searches appear in
the Zeitschrift some
time previous to the
l)ublication in complete form in the Communications.
In addition the Verein publishes several series of
books, such as Contributions to the History of Engi-
neering and Industry and History of the Verein deut-
scher Ingenieure.
Wliat is perliaps the most important result of the
work of the Verein, however, is of such a nature that it
can hardly appear in its official reports ; and that is the
change in the public opinion concerning the engineer-
ing profession in Germany in the last fifty years. For
example, Werner von Siemens in his autobiography^
explains more than once that his social recognition was
due to his status as a Prussian officer of artillery,
rather than to his success as an engineer and inventor.
That this situation prevails no longer and that engi-
neers as such are recognized for their accomplishments
and are leaders in public activity is due in large meas-
ui'e to the work of the Verein and tlie growing influence
of its members.
VIII
SOCIETY AFFAIRS
DUTIES AND RESPONSIBILITIES OF THE
ENGINEER '
By Henhy I.. Ganit
•I wish to take this opportunity to hiy befoi'c you in
a few words, my idea regarding certain duties and I'e-
sponsibilities, which, if I read the signs of the times
ai'iglit, will rapidly fall upon the shoulders of the engi-
neer. In some quarters the engineer has already as-
sumed these duties and responsibilities; in others, it
has not yet been recognized that these duties belong to
the engineer ; but inasmuch as they are problems affect-
ing our national welfare, and the engineer seems the
only man fitted to solve them, there is no question that
he will ultimately have to accept the responsibility for
their solution.
It has been said that we are an industrial nation. I
feel that we are only just beginning to be an industrial
nation, and shall not be fully entitled to that name
until we have a more complete knowledge of the prin-
ciples on which successful industry is based. Too many
of our enterprises are still founded on what has been
done rather than on ivhat can be done. The real in-
dustrial leader must be guided by future possibilities
rather than past performances. The growing disposi-
tion among the people of all lands to abolish special
privileges of every kind, is going to make it necessary
for those who carry on industrial operations to depend
more and more upon their own efficiency, and to get
awa^- as rapidly as possible from the errors of past
jn-aetice. We can no longer blindly follow the trail of
those who have gone before simply because they were
.successful. What spelled success yesterday, may spell
failure tomorrow. Knowledge, not precedent oi- opin-
ion, must be our guide. The man whose special tiain-
ing fits him to acquire the necessary knowledge is the
engineer: he works with facts which he obtains by in-
vestigation ; others are usually guided by opinion,
which is too often inherited or copied.
Beginning as a designer of power plants, tlie me-
chanical engineer has become the most important fac-
tor in our development as an industrial nation. Con-
tent at first to design and install plants and equipment,
he has realized that it was equally his function to op-
ei'ate them efficiently. This realization is the origin of
the present widespread interest in the art of manage-
ment, which is simply an attempt to apply to the sub-
ject of management the methods which the leading en-
gineers have already so successfully applied to that of
design. It is only natural that in the attempt to make
sueli an application, the degree of success will, at first,
largely depend upon the ability and training of the
engineer undertaking the problem, but the day will
come when the principles underlying the managing
mechanism for an industry will be as clearly defined
and as well understood as those underlying the design
' Address at the opening scs.«ion of the Spring Meeting, St.
Paul, Minn., .June 1014.
of a steam engine, or an electric generator. It is the
function of the engineer to discover or develop these
principles. This is not an easy job, for the human
factoi' is the prime one to be considered, and many well-
iiitejitioned people have not 
